Um die anderen Arten von Veröffentlichungen zu diesem Thema anzuzeigen, folgen Sie diesem Link: Crashaw.
Dissertationen zum Thema „Crashaw“
Geben Sie eine Quelle nach APA, MLA, Chicago, Harvard und anderen Zitierweisen an
Machen Sie sich mit Top-50 Dissertationen für die Forschung zum Thema "Crashaw" bekannt.
Neben jedem Werk im Literaturverzeichnis ist die Option "Zur Bibliographie hinzufügen" verfügbar. Nutzen Sie sie, wird Ihre bibliographische Angabe des gewählten Werkes nach der nötigen Zitierweise (APA, MLA, Harvard, Chicago, Vancouver usw.) automatisch gestaltet.
Sie können auch den vollen Text der wissenschaftlichen Publikation im PDF-Format herunterladen und eine Online-Annotation der Arbeit lesen, wenn die relevanten Parameter in den Metadaten verfügbar sind.
Sehen Sie die Dissertationen für verschiedene Spezialgebieten durch und erstellen Sie Ihre Bibliographie auf korrekte Weise.
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.
Der volle Inhalt der Quelle
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.
Der volle Inhalt der Quelle
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.
Der volle Inhalt der Quelle
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.
Der volle Inhalt der QuelleAnnotation:
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 baroqueThe 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.
Der volle Inhalt der QuelleAnnotation:
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.
Der volle Inhalt der QuelleAnnotation:
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.
Der volle Inhalt der QuelleAnnotation:
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.
Der volle Inhalt der Quelle
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.
Der volle Inhalt der QuelleAnnotation:
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.
Der volle Inhalt der QuelleAnnotation:
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.
11
Kennedy, Jason Forrest. „Estimating Pedestrian Crashes at Urban Signalized Intersections“. Thesis, Virginia Tech, 2008. http://hdl.handle.net/10919/36308.
Der volle Inhalt der QuelleAnnotation:
Crash prediction models are used to estimate the number of crashes using a set of explanatory variables. The highway safety community has used modeling techniques to predict vehicle-to-vehicle crashes for decades. Specifically, generalized linear models (GLMs) are commonly used because they can model non-linear count data such as motor vehicle crashes. Regression models such as the Poisson, Zero-inflated Poisson (ZIP), and the Negative Binomial are commonly used to model crashes. Until recently very little research has been conducted on crash prediction modeling for pedestrian-motor vehicle crashes. This thesis considers several candidate crash prediction models using a variety of explanatory variables and regression functions. The goal of this thesis is to develop a pedestrian crash prediction model to contribute to the field of pedestrian safety prediction research. Additionally, the thesis contributes to the work done by the Federal Highway Administration to estimate pedestrian exposure in urban areas. The results of the crash prediction analyses indicate the pedestrian-vehicle crash model is similar to models from previous work. An analysis of two pedestrian volume estimation methods indicates that using a scaling technique will produce volume estimates highly correlated to observed volumes. The ratio of crash and exposure estimates gives a crash rate estimation that is useful for traffic engineers and transportation policy makers to evaluate pedestrian safety at signalized intersections in an urban environment.Master of Science
12
Vavilikolanu, Srutha. „Crash Prediction Models on Truck-Related Crashes on Two-lane Rural Highways with Vertical Curves“. University of Akron / OhioLINK, 2008. http://rave.ohiolink.edu/etdc/view?acc_num=akron1221758522.
Der volle Inhalt der Quelle
13
Alshehri, Abdulaziz Hebni. „Analysis of Factors Affecting Crash Severity of Pedestrian and Bicycle Crashes Involving Vehicles at Intersections“. University of Dayton / OhioLINK, 2017. http://rave.ohiolink.edu/etdc/view?acc_num=dayton1511983249414075.
Der volle Inhalt der Quelle
14
Maistros, Alexander Reed. „An Analysis of Alcohol Related Crash Factor Comparisons“. University of Akron / OhioLINK, 2013. http://rave.ohiolink.edu/etdc/view?acc_num=akron1373283512.
Der volle Inhalt der Quelle
15
Alqahtani, Thaar S. „Investigation of Characteristics and Assessment of Crash Severity Factors Associated With Truck-Related Crashes in Ohio“. University of Dayton / OhioLINK, 2016. http://rave.ohiolink.edu/etdc/view?acc_num=dayton1464107995.
Der volle Inhalt der Quelle
16
Wang, Qian. „Finite Element Modeling of Occupant Injury Risk and Crash Performance of W-Beam Guardrail Barriers in Roadside Crashes“. Thesis, Virginia Tech, 2009. http://hdl.handle.net/10919/42299.
Der volle Inhalt der QuelleAnnotation:
This thesis presents the results of a research effort aimed at investigating the crash performance of w-beam guardrail barriers in vehicle-roadside crashes using the finite element method. The developed roadside barrier models can be used to assess the occupant injury risk, vehicle performance, and damage to guardrail barriers during a roadside accident. The finite element models of w-beam guardrail barriers may also help evaluate the crash performance of the w-beam barriers with minor damage in vehicle-barrier crashes. Thus, the results can be used to develop repair guidelines to assist highway personnel in identifying levels of minor barrier damage and deterioration.
Finite element models of the weak post w-beam guardrail barriers were developed and simulated using LS-DYNA. The simulation results were validated against full scale crash tests of pickup trucks and passenger cars impacting w-beam guardrail barriers. The maximum dynamic deflection of the guardrail, exit velocity and angle of the vehicle, and occupant injury risk were calculated and compared to the tests. Kinematics of the vehicle and guardrail were assessed qualitatively as well as quantitatively. The analysis showed that simulation results were in good agreement with test data. Additionally, the models were validated against pendulum tests conducted the Federal Outdoor Impact Laboratory (FOIL). Simulation results of pendulum tests showed that the test section taken from the current full scale models performed very similarly to that in the real pendulum tests.
The developed finite element models were subsequently used to examine the crash performance of weak post w-beam guardrail barriers with minor damage under vehicle impacts. Only rail/post deflection based minor damage to weak post w-beam guardrail barriers was considered in this study. Simulations were completed to obtain the damaged profiles of the guardrail systems; the damaged weak post guardrail barriers were impacted by the pickup model at mid-span for the second time. The impacting vehicle remained stable in all of these simulations. No conclusions could be drawn however whether these second impacts could have resulted in rail tearing or rupture.Master of Science
17
Ouedraogo, Nayabtigungu Hendrix. „The Safety Impact of Raising Trucks' Speed Limit on Rural Freeways in Ohio“. University of Dayton / OhioLINK, 2019. http://rave.ohiolink.edu/etdc/view?acc_num=dayton1576248242725121.
Der volle Inhalt der Quelle
18
Ydenius, Anders. „Integration of car and road infrastructure design : crash severity and occupant injury risk evaluations in frontal real-world crashes /“. Stockholm, 2010. http://diss.kib.ki.se/2010/978-91-7409-534-0/.
Der volle Inhalt der Quelle
19
pande, anurag. „ESTIMATION OF HYBRID MODELS FOR REAL-TIME CRASH RISK ASSESSMENT ON FREEWAYS“. Doctoral diss., University of Central Florida, 2005. http://digital.library.ucf.edu/cdm/ref/collection/ETD/id/3016.
Der volle Inhalt der QuelleAnnotation:
Relevance of reactive traffic management strategies such as freeway incident detection has been diminishing with advancements in mobile phone usage and video surveillance technology. On the other hand, capacity to collect, store, and analyze traffic data from underground loop detectors has witnessed enormous growth in the recent past. These two facts together provide us with motivation as well as the means to shift the focus of freeway traffic management toward proactive strategies that would involve anticipating incidents such as crashes. The primary element of proactive traffic management strategy would be model(s) that can separate 'crash prone' conditions from 'normal' traffic conditions in real-time. The aim in this research is to establish relationship(s) between historical crashes of specific types and corresponding loop detector data, which may be used as the basis for classifying real-time traffic conditions into 'normal' or 'crash prone' in the future. In this regard traffic data in this study were also collected for cases which did not lead to crashes (non-crash cases) so that the problem may be set up as a binary classification. A thorough review of the literature suggested that existing real-time crash 'prediction' models (classification or otherwise) are generic in nature, i.e., a single model has been used to identify all crashes (such as rear-end, sideswipe, or angle), even though traffic conditions preceding crashes are known to differ by type of crash. Moreover, a generic model would yield no information about the collision most likely to occur. To be able to analyze different groups of crashes independently, a large database of crashes reported during the 5-year period from 1999 through 2003 on Interstate-4 corridor in Orlando were collected. The 36.25-mile instrumented corridor is equipped with 69 dual loop detector stations in each direction (eastbound and westbound) located approximately every ½ mile. These stations report speed, volume, and occupancy data every 30-seconds from the three through lanes of the corridor. Geometric design parameters for the freeway were also collected and collated with historical crash and corresponding loop detector data. The first group of crashes to be analyzed were the rear-end crashes, which account to about 51% of the total crashes. Based on preliminary explorations of average traffic speeds; rear-end crashes were grouped into two mutually exclusive groups. First, those occurring under extended congestion (referred to as regime 1 traffic conditions) and the other which occurred with relatively free-flow conditions (referred to as regime 2 traffic conditions) prevailing 5-10 minutes before the crash. Simple rules to separate these two groups of rear-end crashes were formulated based on the classification tree methodology. It was found that the first group of rear-end crashes can be attributed to parameters measurable through loop detectors such as the coefficient of variation in speed and average occupancy at stations in the vicinity of crash location. For the second group of rear-end crashes (referred to as regime 2) traffic parameters such as average speed and occupancy at stations downstream of the crash location were significant along with off-line factors such as the time of day and presence of an on-ramp in the downstream direction. It was found that regime 1 traffic conditions make up only about 6% of the traffic conditions on the freeway. Almost half of rear-end crashes occurred under regime 1 traffic regime even with such little exposure. This observation led to the conclusion that freeway locations operating under regime 1 traffic may be flagged for (rear-end) crashes without any further investigation. MLP (multilayer perceptron) and NRBF (normalized radial basis function) neural network architecture were explored to identify regime 2 rear-end crashes. The performance of individual neural network models was improved by hybridizing their outputs. Individual and hybrid PNN (probabilistic neural network) models were also explored along with matched case control logistic regression. The stepwise selection procedure yielded the matched logistic regression model indicating the difference between average speeds upstream and downstream as significant. Even though the model provided good interpretation, its classification accuracy over the validation dataset was far inferior to the hybrid MLP/NRBF and PNN models. Hybrid neural network models along with classification tree model (developed to identify the traffic regimes) were able to identify about 60% of the regime 2 rear-end crashes in addition to all regime 1 rear-end crashes with a reasonable number of positive decisions (warnings). It translates into identification of more than ¾ (77%) of all rear-end crashes. Classification models were then developed for the next most frequent type, i.e., lane change related crashes. Based on preliminary analysis, it was concluded that the location specific characteristics, such as presence of ramps, mile-post location, etc. were not significantly associated with these crashes. Average difference between occupancies of adjacent lanes and average speeds upstream and downstream of the crash location were found significant. The significant variables were then subjected as inputs to MLP and NRBF based classifiers. The best models in each category were hybridized by averaging their respective outputs. The hybrid model significantly improved on the crash identification achieved through individual models and 57% of the crashes in the validation dataset could be identified with 30% warnings. Although the hybrid models in this research were developed with corresponding data for rear-end and lane-change related crashes only, it was observed that about 60% of the historical single vehicle crashes (other than rollovers) could also be identified using these models. The majority of the identified single vehicle crashes, according to the crash reports, were caused due to evasive actions by the drivers in order to avoid another vehicle in front or in the other lane. Vehicle rollover crashes were found to be associated with speeding and curvature of the freeway section; the established relationship, however, was not sufficient to identify occurrence of these crashes in real-time. Based on the results from modeling procedure, a framework for parallel real-time application of these two sets of models (rear-end and lane-change) in the form of a system was proposed. To identify rear-end crashes, the data are first subjected to classification tree based rules to identify traffic regimes. If traffic patterns belong to regime 1, a rear-end crash warning is issued for the location. If the patterns are identified to be regime 2, then they are subjected to hybrid MLP/NRBF model employing traffic data from five surrounding traffic stations. If the model identifies the patterns as crash prone then the location may be flagged for rear-end crash, otherwise final check for a regime 2 rear-end crash is applied on the data through the hybrid PNN model. If data from five stations are not available due to intermittent loop failures, the system is provided with the flexibility to switch to models with more tolerant data requirements (i.e., model using traffic data from only one station or three stations). To assess the risk of a lane-change related crash, if all three lanes at the immediate upstream station are functioning, the hybrid of the two of the best individual neural network models (NRBF with three hidden neurons and MLP with four hidden neurons) is applied to the input data. A warning for a lane-change related crash may be issued based on its output. The proposed strategy is demonstrated over a complete day of loop data in a virtual real-time application. It was shown that the system of models may be used to continuously assess and update the risk for rear-end and lane-change related crashes. The system developed in this research should be perceived as the primary component of proactive traffic management strategy. Output of the system along with the knowledge of variables critically associated with specific types of crashes identified in this research can be used to formulate ways for avoiding impending crashes. However, specific crash prevention strategies e.g., variable speed limit and warnings to the commuters demand separate attention and should be addressed through thorough future research.Ph.D.
Department of Civil and Environmental Engineering
Engineering and Computer Science
Civil Engineering
20
Cena, Lorenzo. „A full Bayesian assessment of the effect of highway bypasses on crashes, crash rates and citizens' safety in Iowa communities“. [Ames, Iowa : Iowa State University], 2007.
Den vollen Inhalt der Quelle finden
21
Karki, Bipin. „Development of a Crash Prediction Model for Signalized T-Intersections in Queensland, Australia“. Thesis, Griffith University, 2014. http://hdl.handle.net/10072/365442.
Der volle Inhalt der QuelleAnnotation:
Vehicle crashes at signalized intersections have long been of utmost concern to the transport authorities. Some researchers have developed crash prediction models (CPMs) for roundabouts in Queensland to establish the relationship among crashes, geometric parameters, and traffic conditions. However, to date, no CPM has been developed for the signalized intersections in Queensland. In this dissertation, two CPMs for signalized T-intersections in Queensland, Australia are developed: a CPM at intersection level and a CPM at approach level. The proposed models can be used for better control/organization of the traffic and design intersection geometry/layout.
After the introduction to the dissertation and overview of the relevant research, a geographic information system (GIS)-based spatial database is established in Chapter 3 to visualize the crash records in south-east Queensland. Further, a crash assignment model is developed to assign crashes at signalized T-intersections to distinct approaches on the basis of the GIS-based spatial database. In Chapter 4, a CPM at intersection level is developed to predict the crashes at intersections, given the geometric parameters and traffic conditions. It should be pointed out that the number of lanes, merging angle, and existence of slip lanes are found to be significantly related to crashes.Thesis (Masters)
Master of Philosophy (MPhil)
Griffith School of Engineering
Science, Environment, Engineering and Technology
Full Text
22
Pierleoni, Marco. „CRASHa coupling continuum and line radiative transfer“. Diss., lmu, 2010. http://nbn-resolving.de/urn:nbn:de:bvb:19-122782.
Der volle Inhalt der Quelle
23
Kotikalapudi, Siddhartha. „Characteristics and contributory causes related to large truck crashes (phase-II) - all crashes“. Thesis, Kansas State University, 2012. http://hdl.handle.net/2097/14027.
Der volle Inhalt der QuelleAnnotation:
Master of ScienceDepartment of Civil Engineering
Sunanda Dissanayake
In order to improve safety of the overall surface transportation system, each of the critical areas needs to be addressed separately with more focused attention. Statistics clearly show that large-truck crashes contribute significantly to an increased percentage of high-severity crashes. It is therefore important for the highway safety community to identify characteristics and contributory causes related to large-truck crashes. During the first phase of this study, fatal crash data from the Fatality Analysis Reporting System (FARS) database were studied to achieve that objective. In this second phase, truck-crashes of all severity levels were analyzed with the intention of understanding characteristics and contributory causes, and identifying factors contributing to increased severity of truck-crashes, which could not be achieved by analyzing fatal crashes alone. Various statistical methodologies such as cross-classification analysis and severity models were developed using Kansas crash data. Various driver-, road-, environment- and vehicle- related characteristics were identified and contributory causes were analyzed. From the cross-classification analysis, severity of truck-crashes was found to be related with variables such as road surface (type, character and condition), accident class, collision type, driver- and environment-related contributory causes, traffic-control type, truck-maneuver, crash location, speed limit, light and weather conditions, time of day, functional class, lane class, and Average Annual Daily Traffic (AADT). Other variables such as age of truck driver, day of the week, gender of truck-driver, pedestrian- and truck-related contributory causes were found to have no relationship with crash severity of large trucks. Furthermore, driver-related contributory causes were found to be more common than any other type of contributory cause for the occurrence of truck-crashes. Failing to give time and attention, being too fast for existing conditions, and failing to yield right of way were the most dominant truck-driver-related contributory causes, among many others. Through the severity modeling, factors such as truck-driver-related contributory cause, accident class, manner of collision, truck-driver under the influence of alcohol, truck maneuver, traffic control device, surface condition, truck-driver being too fast for existing conditions, truck-driver being trapped, damage to the truck, light conditions, etc. were found to be significantly related with increased severity of truck-crashes. Truck-driver being trapped had the highest odds of contributing to a more severe crash with a value of 82.81 followed by the collision resulting in damage to the truck, which had 3.05 times higher odds of increasing the severity of truck-crashes. Truck-driver under the influence of alcohol had 2.66 times higher odds of contributing to a more severe crash. Besides traditional practices like providing adequate traffic signs, ensuring proper lane markings, provision of rumble strips and elevated medians, use of technology to develop and implement intelligent countermeasures were recommended. These include Automated Truck Rollover Warning System to mitigate truck-crashes involving rollovers, Lane Drift Warning Systems (LDWS) to prevent run-off-road collisions, Speed Limiters (SLs) to control the speed of the truck, connecting vehicle technologies like Vehicle-to-Vehicle (V2V) integration system to prevent head-on collisions etc., among many others. Proper development and implementation of these countermeasures in a cost effective manner will help mitigate the number and severity of truck-crashes, thereby improving the overall safety of the transportation system.
24
Kuang, Yan. „Crash Surrogate Modelling for Traffic Operations on Freeways“. Thesis, Griffith University, 2016. http://hdl.handle.net/10072/365568.
Der volle Inhalt der QuelleAnnotation:
Crashes in freeways are recognized as being more dangerous and severe than those on urban streets. It is of great importance to analyze and improve traffic safety of freeways. Compared to the traditional count data regression models, crash surrogate indicators are widely recognized as a better alternative due to many advantages. Many crash surrogate indicators were proposed and widely applied to measure traffic conflicts in different situations. However, due to some drawbacks and limitations, these surrogate indicators are not suitable for freeway safety evaluation. Freeways often operate under a synchronized state, where a minor disturbance can lead to serious consequences due to uniform high speeds and small headways. Aiming to propose capable surrogate indicators for freeways, we fully examined the crash mechanism of the car-following scenario, and developed a tree structure to describe possible conflict scenarios. In the thesis, two new surrogate indicators of Braking Rate to Accommodate a Disturbance (BRAD) and Aggregated Crash Index (ACI) were proposed. These indicators can measure the minimum braking rate required by the following vehicle to avoid a crash, and where overall risk of the car-following scenario is investigated.Thesis (PhD Doctorate)
Doctor of Philosophy (PhD)
Griffith School of Engineering
Science, Environment, Engineering and Technology
Full Text
25
Forsberg, Rebecca. „Train crashes : consequences for passengers“. Doctoral thesis, Umeå universitet, Kirurgi, 2012. http://urn.kb.se/resolve?urn=urn:nbn:se:umu:diva-61291.
Der volle Inhalt der QuelleAnnotation:
Background: Globally, and in Sweden, passenger railway transport is steadily increasing. Sweden has been relatively free from severe train crashes in the last decades, but the railway infrastructure is alarmingly worn and overburdened, which may be one reason for an increasing number of reported mishaps. Worldwide, major train crashes/disasters are a frequent cause of mass casualty incidents. Several shortcomings, especially within the crash and post-crash phases cause severe consequences for the passengers. Aim: To investigate the consequences of train crashes on passengers, focusing on factors of importance in the crash and post-crash phases. The specific aims are: (I) to identify the historical development and magnitude of passenger train disasters globally on various continents and countries, (II, III) to identify injury panorama and injury objects in two train crashes, (IV) to explore survivor´s experiences from a train crash, and (V) to explore their experiences of journalists and media coverage. Methods: Study I is a register study based on 529 railway disasters worldwide, whereas studies II-V are case studies from the two latest severe train crashes in Sweden (Nosaby and Kimstad). These studies are based on 73 and 21 passengers respectively. Studies I-III is essentially quantitative where descriptive statistics (I, III), multivariate analysis (III), and content analysis (II, III) are used. Studies II and III are also supplemented by semi-structured interviews. Studies IV and V are qualitative and the interviews (n=14, n=30) have been analyzed with qualitative content analysis. Study IV is also supplemented with quantitative data. Results: The number of railway disasters, fatalities, and non-fatally injured passengers has increased throughout the last hundred years - particularly during the last four decades (1970–2009) when 88% of all disasters occurred (I). Passengers in the first overturned carriage suffered most severe and lethal injuries (III). Internal structures such as tables, chairs, internal walls, as well as luggage, other passengers (II, III), glass (II), and wood pellets (III) induced many of the injuries. Those who traveled facing forward with a table in front of them, in carriages that did not overturn, were more likely to sustain injuries to their abdomen/pelvis than those without a table (III). Passengers who traveled rear facing had higher rates of whiplash injuries. Surviving a train crash was experienced as "living in a mode of existential threat". The long term consequences however were diverse for different persons (IV). All experienced that they had cheated death, but some became "shackled by history", whereas others overcame the "haunting of unforgettable memories." The centrality of others and the importance of reconstructing the turn of events were important when "dealing with the unthinkable". The media coverage were experienced as positive in the recovery process and the journalists were also perceived as helpful (V). By some the journalist’s nevertheless were also perceived as harmful or negligible, and the subsequent media coverage as either uncomfortable or insignificant. Conclusion: Despite extensive crash avoidance systems severe railway crashes still occur. Improved interior safety, as has been implemented in the automobile and aviation industries, would have an important reduction in injuries and facilitate evacuation. Being surrounded by family, friends, fellow passengers and participating in crash investigations, and experiencing descriptive media coverage were some crucial factors when dealing with the traumatic event and should be promoted.
26
Kole, Hendrikus Johannes Wilhelmus Gerardus. „On crisis, crashes and comovements“. Rotterdam : Rotterdam : Erasmus Research Institute of Management (ERIM), Erasmus University Rotterdam ; Erasmus University [Host], 2006. http://hdl.handle.net/1765/7829.
Der volle Inhalt der Quelle
27
Fry, John Michael. „Statistical modelling of financial crashes“. Thesis, University of Sheffield, 2008. http://etheses.whiterose.ac.uk/15064/.
Der volle Inhalt der QuelleAnnotation:
As the stock market came to the attention of increasing numbers of physicists, an idea that has recently emerged is that it might be possible to develop a mathematical theory of stock market crashes. This thesis is primarily concerned with statistical aspects of such a theory. Chapters 1-5 discuss simple models for bubbles. Chapter 1 is an introduction. Chapter 2 describes a skeleton exploratory analysis, before discussing some economic interpretations of crashes and a rational expectations model of financial crashes - a slightly simplified version of that in Johansen et aZ. (2000). This model assumes that economic variables undergo a phase transition prior to a crash, and we give some empirical support of this idea in Chapters 4 and 5. Chapter 3 discusses SDE models for bubbles. We describe maximum likelihood estimation of the Bornette and Andersen (2002) model and refine previous estimation of this model in Andersen and Bornette (2004). Further, we extend this model using a heavy-tailed hyperbolic process, Eberlein and Keller (1995), to provide a robust statistical test for bubbles. In Chapter 4 we examine a range of volatility and liquidity precursors. We have some evidence that crashes occur on volatile illiquid markets and economic interpretation of our results appears interesting. Chapter 5 synthesises Chapters 2-4. In Chapter 6 we develop calculations in Johansen and Bornette (2001), to derive a generalised Pareto distribution for drawdowns. In addition, we review the Bornette et aZ. (2004) method of using power-laws to distinguish between endogenous and exogenous origins of crises. Despite some evidence to support the original approach, it appears that a better model is a stochastic volatility model where the log volatility is fractional Gaussian noise. Arias (2003) makes a distinction between insurance crisis and illiquidity crisis models. In Chapter 7, focusing upon illiquidity crises, we apply the method of Malevergne and Barnette (2005) to evaluate contagion in economics. Chapter 8 summarises the main findings and gives suggestions for further work.
28
Yeh, Andrew. „Momentum Crashes and Industry Composition“. Scholarship @ Claremont, 2017. http://scholarship.claremont.edu/cmc_theses/1582.
Der volle Inhalt der QuelleAnnotation:
Momentum investing is the process of buying stocks that have performed strongly in the past and shorting historically weak performers. Past empirical research has consistently shown momentum to generate significantly positive returns on a zero-cost strategy. We show that momentum performs well regardless of the specific time horizon used in formation and investment and motivate a one month gap between forming the portfolio and investing in it. Consistent with literature, we find momentum crashes–months where momentum’s profitability dramatically reverses–and demonstrate that momentum crashes occur across all time horizon variations in momentum. Lastly, we show that the momentum portfolio during crash months is not marked by clustering in specific industries, and that the momentum premium can- not be explained by risk from regulatory uncertainty of the financial services industry.
29
Stakleff, Brandon Alexander. „Mapping the Future of Motor Vehicle Crashes“. University of Akron / OhioLINK, 2015. http://rave.ohiolink.edu/etdc/view?acc_num=akron1437129758.
Der volle Inhalt der Quelle
30
Rusli, Rusdi Bin. „Traffic safety along rural mountainous highways in Malaysia“. Thesis, Queensland University of Technology, 2017. https://eprints.qut.edu.au/113718/2/Rusdi_Bin_Rusli_Thesis.pdf.
Der volle Inhalt der QuelleAnnotation:
This research has generated an in-depth understanding of road traffic crashes along rural mountainous highways in Sabah, Malaysia that will enable development of targeted countermeasures. To achieve this, an extensive set of road traffic data was collected through field surveys and secondary sources, and a set of cutting-edge statistical and economic models were developed to investigate (i) single-vehicle crashes, (ii) multi-vehicle crashes, and (iii) injury severity of traffic crashes along rural mountainous highways. Findings from this research will contribute to the design of a safer environment along rural mountainous highways, which are common in many developing countries.
31
Winters, Katherine Elaine. „Median Crossover Crashes in the Vicinity of Interchanges on Utah Interstates“. BYU ScholarsArchive, 2008. https://scholarsarchive.byu.edu/etd/1582.
Der volle Inhalt der QuelleAnnotation:
While not accounting for a significant proportion of overall crashes, median crossover crashes in the state of Utah do account for a significant proportion of interstate fatalities. Due to the seriousness of median crossover crashes in the state of Utah, the need exists to evaluate the impact of median crossover crashes in the state, to identify locations where median crossover crashes may be occurring at particularly high rates, and to identify methods to help mitigate these crashes. Previous research has noted that median crossover crash rates appear to increase in the vicinity of interchanges. The purpose of this research, therefore, is to develop a strategy to mitigate median crossover crashes statewide and determine the role that the interchanges play in contributing to median crossover crashes. Fourteen years of crash data spanning the years 1992 through 2005 on Interstates 15, 70, 80, 84, and 215 were used to determine overall characteristics of median crossover crashes in Utah and determine the relationship between median crossover crashes and other types of crashes. Using a chi-square goodness of fit test, the distributions of median crossover crashes and all types of interstate crashes in the vicinity of interchanges were compared. Three-year median crossover crash rates spanning the years 2003 through 2005 for rural and urban areas were then used to identify which sections of Utah interstates are most prone to median crossover crashes. Finally, recommendations were made concerning appropriate median barrier installation for the 37 critical sections as identified by the three-year analysis.
32
Kittelson, Matthew James. „The economic impact of traffic crashes“. Thesis, Georgia Institute of Technology, 2010. http://hdl.handle.net/1853/34804.
Der volle Inhalt der QuelleAnnotation:
The purpose of this thesis is to quantify the economic costs associated with traffic crashes for 83 of the largest metropolitan areas in the United States and compare those costs to that of congestion. This was done by collecting injury and fatality data for each area and multiplying those by economic cost estimates for each developed by the FHWA. The findings of this analysis show that the economic cost of traffic crashes exceeds the economic costs of congestion in every metropolitan area studied. These results indicate that transportation safety deserves similar consideration to that of traffic congestion when allocation transportation funds.
33
Johannsen, Fabian, und Mattias Hellsing. „Hadoop Read Performance During Datanode Crashes“. Thesis, Linköpings universitet, Institutionen för datavetenskap, 2016. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-130466.
Der volle Inhalt der QuelleAnnotation:
This bachelor thesis evaluates the impact of datanode crashes on the performance of the read operations of a Hadoop Distributed File System, HDFS. The goal is to better understand how datanode crashes, as well as how certain parameters, affect the performance of the read operation by looking at the execution time of the get command. The parameters used are the number of crashed nodes, block size and file size. By setting up a Linux test environment with ten virtual machines and Hadoop installed on them and running tests on it, data has been collected in order to answer these questions. From this data the average execution time and standard deviation of the get command was calculated. The network activity during the tests was also measured. The results showed that neither the number of crashed nodes nor block size had any significant effect on the execution time. It also demonstrated that the execution time of the get command was not directly proportional to the size of the fetched file. The execution time was up to 4.5 times as long when the file size was four times as large. A four times larger file did sometimes result in more than a four times as long execution time. Although, the consequences of a datanode crash while fetching a small file appear to be much greater than with a large file. The average execution time increased by up to 36% when a large file was fetched but it increased by as much as 85% when fetching a small file.
34
Moore, Lewis. „Weather-related crashes on public lands“. Fairfax, VA : George Mason University, 2007. http://hdl.handle.net/1920/2849.
Der volle Inhalt der QuelleAnnotation:
Thesis (Ph.D.)--George Mason University, 2007.Title from PDF t.p. (viewed Oct. 29, 2007). Thesis director: Roger R. Stough. Submitted in partial fulfillment of the requirements for the degree of Doctor of Philosophy in Public Policy. Vita: p. 154. Includes bibliographical references (p. 149-153). Also issued in print.
35
Vokurka, Christopher. „Relating wildlife crashes to road reconstruction“. Laramie, Wyo. : University of Wyoming, 2007. http://proquest.umi.com/pqdweb?did=1317334891&sid=1&Fmt=2&clientId=18949&RQT=309&VName=PQD.
Der volle Inhalt der Quelle
36
McLaughlin, Shane Brendan. „Analytic Assessment of Collision Avoidance Systems and Driver Dynamic Performance in Rear-End Crashes and Near-Crashes“. Diss., Virginia Tech, 2007. http://hdl.handle.net/10919/29561.
Der volle Inhalt der QuelleAnnotation:
Collision avoidance systems (CASs) are being developed and fielded to reduce the number and severity of rear-end crashes. Kinematic algorithms within CASs evaluate sensor input and apply assumptions describing human-response timing and deceleration to determine when an alert should be presented. This dissertation presents an analytic assessment of dynamic function and performance CASs and associated driver performance for preventing automotive rear-end crashes. A method for using naturalistic data in the evaluation of CAS algorithms is described and applied to three algorithms. Time-series parametric data collected during 13 rear-end crashes and 70 near-crashes are input into models of collision avoidance algorithms to determine when the alerts would have occurred. Algorithm performance is measured by estimating how much of the driving population would be able to respond in the time available between when an alert would occur and when braking was needed. A sensitivity analysis was performed to consider the effect of alternative inputs into the assessment method. The algorithms were found to warn in sufficient time to permit 50â 70% of the population to avoid collision in similar scenarios. However, the accuracy of this estimate was limited because the tested algorithms were found to alert too frequently to be feasible. The response of the assessment method was most sensitive to differences in assumed response-time distributions and assumed driver braking levels. Low-speed crashes were not addressed by two of the algorithms. Analysis of the events revealed that the necessary avoidance deceleration based on kinematics was generally less than 2 s in duration. At the time of driver response, the time remaining to avoid collision using a 0.5g average deceleration ranged from â 1.1 s to 2.1 s. In 10 of 13 crashes, no driver response deceleration was present. Mean deceleration for the 70 near-crashes was 0.37g and maximum was 0.72g. A set of the events was developed to measure driver response time. The mean driver response time was 0.7 s to begin braking and 1.1 s to reach maximum deceleration. Implications for collision countermeasures are considered, response-time results are compared to previous distributions and future work is discussed.Ph. D.
37
Doan, Han Thi Ngoc. „An examination of crashes, long-term outcomes following motorcycle crashes in Ho Chi Minh City: Longitudinal Study“. Thesis, Curtin University, 2021. http://hdl.handle.net/20.500.11937/88376.
Der volle Inhalt der QuelleAnnotation:
The study aimed to identify risk factors for hospitalised motorcyclists due to a motorcycle crash in Vietnam; and determine changes in health-related quality of life, functional status, pain, return to work/study, and depression at baseline, 6 and 12 months post-injures, and factors associated with poor outcomes. The outcomes of injured motorcyclists improved over 12 months post-injury but had not returned to pre-injury levels. The findings have implications for practice, policy and research in Vietnam.
38
Drexler, Andreas. „Der Membranarm des Atmungskettenkomplex I von Neurospora crassa: Versuche zur Kristallisation und Isolation mit Hilfe von Peptid-Tags“. [S.l. : s.n.], 2002. http://deposit.ddb.de/cgi-bin/dokserv?idn=965714683.
Der volle Inhalt der Quelle
39
Aign, Verena. „Physikalische Kartierung und Genexpressionsanalysen im Genom von Neurospora crassa“. [S.l. : s.n.], 2002. http://www.gbv.de/dms/bs/toc/345601629.pdf.
Der volle Inhalt der Quelle
40
Andrade, Gustavo Riente de. „Relationship between traffic operations and road safety“. Universidade de São Paulo, 2018. http://www.teses.usp.br/teses/disponiveis/18/18144/tde-23012019-011508/.
Der volle Inhalt der QuelleAnnotation:
Since before the release of the Highway Safety Manual research has been indicating the need to incorporate mobility and control aspects to road safety analysis. The first part of this work developed and implement in an existing computational engine a signal timing optimization method that considers mobility, safety, and emissions measures simultaneously. A sensitivity analysis was conducted to provide insight on the practical effects and order of relevance of 20 key input variables. Mobility improvement performance usually coincides with emissions improvements, but sometimes at the expense of safety. The second part of this work investigated the relationship between hourly traffic density and crash rates on Brazilian expressways with different characteristics, based on a database containing over 20,000 crashes and more than 35 million traffic volume observations and. The resulting curves for urban expressways follow a U shape, with minimum values associated with LOS B to C, while the relationships for rural expressways were found to be continuously increasing, suggesting that low volume rural roads are safer than the higher volume ones. The analysis of other influencing factors revealed that nighttime conditions, weaving segments and urban multilane highways could be related to higher crash rates. The third part of the project extends the analysis to crash severity modeling, using an ordered response choice model. The framework that better fit this database led to the development of two different models: single-vehicle crashes (SV) and multiple-vehicle crashes (MV), since the factors that explain the severity of crashes varies widely between these models. For instance, guardrails and barriers proved to effectively reduce severity for SV crashes, for which run-offs are the most severe crash type. The unique database used in this study also allowed for an investigation of the influence of prevailing traffic conditions on crash severity, while still controlling for all other factors. The results suggested that multiple-vehicle crash severity is negatively related with traffic density, while single-vehicle crashes are more closely related to speed. The findings of this work have implications to policy and design decisions, and the produced equation could be incorporated to active traffic management (ATM) and HCM reliability analysis.Desde antes da publicação do Highway Safety Manual, vários pesquisadores indicam a necessidade de se incorporar aspectos de operação de tráfego à análise de segurança viária. A primeira parte deste trabalho desenvolveu e implementou em uma ferramenta computacional existente um método de otimização de tempos semafóricos que considera medidas de desempenho de operação, segurança e emissões simultaneamente. Uma análise de sensibilidade foi realizada para produzir conhecimento sobre os efeitos práticos e a ordem de relevância de 20 variáveis de entrada principais. O desempenho da programação semafórica em termos de redução dos atrasos geralmente coincide com redução das emissões, embora às vezes às custas da segurança. A segunda parte deste trabalho investigou a relação entre a densidade horária de tráfego e as taxas de acidentes em autoestradas e rodovias de pista dupla brasileiras com características diversas, com base em um banco de dados contendo mais de 20.000 registros de acidentes e mais de 35 milhões de observações de tráfego. As curvas resultantes para rodovias urbanas seguem um formato em U, com valores mínimos associados aos níveis de serviço B a C, enquanto que as relações para as rodovias rurais são contínuas e crescentes, sugerindo que rodovias rurais de baixo volume são mais seguras do que as de maior volume. A análise de outros fatores revelou que condições noturnas, segmentos de entrelaçamento e rodovias de pista dupla convencionais urbanas estariam relacionadas a maiores taxas de acidentes. A terceira parte deste projeto amplia a análise para modelagem de severidade dos acidentes, usando um modelo de escolha discreta ordenado. A estrutura que melhor se adequa a esse banco de dados levou ao desenvolvimento de dois modelos diferentes: acidentes com um veículo e acidentes com múltiplos veículos, já que os fatores que explicam a severidade dos acidentes variam muito entre esses modelos. Por exemplo, defensas e barreiras se mostraram efetivas para a redução da severidade de acidentes com um veículo, para as quais a saída de pista é o tipo de acidente mais grave. O amplo banco de dados usado neste estudo também permitiu uma investigação da influência das condições de tráfego na severidade do acidente, em comparação com todos os outros fatores. Os resultados sugeriram que a severidade de acidentes de múltiplos veículos está negativamente relacionada com a densidade de tráfego, enquanto colisões com um único veículo estão mais relacionadas à velocidade. As descobertas deste trabalho têm implicações nas decisões sobre políticas e projetos de transportes, e a equação produzida pode ser incorporada à análise de confiabilidade do gerenciamento ativo do tráfego (ATM) e do Highway Capacity Manual.
41
Kuo, Hsiao-Che. „Sexual mating in Neurospora crassa“. Thesis, University of Edinburgh, 2008. http://hdl.handle.net/1842/11020.
Der volle Inhalt der QuelleAnnotation:
In N. crassa, a specialized hypha, the trichogyne, grows out chemotropically from the ascogonium (female cell) towards a sex pheromone releasing male cell which is commonly a macroconidium of opposite mating type. Following macroconidium-trichogyne fusion, the male and female nuclei were formed to be arrested in nuclear division. The female nuclei became immobilized, rounded up and clumped together whilst all of the male nuclei from the macroconidium moved unidirectionally and sequentially towards the ascogonium with an ‘inchworm-like’, repeated elongation and condensation pattern of movement. Dynein, kinesins and myosins played a role in regulating perithecial formation and the behaviour of male and female nuclei during mating. The dynein subunits DYN2, DLC, DIC and DYN27, the kinesins NKIN2 and KAR3, and the myosin MYO2 encoded by the female influenced male nuclear behaviour whilst the dynein subunit RO-3, the kinesin KIP2 and the myosins MYO1 and MYO2 encoded by male influenced female nuclear behaviour. These results showed that motor proteins derived from the male and female cooperate to regulate the movement of male nuclei and that male-female nuclear recognition occurs immediately following macroconidium-trichogyne fusion. Disruption of microtubule and actin polymerization, and inhibition of myosin activity, inhibited perithecial development and perturbed male nuclear behaviour during mating. A new type of hypha produced by conidia, the conidial sex tube (CST), was discovered. It was found to be included by sex pheromone from the opposite mating type and to be regulated by red, green and blue light.
42
Lichius, Alexander. „Cell fusion in Neurospora crassa“. Thesis, University of Edinburgh, 2010. http://hdl.handle.net/1842/7561.
Der volle Inhalt der QuelleAnnotation:
The primary research aims of this thesis were the identification of novel cell fusion mutants of Neurospora crassa and the subsequent functional characterization of selected candidate proteins during conidial anastomosis tube (CAT)-mediated cell fusion by means of genetic, molecular, biochemical and live-cell imaging analysis. Chapter 1 provides a general introduction of the model organism and the cell fusion processes studied during different stages of the fungal lifecycle. Chapter 2 summarizes the materials and methods used. Chapter 3 introduces the comparative genomics screen conducted between appressorium-mediated plant infection by the rice blast fungus Magnaporthe oryzae and hyphal fusion in Neurospora crassa. Novel cell fusion mutants were identified in MAP kinase signalling, redox-signalling and Rho-type GTPase signalling pathways, whereas no functional overlap in the cAMP response pathway between both species could be found. Chapter 4 demonstrates how newly developed fluorescent reporters for F-actin and activated Rho GTPases in filamentous fungi lead to novel insights into the dynamic rearrangement of the F-actin cytoskeleton and cortical activation of Rho GTPases during cell symmetry breaking, polarized tip growth and cell fusion. Chapter 5 focuses on the role of the cell wall integrity (CWI) MAP kinase pathway during cell fusion, and in particular, on the function of the terminal MAP kinase MAK-1 during CAT homing and fusion pore formation. Inhibitor studies indicated that MAK-1 kinase activity is required for its own recruitment to the fusion site already during homing and for cell wall remodelling during fusion pore enlargement between interacting cells. Chapter 6 presents ultrastructural scanning electron microscope (SEM) studies which indicate that defects in hyphal attachment, extracellular matrix deposition and cell wall remodelling prematurely abort morphogenesis of the female fruitbody. These findings are put into context with defects observed in mutants of components acting in related signalling pathways which appear to regulate non-self fusion events at later stages of sexual development leading to fertilization in N. crassa. Chapter 7 provides the first evidence for a role of NADPH-oxidase (NOX)-generated reactive oxygen species (ROS) in the regulation of morphogenetic changes required for CAT-mediated cell fusion. Redox-modification of signalling proteins might be involved in cell-cell chemoattraction. Chapter 8 provides a summary of the key findings and discusses future directions.
43
Bedard, Michel. „Older drivers and fatal motor vehicle crashes“. Phd thesis, National Library of Canada = Bibliothèque nationale du Canada, 2000. http://hdl.handle.net/10012/546.
Der volle Inhalt der Quelle
44
Bédard, Michel. „Older drivers and fatal motor vehicle crashes“. Thesis, National Library of Canada = Bibliothèque nationale du Canada, 2000. http://www.collectionscanada.ca/obj/s4/f2/dsk1/tape4/PQDD_0015/NQ53485.pdf.
Der volle Inhalt der Quelle
45
Sheynzon, Ilya. „Quantitative modelling of market booms and crashes“. Thesis, London School of Economics and Political Science (University of London), 2012. http://etheses.lse.ac.uk/575/.
Der volle Inhalt der QuelleAnnotation:
Multiple equilibria models are one of the main categories of theoretical models for stock market crashes. To the best of my knowledge, existing multiple equilibria models have been developed within a discrete time framework and only explain the intuition behind a single crash on the market. The main objective of this thesis is to model multiple equilibria and demonstrate how market prices move from one regime into another in a continuous time framework. As a consequence of this, a multiple jump structure is obtained with both possible booms and crashes, which are defined as points of discontinuity of the stock price process. I consider five different models for stock market booms and crashes, and look at their pros and cons. For all of these models, I prove that the stock price is a cadlag semimartingale process and find conditional distributions for the time of the next jump, the type of the next jump and the size of the next jump, given the public information available to market participants. Finally, I discuss the problem of model parameter estimation and conduct a number of numerical studies.
46
Allen, Charles G. „Crashes in the Vicinity of Major Crossroads“. Diss., CLICK HERE for online access, 2008. http://contentdm.lib.byu.edu/ETD/image/etd2668.pdf.
Der volle Inhalt der Quelle
47
Martin, Michael T. „Christian Crash Course“. Digital Commons at Loyola Marymount University and Loyola Law School, 2010. https://digitalcommons.lmu.edu/etd/116.
Der volle Inhalt der Quelle
48
Janeček, Milan. „Crash Analysis Portal“. Master's thesis, Vysoké učení technické v Brně. Fakulta informačních technologií, 2008. http://www.nusl.cz/ntk/nusl-235982.
Der volle Inhalt der QuelleAnnotation:
This work presents problems of software products field failure analysis and introduces terms a field failure and a system for field failures analysis. Rest of this work contains requirements analysis and design of one part of the system for field failures analysis a central. A part of the central is then implemented and design correctness and practical usability of the central is evaluated.
49
Alhomidan, Abdullah. „INVESTIGATION OF TRAFFIC CRASHES IN TWO-LANE RURAL HIGHWAYS IN OHIO“. University of Akron / OhioLINK, 2006. http://rave.ohiolink.edu/etdc/view?acc_num=akron1165259225.
Der volle Inhalt der Quelle
50
Fuentes-Mateos, Angel Manuel. „Structural studies on Neurospora crassa tyrosinase“. Thesis, University of Reading, 1996. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.363663.
Der volle Inhalt der Quelle