Labeling Regulations and Segregation of First- and, Second-Generation Genetically Modified Products: Innovation Incentives and Welfare Effects, April 2005

We review some of the most significant issues and results on the economic effects of genetically modified (GM) product innovation, with emphasis on the question of GM labeling and the need for costly segregation and identity preservation activities. The analysis is organized around an explicit model that can accommodate the features of both first-generation and second-generation GM products. The model accounts for the proprietary nature of GM innovations and for the critical role of consumer preferences vis-à-vis GM products, as well as for the impacts of segregation and identity preservation and the effects of a mandatory GM labeling regulation. We also investigate briefly a novel question in this setting, the choice of “research direction”when both cost-reducing and quality-enhancing GM innovations are feasible.

Iowa Registered Highway Route 1914-1925

There were few guides for travelers crossing Iowa in 1838 when it was organzied as a teritory, and traveler often becaome lost or wandered for out of their way. The 1838 Territorial Government authorized the first state roads and the federal government appropriated money to expedite the movement of soldiers. The Territorial governement ued the federal money for layin gout a road from Dubuque to Keokuk vis Iowa City and this was the beginning of what was to becaome a 112,000 mile system of roads and streets in Iowa. The original roads followed the high ground of the state and were known as ride roads; but as the state was settled, roads befan to follow section line to accomodate landowners.

Reducing the Adverse Effects of Transverse Cracking, HR-217, 1984

This research was initiated to identify methods of reducing the occurrence of transverse cracking. Eight (four repetitive) research sections were established to study three variations in the asphalt concrete pavement. The first variation was the comparison of low- and high-temperature-susceptible asphalt cement (AC) from two different sources. The second variable was to saw and seal transverse joints at spacings varying from 40 to 100 ft. The third variable was to increase the AC content in the asphalt treated base by 1 percent. The research sections were constructed with relatively few problems. Crack and joint surveys have been conducted on all research sections at intervals of less than 1 year since construction. No cracking was identified after the first winter season. The sawed joints also remained sealed through the first winter. At an age of approximately 1 1/2 years there was substantial cracking of the high-temperature-susceptible AC sections and substantial failure of the sealant material in the sawed joints. After almost 4 years, the asphalt pavement constructed with the high-temperature-susceptible AC produced a crack interval of 35 ft, the low-temperature-susceptible AC yielded an interval of 170 ft, and the low-temperature-susceptible AC with an increased AC content yielded an interval of 528 ft. The Pen-Vis number is an effective measure of temperature susceptibility of asphalt cements. The frequency of transverse cracking is affected by the temperature susceptibility of the AC. An increased AC content also reduces the frequency of transverse cracking.