Interstate Route Flow Map, 2000

Interstate Route Flow represented on this map are annual average daily traffic volumes between major traffic.

Interstate Route Flow Map, 2002

Interstate Route Flow represented on this map are annual average daily traffic volumes between major traffic.

Interstate Route Flow Map, 2004

Interstate Route Flow represented on this map are annual average daily traffic volumes between major traffic.

Interstate Route Flow Map, 2006

Interstate Route Flow represented on this map are annual average daily traffic volumes between major traffic.

Interstate Route Flow Map, 2008

Interstate Route Flow represented on this map are annual average daily traffic volumes between major traffic.

Business Plan Chicago to Iowa City Intercity Passenger Rail Route, March 21, 2012

Overview of the Passenger Service Connects Iowa City, Quad Cities and Chicago, 219.5 miles Twice‐daily service each way, 4 hours and 15 minutes travel time 246,800 passengers first year (676 per day) Project construction cost $310 million (80% federal, 14.5% Illinois, 5.4% Iowa) On‐time performance 90% or better (trains arrive within 10 minutes of schedule) Competitive passenger rail service operator selection Iowa’s annual share of operating cost support averages $3 million

Business Plan Chicago to Iowa City Intercity Passenger Rail Route, March 21, 2011

This business plan describes the methods by which the Iowa Department of Transportation (DOT) will partner with Iowa counties and cities to fund Iowa’s share of the operating and maintenance cost for the Chicago- Iowa City passenger-rail service, an average of $3 million per year.

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.

Less Risk, More Effort : Demand Risk Allocation in Incomplete Contracts

This article investigates the allocation of demand risk within an incomplete contract framework. We consider an incomplete contractual relationship between a public authority and a private provider (i.e. a public-private partnership), in which the latter invests in non-verifiable cost-reducing efforts and the former invests in non-verifiable adaptation efforts to respond to changing consumer demand over time. We show that the party that bears the demand risk has fewer hold-up opportunities and that this leads the other contracting party to make more effort. Thus, in our model, bearing less risk can lead to more effort, which we describe as a new example of âeuro~counter-incentivesâeuro?. We further show that when the benefits of adaptation are important, it is socially preferable to design a contract in which the demand risk remains with the private provider, whereas when the benefits of cost-reducing efforts are important, it is socially preferable to place the demand risk on the public authority. We then apply these results to explain two well-known case studies.

Patterns of dry matter partitioning and 14C-photosynthate allocation in 1.5-year-old Scots pine seedlings

Summary

Iowa Rail Route Alternatives Analysis, June 1998

The development of new rail systems in the first part of the 21st century is the result of a wide range of trends that are making it increasingly difficult to maintain regional mobility using the two dominant intercity travel modes, auto and air. These trends include the changing character of the economic structure of industry. The character of the North American industrial structure is moving rapidly from a manufacturing base to a service based economy. This is increasing the need for business travel while the increase in disposable income due to higher salaries has promoted increased social and tourist travel. Another trend is the change in the regulatory environment. The trend towards deregulation has dramatically reduced the willingness of the airlines to operate from smaller airports and the level of service has fallen due to the creation of hub and spoke systems. While new air technology such as regional jets may mitigate this trend to some degree in medium-size airports, smaller airports will continue to lose out. Finally, increasing environmental concerns have reduced the ability of the automobile to meet intercity travel needs because of increased suburban congestion and limited highway capacity in big cities. Against this background the rail mode offers new options due to first, the existing rail rights-of-way offering direct access into major cities that, in most cases, have significant capacity available and, second, a revolution in vehicle technology that makes new rail rolling stock faster and less expensive to purchase and operate. This study is designed to evaluate the potential for rail service making an important contribution to maintaining regional mobility over the next 30 to 50 years in Iowa. The study evaluates the potential for rail service on three key routes across Iowa and assesses the impact of new train technology in reducing costs and improving rail service. The study also considers the potential for developing the system on an incremental basis. The service analysis and recommendations do not involve current Amtrak intercity service. That service is presumed to continue on its current route and schedule. The study builds from data and analyses that have been generated for the Midwest Rail Initiative (MWRI) Study. For example, the zone system and operating and capital unit cost assumptions are derived from the MWRI study. The MWRI represents a cooperative effort between nine Midwest states, Amtrak and the Federal Railroad Administration (FRA) contracting with Transportation Economics & Management Systems, Inc. to evaluate the potential for a regional rail system. The 1 The map represents the system including the decision on the Iowa route derived from the current study. Iowa Rail Route Alternatives Analysis TEMS 1-2 system is to offer modern, frequent, higher speed train service to the region, with Chicago as the connecting hub. Exhibit 1-1 illustrates the size of the system, and how the Iowa route fits in to the whole.

Analyse des migrations de batraciens à la Route des Paysans (Jorat, Suisse) entre 1995-2005

Aménagé en 1988 dans une zone de chablis de la forêt des Vuargnes au Chalet-à- Gobet (Lausanne), l'étang de la Bressone est rapidement devenu un site d'importance régionale pour les batraciens. Chaque année, ce sont plusieurs milliers de batraciens (Bufo bufo, Rana temporaria et Mesotriton [Triturus] alpestris) qui traversent la Route des Paysans pour aller s'y reproduire. Dès 1993, une opération de sauvetage et de suivi des migrateurs a été mise en place là où une forte mortalité amphibienne était observée. Le suivi sur plus de 10 ans a permis de clarifier la démographie des espèces migratrices et d'évaluer leur viabilité. L'analyse phénologique des migrations a également permis d'identifier une avance de deux semaines des dates de migrations, évolution compatible avec un réchauffement climatique. En 2005, un passage inférieur permanent (ou crapauduc) a été aménagé par la ville de Lausanne dans le cadre de sa politique de développement durable Agenda 21. Plus de 75% des batraciens migrant au travers de la Route des Paysans empruntent désormais ce passage qui assure la pérennité des populations d'amphibiens.

Regular population monotonic allocation schemes and the core

A subclass of games with population monotonic allocation schemes is studied, namelygames with regular population monotonic allocation schemes (rpmas). We focus on theproperties of these games and we prove the coincidence between the core and both theDavis-Maschler bargaining set and the Mas-Colell bargaining set

Sequential decisions in allocation problems

[eng] In the context of cooperative TU-games, and given an order of players, we consider the problem of distributing the worth of the grand coalition as a sequentia decision problem. In each step of process, upper and lower bounds for the payoff of the players are required related to successive reduced games. Sequentially compatible payoffs are defined as those allocation vectors that meet these recursive bounds. The core of the game is reinterpreted as a set of sequentally compatible payoffs when the Davis-Maschler reduced game is considered (Th.1). Independently of the reduction, the core turns out to be the intersections of the family of the sets of sequentially compatible payoffs corresponding to the different possible orderings (Th.2), so it is in some sense order-independent. Finally, we analyze advantagenous properties for the first player