Evolution des mises sur le marché de préservatifs en Suisse : 1986-2009.

La promotion de l'utilisation de préservatifs lors de relations sexuelles est un élément central de la stratégie de prévention du VIH/Sida en Suisse. Depuis 1986, l'Unité d'Evaluation de Programmes de Prévention de l'Institut Universitaire de Médecine Sociale et Préventive de Lausanne effectue le suivi de la mise à disposition de préservatifs sur le marché suisse. D'abord entrepris dans le cadre de l'évaluation de la stratégie nationale de prévention du VIH/Sida de l'OFSP, ce suivi s'effectue depuis 2000 dans le cadre du monitoring de cette prévention.

Balanç de 12 anys d'accions formatives al Col·legi Oficial de Bibliotecaris-Documentalistes de Catalunya (1986-1997)

Es fa un resum cronològic de les diverses activitats formatives que ha dut a terme el Col·legi Oficial de Bibliotecaris-Documentalistes de Catalunya en el període 1986-1997. S'hi presenten i comenten dades d'ordre quantitatiu referides als aspectes inherents a aquesta activitat: tipologies d'accions formatives, temàtiques, horaris, durades, procedència del professorat, alumnes, etc.

State of Iowa Transportation Map, 1986

This document is the State Map of Iowa, both front and back of the year in the title. All maps were are in pdf format and can be used as a historical reference.

A territorial model of commuting in Catalonia, 1986-1996

Commuting consists in the fact that an important fraction of workers in developed countries do not reside close to their workplaces but at long distances from them, so they have to travel to their jobs and then back home daily. Although most workers hold a job in the same municipality where they live or in a neighbouring one, an important fraction of workers face long daily trips to get to their workplace and then back home.Even if we divide Catalonia (Spain) in small aggregations of municipalities, trying to make them as close to local labour markets as possible, we will find out that some of them have a positive commuting balance, attracting many workers from other areas and providing local jobs for almost all their resident workers. On the other side, other zones seem to be mostly residential, so an important fraction of their resident workers hold jobs in different local labour markets. Which variables influence an area¿s role as an attraction pole or a residential zone? In previous papers (Artís et al, 1998a, 2000; Romaní, 1999) we have brought out the main individual variables that influence commuting by analysing a sample of Catalan workers and their commuting decisions. In this paper we perform an analysis of the territorial variables that influence commuting, using data for aggregate commuting flows in Catalonia from the 1991 and 1996 Spanish Population Censuses.These variables influence commuting in two different ways: a zone with a dense, welldeveloped economical structure will have a high density of jobs. Work demand cannot be fulfilled with resident workers, so it spills over local boundaries. On the other side, this economical activity has a series of side-effects like pollution, congestion or high land prices which make these areas less desirable to live in. Workers who can afford it may prefer to live in less populated, less congested zones, where they can find cheaper land, larger homes and a better quality of life. The penalty of this decision is an increased commuting time. Our aim in this paper is to highlight the influence of local economical structure and amenities endowment in the workplace-residence location decision. A place-to-place logit commuting models is estimated for 1991 and 1996 in order to find the economical and amenities variables with higher influence in commuting decisions. From these models, we can outline a first approximation to the evolution of these variables in the 1986-1996 period. Data have been obtained from aggregate flow travel-matrix from the 1986, 1991 and 1996 Spanish Population Censuses

A territorial model of commuting in Catalonia, 1986-1996

Commuting consists in the fact that an important fraction of workers in developed countries do not reside close to their workplaces but at long distances from them, so they have to travel to their jobs and then back home daily. Although most workers hold a job in the same municipality where they live or in a neighbouring one, an important fraction of workers face long daily trips to get to their workplace and then back home.Even if we divide Catalonia (Spain) in small aggregations of municipalities, trying to make them as close to local labour markets as possible, we will find out that some of them have a positive commuting balance, attracting many workers from other areas and providing local jobs for almost all their resident workers. On the other side, other zones seem to be mostly residential, so an important fraction of their resident workers hold jobs in different local labour markets. Which variables influence an area¿s role as an attraction pole or a residential zone? In previous papers (Artís et al, 1998a, 2000; Romaní, 1999) we have brought out the main individual variables that influence commuting by analysing a sample of Catalan workers and their commuting decisions. In this paper we perform an analysis of the territorial variables that influence commuting, using data for aggregate commuting flows in Catalonia from the 1991 and 1996 Spanish Population Censuses.These variables influence commuting in two different ways: a zone with a dense, welldeveloped economical structure will have a high density of jobs. Work demand cannot be fulfilled with resident workers, so it spills over local boundaries. On the other side, this economical activity has a series of side-effects like pollution, congestion or high land prices which make these areas less desirable to live in. Workers who can afford it may prefer to live in less populated, less congested zones, where they can find cheaper land, larger homes and a better quality of life. The penalty of this decision is an increased commuting time. Our aim in this paper is to highlight the influence of local economical structure and amenities endowment in the workplace-residence location decision. A place-to-place logit commuting models is estimated for 1991 and 1996 in order to find the economical and amenities variables with higher influence in commuting decisions. From these models, we can outline a first approximation to the evolution of these variables in the 1986-1996 period. Data have been obtained from aggregate flow travel-matrix from the 1986, 1991 and 1996 Spanish Population Censuses

Celebrating 20 Years, Main Street Iowa, 20 Year Report, 1986-2006.

The Main Street Four Point Approach® is a proven development process and has provided both focus and opportunity to Iowa’s participating cities. Collectively, these progressive communities have documented thousands of volunteer hours and millions of dollars in private investment into the revitalization of their historic city centers.

Evaluation of Fly Ash Concrete Durability Containing Class II Durability Aggregates, July 1986

Fly ash was used in this evaluation study to replace 15% of the cement in Class C-3 concrete paving mixes. One Class "c" ash from Iowa approved sources was examined in each mix. Substitution rate was based on 1 to 1 basis, for each pound of cement removed 1.0 pound of ash was added. The freeze/thaw durability of the concrete studied was not adversely affected by the presence of fly ash. This study reveals that the durability of the concrete test specimens made with Class II durability aggregates was slightly increased in all cases by the substitution of cement with 15% Class "c" fly ash. In all cases durability factors either remained the same or slightly improved except for one case where the durability factor decreased from 36 to 34. The expansion decreased in all cases.

ESTIMATIVA DA EROSIVIDADE DE CHUVAS NO ESTADO DO PARANÁ PELO MÉTODO DA PLUVIOMETRIA: ATUALIZAÇÃO COM DADOS DE 1986 A 2008

Três estimativas de erosividade de chuvas no Estado do Paraná foram feitas nas décadas de 1980-90, mas nenhuma outra depois. Os objetivos deste trabalho foram atualizar, numa quarta estimativa, as informações de erosividade anual das chuvas para o Paraná, com dados pluviométricos de 1986 a 2008; e gerar informações de erosividade mensal para identificar a distribuição temporal da erosividade. Foram utilizados os métodos pluviográfico e pluviométrico de determinação de erosividade. O primeiro serviu para revalidar equações prévias de correlação entre erosividade por pluviografia e por pluviometria, isso feito em três localidades; já o segundo, para calcular o coeficiente de chuva em 114 localidades, utilizando-se dados de precipitação média mensal e anual, e então a erosividade, com as equações de correlação revalidadas. Mapas de erosividade anual e mensal foram gerados por interpolações geoestatísticas. A erosividade variou entre 5.449 e 12.581 MJ mm ha-1 h-1 ano-1 e aumentou no sentido oeste, a partir da região metropolitana de Curitiba; e no sentido sul, a partir do noroeste paranaense. Isso resultou em maiores erosividades nas regiões centro-sul (Guarapuava), centro-ocidental (Campo Mourão), oeste (Cascavel) e, principalmente, sudoeste (Pato Branco). Também houve incremento de erosividade a partir da região metropolitana de Curitiba, no sentido leste, indicando o litoral como outra região crítica em termos de erosividade. A maior erosividade mensal ocorreu em janeiro (média estadual de 1394 MJ mm ha-1 h-1 mês-1), seguida por tendência de diminuição até agosto (331 MJ mm ha-1 h-1 mês-1), quando então tornou a aumentar. Porém, ocorrem dois importantes repiques de erosividade: um em maio e outro em outubro (843 e 1.173 MJ mm ha-1 h-1 mês-1, respectivamente), principalmente nas regiões sudoeste e oeste. Esses repiques coincidem com períodos de implantação de culturas de inverno ou de verão nessas regiões. Em relação à última estimativa de erosividade anual, feita em 1993, houve aumento da área delimitada pela linha isoerodente de 11.000 MJ mm ha-1 h-1 ano-1 nas regiões sudoeste e oeste e um deslocamento das linhas isoerodentes de 7.000 e 8.000 MJ mm ha-1 h-1 ano-1 para o sentido leste nas regiões norte pioneiro, centro-oriental e sudeste, sugerindo elevação da erosividade nessas regiões. Tais alterações de erosividade podem estar associadas às eventuais mudanças no clima da região, mas também ao simples fato de este estudo estar considerando maior quantidade de dados em relação aos estudos anteriores. Concluiu-se que as equações de correlação determinadas entre os métodos pluviográfico e pluviométrico, obtidas para o Paraná em trabalhos anteriores, continuam válidas; os meses críticos quanto à erosividade são janeiro, maio e outubro; e as menores erosividades ocorrem nas regiões noroeste e metropolitana do Estado.

Iowa History and Culture : A Bibliography of Materials Published Between 1952 and 1986, 1989

This bibliography was compiled by two reference librarians, Patricia Dawson and David Hudson with the goal of making it easier of tracking down material on Iowa history and culture. This supplements the Iowa History Reference Guide published in 1952 by William Petersen.

Bailey Avenue extension, dedication, September 4, 1986

Program from the dedication ceremony of the Bailey Avenue Extension from the RISE Program : "Revitalize Iowa's Sound Economy" program for the construction and improvement of Iowa's roads.

Restoration of Fricitonal Characteristics on Older Portland Cement Concrete Pavement:Final Report for Iowa Highway Research Board Project HR-224, June 1986

Safety i s a very important aspect o f the highway program. The Iowa DOT initiated an inventory o f the friction values of all paved primary roadways i n 1969. This inventory, with an ASTM E-274 test unit, has continued to the present time. The t e s t i n g frequency varies based upon traffic volume and the previous friction value. Historically , the state o f Iowa constructed a substantial amount o f pcc pavement during the 1928-30 period t o "get Iowa out o f the mud". Some of that pavement has never been resurfaced and has been subjected to more than 50 years o f wear. The textured surface has been worn away and has subsequently polished. Even though some pavements from 15 t o 50 years old continue t o function structurally , because of the loss of friction , they do not provide the desired level o f safety to the driver. As a temporary measure, "Sl ippery -When -Wet " signs have been posted on many older pcc roads due to friction numbers below t h e desirable level. These signs warn the motorist of the current conditions. An economical method of restoring the high quality frictional properties i s needed.

Iowa Research with Chem-Crete Bitumen: Final Report Iowa Highway Research Board Project HR-226, June 1986

With the spiraling cost of construction, coupled with inflation, engineers must develop and research new techniques to better utilize the public's dollar. One area i n which these new technologies must be researched is in the field of highway construction; more specifically, asphalt products. There are areas within the state of Iowa which do not have Class I aggregate readily available for asphalt concrete road construction. The cost of transporting higher quality aggregate specified in the "Standard Specifications for Highway and Bridge construction"' for construction projects is escalating on a yearly basis. Many counties will be squeezed out of the construction of new roadways if an alternative to the high costs is not identified. The same high costs will curtail adequate upkeep on the existing paved system and will result in decreased serviceability. For this reason, a product is needed to better utilize the local aggregates for road construction and maintenance. There i s a product on the market which the promoters claim will improve the prer?nt asphalt to such a degree as to "upgrade deficient aggregates" to the level they can be used in today's standard construction techniques. This product is "Chem-Crete Bitumen," a'kpecially refined asphalt" that was promoted by Chem-Crete Corporation of Menlo Park, California. Chemkrete Technologies, Inc. of Wickliffe, Ohio; a wholly owned subsidiary of the Lubrizol Corporation has since purchased the U.S.

Evaluation of Fly Ash Concrete Durability Containing Class II Durability Aggregates, July 1986

Fly ash was used in this evaluation study to replace 15% of the cement in Class C-3 concrete paving mixes. One Class "c" ash from Iowa approved sources was examined in each mix. Substitution rate was based on 1 to 1 basis, for each pound of cement removed 1.0 pound of ash was added. The freeze/thaw durability of the concrete studied was not adversely affected by the presence of fly ash. This study reveals that the durability of the concrete test specimens made with Class II durability aggregates was slightly increased in all cases by the substitution of cement with 15% Class "c" fly ash. In all cases durability factors either remained the same or slightly improved except for one case where the durability factor decreased from 36 to 34. The expansion decreased in all cases.