I-74 Iowa-Illinois Corridor Study, Vol 4, Winter 2005

The I-74 Iowa-Illinois Corridor Study has been progressing since the last newsletter and the Public Information Meetings in July of 2002, and the Advisory Committee has been involved in every step. Our goal has been and continues to be ensuring that community priorities and goals are reflected in the I-74 project, and that local concerns are considered.

I-74 Iowa-Illinois Corridor Study, Vol 5, Spring 2006

The I-74 Iowa-Illinois Corridor Study has been progressing since the last newsletter and the Public Information Meetings in July of 2002, and the Advisory Committee has been involved in every step. Our goal has been and continues to be ensuring that community priorities and goals are reflected in the I-74 project, and that local concerns are considered.

I-74 Iowa-Illinois Corridor Study, Vol 6, Winter 2009

The I-74 Iowa-Illinois Corridor Study has been progressing since the last newsletter and the Public Information Meetings in July of 2002, and the Advisory Committee has been involved in every step. Our goal has been and continues to be ensuring that community priorities and goals are reflected in the I-74 project, and that local concerns are considered.

Interstate 74 Quad Cities Corridor Study Scott County, Iowa and Rock Island County, Illinois Project Number IM-74-1(122)0-13-82 FHWA-IOWA-EIS-09-01-F, February 2009

The Federal Highway Administration (FHWA) and the Iowa and Illinois Departments of Transportation (Iowa DOT and IDOT) have identified the Selected Alternative for improving Interstate 74 (I-74) from its southern terminus at Avenue of the Cities (23rd Avenue) in Moline, Illinois to its northern terminus one mile north of the I-74 interchange with 53rd Street in Davenport, Iowa. The Selected Alternative identified and discussed in this Record of Decision is the preferred alternative identified in the Final Environmental Impact Statement (FEIS). The purpose of the proposed improvements is to improve capacity, travel reliability, and safety along I-74 between its termini, and provide consistency with local land use planning goals. The need for the proposed improvements to the I-74 corridor is based on a combination of factors related to providing better transportation service and sustaining economic development.

Bootstrapping pairs in Distance-Based Regression

La regressió basada en distàncies és un mètode de predicció que consisteix en dos passos: a partir de les distàncies entre observacions obtenim les variables latents, les quals passen a ser els regressors en un model lineal de mínims quadrats ordinaris. Les distàncies les calculem a partir dels predictors originals fent us d'una funció de dissimilaritats adequada. Donat que, en general, els regressors estan relacionats de manera no lineal amb la resposta, la seva selecció amb el test F usual no és possible. En aquest treball proposem una solució a aquest problema de selecció de predictors definint tests estadístics generalitzats i adaptant un mètode de bootstrap no paramètric per a l'estimació dels p-valors. Incluim un exemple numèric amb dades de l'assegurança d'automòbils.

Going the distance: human population genetics in a clinal world.

Global human genetic variation is greatly influenced by geography, with genetic differentiation between populations increasing with geographic distance and within-population diversity decreasing with distance from Africa. In fact, these 'clines' can explain most of the variation in human populations. Despite this, population genetics inferences often rely on models that do not take geography into account, which could result in misleading conclusions when working at global geographic scales. Geographically explicit approaches have great potential for the study of human population genetics. Here, we discuss the most promising avenues of research in the context of human settlement history and the detection of genomic elements under natural selection. We also review recent technical advances and address the challenges of integrating geography and genetics.

Roadway Alignments as Assets: Evaluating Alternatives for Valuing Major Highway Corridor Rights of Way Final Report December 2010 Sponsored

In most highway asset management exercises, real estate used in alignments is considered to be an asset class that does not depreciate. Although the treatment of right of way assets as non-depreciable real property may be appropriate as an accounting exercise, the fact is that the real estate contained in transportation corridors can in fact lose value from a traffic service point of view. Such facilities become functionally obsolete in that they no longer serve the purpose that was intended when they were planned, designed, and built. This report is intended to begin a discussion of the topic of how highway alignments ought be valued as assets as opposed to how they generally are valued, at either book value or replacement value, given it can be shown that some highway alignments do in fact depreciate in value.

Freeway Work Zone Lane Capacity, TPF-5(081), 2009

The focus of this report is a capacity analysis of two long-term urban freeway Work Zones. Work Zone #1 tapered four mainline lanes to two, using two separate tapers; Work Zone #2 tapered two mainline lanes to one. Work Zone throughput was analyzed throughout the day over multiple days and traffic operations conditions were analyzed up to a distance of five miles upstream of the Work Zone entrance. Historical data from pavement-embedded detectors were used to analyze traffic conditions. The database consisted of five-minute volume, speed and occupancy data collected from 78 detectors for a total of 50 days. Congestion during each analyzed Work Zone existed for more than fourteen hours each day; Work Zone impacts adversely affected freeway operations over distances of 3.7 to 4.2 miles. Speed and occupancy conditions further upstream were, however, not affected, or even improved due to significant trip diversion. Work Zone capacity was defined based on the maximum traffic flows observed over a one-hour period; throughput values were also compiled over longer periods of time when traffic was within 90% of the maximum observed one-hour flows, as well as over the multi-hour mid-day period. The Highway Capacity Manual freeway capacity definition based on the maximum observed 15-min period was not used, since it would have no practical application in estimating Work Zone throughput when congested conditions prevail for the majority of the hours of the day. Certain noteworthy changes took place for the duration of the analyzed Work Zones: per-lane throughput dropped; morning peak periods started earlier, evening peak periods ended later and lasted longer; mid-day volumes dropped accompanied by the highest occupancies of the day. Trip diversion was evident in lower volumes entering the analyzed freeway corridor, higher volumes using off-ramps and lower volumes using onramps upstream of the Work Zones. The majority of diverted traffic comprised smaller vehicles (vehicles up to 21 feet in length); combination truck volumes increased and their use of the median lane increased, contrary to smaller vehicles that shifted toward a heavier use of the shoulder lane.

Rockfall travel distance analysis by using empirical models (Solà d'Andorra la Vella, Central Pyrenees)

The prediction of rockfall travel distance below a rock cliff is an indispensable activity in rockfall susceptibility, hazard and risk assessment. Although the size of the detached rock mass may differ considerably at each specific rock cliff, small rockfall (<100 m3) is the most frequent process. Empirical models may provide us with suitable information for predicting the travel distance of small rockfalls over an extensive area at a medium scale (1:100 000¿1:25 000). "Solà d'Andorra la Vella" is a rocky slope located close to the town of Andorra la Vella, where the government has been documenting rockfalls since 1999. This documentation consists in mapping the release point and the individual fallen blocks immediately after the event. The documentation of historical rockfalls by morphological analysis, eye-witness accounts and historical images serve to increase available information. In total, data from twenty small rockfalls have been gathered which reveal an amount of a hundred individual fallen rock blocks. The data acquired has been used to check the reliability of the main empirical models widely adopted (reach and shadow angle models) and to analyse the influence of parameters which affecting the travel distance (rockfall size, height of fall along the rock cliff and volume of the individual fallen rock block). For predicting travel distances in maps with medium scales, a method has been proposed based on the "reach probability" concept. The accuracy of results has been tested from the line entailing the farthest fallen boulders which represents the maximum travel distance of past rockfalls. The paper concludes with a discussion of the application of both empirical models to other study areas.

[Voyage en Italie : 1824-1830]. , [à gauche] Plan d'un Edifice dont les ruines existent à peu de distance d'un lieu nommé Roma Vecchia [...] ; [au centre] Maison Antique découverte dans la villa Negroni [...]. [à droite] Maison [de marchand] à Pompeia : [trois petits plans, une coupe longitudinale] : [dessin] / h. L. [Henri Labrouste]

Référence bibliographique : Weigert, 394

Examination of Highway Maintenance Garages in the U.S. 30 Corridor between Ames and Cedar Rapids, 1988

A linear programming model is used to optimally assign highway segments to highway maintenance garages using existing facilities. The model is also used to determine possible operational savings or losses associated with four alternatives for expanding, closing and/or relocating some of the garages in a study area. The study area contains 16 highway maintenance garages and 139 highway segments. The study recommends alternative No. 3 (close Tama and Blairstown garages and relocate new garage at Jct. U.S. 30 and Iowa 21) at an annual operational savings of approximately $16,250. These operational savings, however, are only the guidelines for decisionmakers and are subject to the required assumptions of the model used and limitations of the study.

Tree edit distance as a baseline approach for paraphrase representation

Finding an adequate paraphrase representation formalism is a challenging issue in Natural Language Processing. In this paper, we analyse the performance of Tree Edit Distance as a paraphrase representation baseline. Our experiments using Edit Distance Textual Entailment Suite show that, as Tree Edit Distance consists of a purely syntactic approach, paraphrase alternations not based on structural reorganizations do not find an adequate representation. They also show that there is much scope for better modelling of the way trees are aligned.

Decision-making with distance measures and inducedaggregation operators

[spa] Se presenta un nuevo modelo para la toma de decisiones basado en el uso de medidas de distancia y de operadores de agregación inducidos. Se introduce la distancia media ponderada ordenada inducida (IOWAD). Es un nuevo operador de agregación que extiende el operador OWA a través del uso de distancias y un proceso de reordenación de los argumentos basado en variables de ordenación inducidas. La principal ventaja el operador IOWAD es la posibilidad de utilizar una familia parametrizada de operadores de agregación entre la distancia individual máxima y la mínima. Se estudian algunas de sus principales propiedades y algunos casos particulares. Se desarrolla un ejemplo numérico en un problema de toma de decisiones sobre selección de inversiones. Se observa que la principal ventaja de este modelo en la toma de decisiones es la posibilidad de mostrar una visión más completa del proceso, de forma que el decisor está capacitado para seleccionar la alternativa que está más cerca de sus intereses.