Spinning welfare: The gains from process innovation in cotton and car production

Economists and economic historians want to know how much better life is today than in the past.Fifty years ago economic historians found surprisingly small gains from 19th century US railroads,while more recently economists have found relatively large gains from electricity, computers and cellphones. In each case the implicit or explicit assumption is that researchers were measuring the valueof a new good to society. In this paper we use the same techniques to find the value to society ofmaking existing goods cheaper. Henry Ford did not invent the car, and the inventors of mechanisedcotton spinning in the industrial revolution invented no new product. But both made existing productsdramatically cheaper, bringing them into the reach of many more consumers. That in turn haspotentially large welfare effects. We find that the consumer surplus of Henry Ford s production linewas around 2% by 1923, 15 years after Ford began to implement the moving assembly line, while themechanisation of cotton spinning was worth around 6% by 1820, 34 years after its initial invention.Both are large: of the same order of magnitude as consumer expenditure on these items, and as largeor larger than the value of the internet to consumers. On the social savings measure traditionally usedby economic historians, these process innovations were worth 15% and 18% respectively, makingthem more important than railroads. Our results remind us that process innovations can be at least asimportant for welfare and productivity as the invention of new products.

2007 Annual Report of the Iowa Railway Finance Authority

The Iowa Railway Finance Authority (IRFA) was created in 1980 by the 68th General Assembly to provide for the financing of rail facilities, and to enhance and continue the operation of essential rail facilities. IRFA was authorized to offer financial assistance for the acquisition, rehabilitation, construction, refinancing, extension, replacement, maintenance, repair or leasing of any rail facility. The 2005 legislative session amended Iowa Code 327H.20 by assigning all repayments of IRFA and other Iowa DOT rail assistance loans to the Rail Revolving Loan and Grant Fund. In 2006, a state appropriation of $235,000 was added to the program. In 2007, $2 million was appropriated to support rail development and job growth.

Midwest Regional Rail Passenger Initiative and Passenger Rail Service in Iowa Status Report

This report is submitted as required per Iowa Code section 327J.3(5), "The director shall report annually to the general assembly concerning the development and operation of the midwest regional rail system and the state's passenger rail service."

Railroad Ties, April 2008

Iowa Department of Transportation's Office of Rail Transportation newsletter

Comportamiento de la red de arrastre de fondo (Cr. BIC SNP-1, 9505-06)

Presenta las principales características del comportamiento de la red de arrastre de fondo tipo Granton 400/127 utilizada durante el crucero de evaluación del recurso merluza efectuada en otoño de 1995. Se analiza la captura por subáreas y por estrato de profundidad, observadas en 100 lances de comprobación. Se dan resultados de la geometría de la red de arrastre en sus diferentes niveles. Se obtiene la relación de la profundidad con la longitud del cable para cada estrato de profundidad; así mismo, de la ruptura por unidad de esfuerzo por subárea.

Geometría de la red de arrastre de fondo utilizada en la prospección de recursos pelágico costeros y demersales costeros E/E Huamanga 9611-12

Describe las actividades de rastreo del E/E Huamanga, que efectuó del 01 al 18 de diciembre de 1996, entre Puerto Pizarro y Callao. Se demuestra la longitud del cable principal de arrastre y la profundidad que se determinó en una proporción de 3:1. Así mismo, la correspondencia entre los parámetros de abertura vertical y horizontal de la boca de red en función a la velocidad de arrastre, la misma que fue inversa y directamente proporcional teniendo un alto grado de correlación.

Comportamiento de la red de arrastre de fondo granton 400/127 en la evaluación de los recursos demersales. Invierno 1996

Resultados del monitoreo del comportamiento de la red Granton 400/127, utilizada durante el crucero de evaluación de recursos demersales del Crucero BIC SNP-1 9607-08. Se analizan mediante modelos de regresión lineal y múltiple transformada, las relaciones entre los principales factores que intervienen en la geometría de la red de arrastre de fondo. Se desprende que existe una gran variación entre la abertura horizontal (AH) abertura vertical (AV) y área de la boca de la red, a mayor profundidad (Estrato II y III), debido a la configuración del fondo, velocidad de arrastre, cantidad de cable principal, condiciones de corrientes, etc.

2009-2013 Iowa Transportation Improvement Program

The Iowa Transportation Improvement Program (Program) is published to inform Iowans of planned investments in our state's transportation system. The Iowa Transportation Commission (Commission) and Iowa Department of Transportation (Iowa DOT) are committed to programming those investments in a fiscally responsible manner. Iowa's transportation system is multi-modal; therefore, the Program encompasses investments in aviation, transit, railroads, trails, and highways. A major component of the Program is the highway section. The FY2009-2013 highway section is financially balanced and was developed to achieve several objectives. The Commission's primary highway investment objective is the safety, maintenance and preservation of Iowa's existing highway system. The Commission has allocated an annual average of $321 million to achieve this objective. This includes $185 million in 2009 and $170 million annually in years 2010-2013 for preserving the interstate system. It includes $114 million in 2009, $100 million in 2010 and $90 million annually in years 2011-2013 for non-interstate pavement preservation. It includes $38 million annually in 2009 and 2010, and $35 million annually in years 2011-2013 for non-interstate bridges. In addition, $15 million annually is allocated for safety projects. However, due to increasing construction costs, flattened revenues and overall highway systems needs, the Commission acknowledges that insufficient funds are being invested in the maintenance and preservation of the existing highway system. Another objective involves investing in projects that have received funding from the federal transportation act and/or subsequent federal transportation appropriation acts. In particular, funding is being used where it will complete a project, corridor or useable segment of a larger project. As an investment goal, the Commission also wishes to advance highway projects that address the state's highway capacity and economic development needs. Projects that address these needs and were included for completion in the previous program have been advanced into this year's Program to maintain their scheduled completion. This program also includes a small number of other projects that generally either represent a final phase of a partially programmed project or an additional segment of a partially completed corridor. The TIME-21 bill, Senate File 2420, signed by Governor Chet Culver on April 22, provides additional funding to cities, counties and the Iowa DOT for road improvements. This will result in additional revenue to the Primary Road Fund beginning in the second half of FY2009 and gradually increase over time. The additional funding will be included in future highway programming objectives and proposals and is not reflected in this highway program. The Iowa DOT and Commission appreciate the public's involvement in the state's transportation planning process. Comments received personally, by letter, or through participation in the Commission's regular meetings or public input meetings held around the state each year are invaluable in providing guidance for the future of Iowa's transportation system. It should be noted that this document is a planning guide. It does not represent a binding commitment or obligation of the Commission or Iowa DOT, and is subject to change. You are invited to visit the Iowa DOT's Web site at iowadot.gov for additional and regular updates about the department's programs and activities.

2008 Annual Report of the Iowa Railway Finance Authority

The Iowa Railway Finance Authority (IRFA) was created in 1980 by the 68th General Assembly to provide for the financing of rail facilities and to enhance and continue the operation of essential rail facilities. IRFA was authorized to offer financial assistance for the acquisition, rehabilitation, construction, refinancing, extension, replacement, maintenance, repair, or leasing of any rail facility. Rail Revolving Loan and Grant Program The 2005 legislative session amended Iowa Code 327H.20 by assigning all repayments of IRFA and other Iowa Department of Transportation (Iowa DOT) rail assistance loans to the Rail Revolving Loan and Grant Program (RRLGP). In addition, the following annual appropriations were allocated to the fund: • FY 2007: $235,000 • FY 2008: $2 million • FY 2009: $2 million Since the creation of the RRLGP in 2005, IRFA has awarded funding to 23 projects totaling over $7.2 million in grants and loans in its three rounds of competitive funding. These projects have pledged to create 1,672 jobs within two years of project completion and 1,361 jobs have been retained. Funded projects are associated with over $2 billion in total private capital investment. In 2008, the IRFA Board directed all available funds be used to help repair railroads devastated by summer flooding. On July 31, $3.9 million in deferred payment loans were offered to seven Iowa based railroads to allow for immediate repair of rail beds, including the cost of materials, labor and equipment.

Status Report Midwest Regional Rail Passenger Initiative and Passenger Rail Service in Iowa, February 1, 2009

This report is submitted as required per Code of Iowa section 327J.3(5), "The director shall report annually to the general assembly concerning the development and operation of the midwest regional rail system and the state's passenger rail service."

Comportamiento de redes de arrastre y selectividad de la red de fondo 400/130 en el estudio de la merluza en otoño 1997

Los resultados del comportamiento de las redes de arrastre de fondo y pelágica utilizadas en el crucero de evaluación del stock de Merluza en otoño de 1997, BIC Humboldt 9705-06, muestran, según el análisis de los modelos de regresión lineal, una buena correlación entre la abertuda vertical y la abertura horizontal entre alas de la boca de la red, en todos los estratos de profundidad; y una ligera variación en el estrato II, de la relación entre la profundidad y la longitud de cable de arrastre principal; existiendo una buena correlación en los estratos I y III debido a la configuración del fondo, velocidad de arrastre, condiciones de las corrientes submarinas, medio ambiente, etc. Así tenemos que la abertura vertical y la abertura horizontal en función a la velocidad de arrastre, fue inversa y directamente proporcional con un buen grado de correlación. La selectividad de la red de arrastre de fondo Granton 400/130 con copo de 80 mm y sobre copo de 13 mm de tamaño de malla, utilizada en la evaluación del recurso merluza se realizó mediante el método de copo cubierto. Se obtuvieron ojivas naturales de retención y escape, curvas de selección por subáreas. El factor de selección para la merluza en forma general fue de 4,0 y los rangos de selección se determinaron entre 31,1 cm a 36 cm y la ojiva natural al 50% fue de 33,20 cm.

Comportamiento de la red de arrastre de fondo tipo 450/120 empleada en el estudio de recursos demersales a inicios del invierno 1998. BIC José Olaya Balandra 9806-07 de Puerto Pizarro a Huarmey

Se determinaron correlaciones entre diferentes parámetros de funcionamiento de la red de arrastre empleadas para las calas de comprobación. Abertura vertical con Abertura horizontal, profundidad con longitud de cable, abertura vertical y abertura horizontal versus velocidad de arrastre, analizándose un total de 72 lances de comprobación. Los datos de comportamiento de la red como la abertura horizontal y abertura vertical de la boca de la red, profundidad de la red y distancia entre la relinga inferior al fondo, etc. se obtuvo en forma directa por medio del sistema SCANMAR RX 400, los arrastres tuvieron una duración promedio de 13,58 minutos con una velocidad de arrastre promedio de 3,8 nudos. Se aplicó el modelo de regresión lineal para la correlación entre los valores de: (a) abertura vertical y abertura horizontal, (b) longitud del cable de arrastre principal con la profundidad de arrastre, (c) abertura horizontal-vertical y la velocidad de arrastre.

Comportamiento de la red de arrastre pelágica utilizada en el estudio de los recursos pelágicos. Crucero BIC José Olaya Balandra 9811-12

Presenta los resultados del comportamiento de la red de arrastre pelágica modelo japonés 124/1800 que se utilizó en el Crucero de Evaluación de Recursos Pelágicos 9811-12 a bordo del BIC José Olaya Balandra entre la isla Lobos de Tierra y el Morro Sama. Se determinaron el área de la boca de la red y el volumen de agua filtrada que tuvo la red durante los arrastres efectivos de una milla náutica de distancia entre 100 lances de comprobación. Se obtuvo buena eficiencia y buen rendimiento; se capturó un total de 62.845 kg, correspondiendo para la anchoveta 45.576 kg, sardina 1006 kg, jurel 8 kg, caballa 2 kg, samasa 1.656 kg, vinciguerria 246 kg, múnida 9933 kg y otros recursos 4.418 kg, con un índice de captura (CPUE) de 2.020,74 kg/h. Los valores del comportamiento de la red como abertura horizontal de la boca, abertura vertical, profundidad de la red y distancia entre la relinga inferior al fondo, se obtuvieron en forma directa por medio de una net sonda SCANMAR RX 400; los arrastres tuvieron en promedio una duración de 19 minutos con una velocidad de arrastre promedio de 3,8 nudos. La anchoveta, durante los 100 lances de comprobación, se presentó mezclada con otros recursos y con múnida en las 30 primeras mn de la costa. Se obtuvieron correlaciones aceptables de regresión lineal entre los valores de longitud del cable de arrastre principal con la profundidad de la red de arrastre, longitud de cable de arrastre principal con la profundidad de cardumen, longitud del cable de arrastre principal con la abertura vertical, abertura vertical con abertura horizontal y velocidad de arrastre con abertura vertical de la boca de la red.

Discovering Historic Iowa Transportation Milestones, February 1999

In studying and forming an understanding of Iowa’s transportation history, we must surely develop a reverence for the lifestyles which preceded ours. Achieving a greater understanding of our past, we are better prepared to plan our future as we say farewell to the 20th century and move forward into the 21st. In the words of Oliver Wendell Holmes: “I believe the greatest thing in this world is not so much where we stand as in what direction we are moving... and the further backward you can look, the farther forward you can see.” To help Iowans gain a better understanding of our state’s rich transportation past, the Iowa Department of Transportation has produced a collection of materials including this booklet, the 1999-2000 Iowa Transportation Map, a video entitled A History of Iowa’s Rivers, Roads, Rails and Runways, and a traveling photo exhibit. In addition, Iowa is fortunate to have many local organizations, and the state-owned museum and historic sites, working to preserve the history of our state. Listed in the back section of this booklet are the addresses and descriptions of many sites that offer visitors an opportunity to see a wide range of transportation- related artifacts. The information and photographs are organized in time sequence. However, you will note that many of the transportation eras overlap. The booklet begins with Iowa’s pre-settlement era and concludes with the historic highway and transit program that was signed into law by President Clinton in 1998. As you can imagine, condensing this much Iowa history into a booklet-sized resource was a monumental challenge. Making selections and abbreviating the information resulted in some difficult editorial choices. However, we hope this publication will inspire readers to learn more about our rich, rewarding past and to visit and experience some of Iowa’s historic sites.

Investing in Iowa’s Highways, May 29, 2009

The Iowa Transportation Commission (Commission) and Iowa Department of Transportation (Iowa DOT) develop Iowa’s Five-Year Transportation Improvement Program (Five-Year Program) to inform Iowans of planned investments in our state’s multi-modal transportation system. The Five-Year Program is typically updated and approved each year in June. The Five-Year Program encompasses investments in aviation, transit, railroads, trails, and highways. This brochure describes the programming process used by the Commission and Iowa DOT to develop the highway section of the Five-Year Program.