An Investigation of User Costs and Benefits of Winter Road Closures, June 2005

This project explores the user costs and benefits of winter road closures. Severe winter weather makes travel unsafe and dramatically increases crash rates. When conditions become unsafe due to winter weather, road closures should allow users to avoid crash costs and eliminate costs associated with rescuing stranded motorists. Therefore, the benefits of road closures are the avoided safety costs. The costs of road closures are the delays that are imposed on motorists and motor carriers who would have made the trip had the road not been closed. This project investigated the costs and benefits of road closures and found that evaluating the benefits and costs is not as simple as it appears. To better understand the costs and benefits of road closures, the project investigates the literature, conducts interviews with shippers and motor carriers, and conducts case studies of road closures to determine what actually occurred on roadways during closures. The project also estimates a statistical model that relates weather severity to crash rates. Although, the statistical model is intended to illustrate the possibility to quantitatively relate measurable and predictable weather conditions to the safety performance of a roadway. In the future, weather conditions such as snow fall intensity, visibility, etc., can be used to make objective measures of the safety performance of a roadway rather than relying on subjective evaluations of field staff. The review of the literature and the interviews clearly illustrate that not all delays (increased travel time) are valued the same. Expected delays (routine delays) are valued at the generalized costs (value of the driver’s time, fuel, insurance, wear and tear on the vehicle, etc.), but unexpected delays are valued much higher because they result in interruption of synchronous activities at the trip’s destination. To reduce the costs of delays resulting from road closures, public agencies should communicate as early as possible the likelihood of a road closure.

Portland Cement Concrete Patching Techniques vs. Performance and Traffic Delay, January 2004

Standards for the construction of full-depth patching in portland cement concrete pavement usually require replacement of all deteriorated based materials with crushed stone, up to the bottom of the existing pavement layer. In an effort to reduce the time of patch construction and costs, the Iowa Department of Transportation and the Department of Civil, Construction and Environmental Engineering at Iowa State University studied the use of extra concrete depth as an option for base construction. This report compares the impact of additional concrete patching material depth on rate of strength gain, potential for early opening to traffic, patching costs, and long-term patch performance. This report also compares those characteristics in terms of early setting and standard concrete mixes. The results have the potential to change the method of Portland cement concrete pavement patch construction in Iowa.

Do Mice Habituate to "Gentle Handling?" A Comparison of Resting Behavior, Corticosterone Levels and Synaptic Function in Handled and Undisturbed C57BL/6J Mice.

Study Objectives: "Gentle handling" has become a method of choice for 4-6 h sleep deprivation in mice, with repeated brief handling applied before sleep deprivation to induce habituation. To verify whether mice do indeed habituate was assess how 6 days of repeated brief handling impact on resting behavior, on stress, and on the subunit content of N-methyl-D-aspartate receptors (NMDARs) at hippocampal synapases, which is altered by sleep loss. We discuss whether repeated handling biases the outcome of subsequent sleep deprivation.Design: Adult C5BL/6J mice, maintained on a 12 h-12 h light-dark cycle, were left undistrubed for 3 days, then handled during 3 min daily for 6 days in the middle of the light phase. Mice were continuously monitored for their resting time serum conticosterona levels and synaptic NMDAR subunit composition were quantified.Results: Handling caused a similar to 25% reduction of resting time throughtout all handling days, After six, but not after one day of handling, mice had elevated serum corticosterone levels. Six-day handling augmented the presence of the NR2A subunit of NMDARs at hippocampal synapses.Conclusion: Repeated handling induces behavoir and neurochemical alterations that are absent in undisturbed animals. The presistently reduced resting time and the delayed increase in conticosterone levels indicate that mice do not habituate to handling over a 1-week period. Handling-induced modifications bias effects of gentle handling-induced sleep deprivation on sleep homeostasis, stress, glutamate receptor composition and signaling. A standardization of sleep deprivation procedures involving gengle handling will be important for unequivocally specifying how acute sleep loss affects brain function.

Biodiesel Fuel Revolving Fund Expenditures Report Fiscal Year 2005 Report, January 2006

Report of expenditures from the biodiesel fuel revolving fund for biodiesel fuel used in Iowa Department of Transportation vehicles.

Guidleines for Removal of Traffic Control Devices in Rural Areas, October 2005

It is commonly regarded that the overuse of traffic control devices desensitizes drivers and leads to disrespect, especially for low-volume secondary roads with limited enforcement. The maintenance of traffic signs is also a tort liability concern, exacerbated by unnecessary signs. The Federal Highway Administration’s (FHWA) Manual on Uniform Traffic Control Devices (MUTCD) and the Institute of Transportation Engineer’s (ITE) Traffic Control Devices Handbook provide guidance for the implementation of STOP signs based on expected compliance with right-of-way rules, provision of through traffic flow, context (proximity to other controlled intersections), speed, sight distance, and crash history. The approach(es) to stop is left to engineering judgment and is usually dependent on traffic volume or functional class/continuity of system. Although presently being considered by the National Committee on Traffic Control Devices, traffic volume itself is not given as a criterion for implementation in the MUTCD. STOP signs have been installed at many locations for various reasons which no longer (or perhaps never) met engineering needs. If in fact the presence of STOP signs does not increase safety, removal should be considered. To date, however, no guidance exists for the removal of STOP signs at two-way stop-controlled intersections. The scope of this research is ultra-low-volume (< 150 daily entering vehicles) unpaved intersections in rural agricultural areas of Iowa, where each of the 99 counties may have as many as 300 or more STOP sign pairs. Overall safety performance is examined as a function of a county excessive use factor, developed specifically for this study and based on various volume ranges and terrain as a proxy for sight distance. Four conclusions are supported: (1) there is no statistical difference in the safety performance of ultra-low-volume stop-controlled and uncontrolled intersections for all drivers or for younger and older drivers (although interestingly, older drivers are underrepresented at both types of intersections); (2) compliance with stop control (as indicated by crash performance) does not appear to be affected by the use or excessive use of STOP signs, even when adjusted for volume and a sight distance proxy; (3) crash performance does not appear to be improved by the liberal use of stop control; (4) safety performance of uncontrolled intersections appears to decline relative to stop-controlled intersections above about 150 daily entering vehicles. Subject to adequate sight distance, traffic professionals may wish to consider removal of control below this threshold. The report concludes with a section on methods and legal considerations for safe removal of stop control.

Volume of Traffic on the Primary Road System, 2002

The Office of Transportation Data, in cooperation with the Federal Highway Administration, prepares this biennial traffic report. This report is used by federal, state, and local governmental agencies in determining highway needs, construction priorities, route location and environmental impact studies, and the application of appropriate design standards. The general public uses this information in determining the amount of traffic that passes a given area as they make their development plans and propose land use changes. The above reflects only a few of the many technical uses for this data.

Abnormalities of fuel utilization as predisposing to the development of obesity in humans.

A number of recent investigations in man have demonstrated that a low ratio of fat to carbohydrate oxidation (i.e., a high respiratory quotient or RQ) was associated with actual and/or subsequent body weight gain in obese non-diabetic Pima Indians, in American men of various ages and in post-obese European women investigated shortly after the cessation of a hypocaloric diet. It is well known that numerous exogenous and endogenous factors influence the RQ at rest such as: the level of feeding (positive vs. negative energy balance), the composition of food eaten (high vs. low carbohydrate), the size of the glycogen stores, the amount of adipose tissue as well as genetic factors. It should be stressed that some nutritional situations can co-exist during which a low ratio of fat to carbohydrate is observed (i.e., a high RQ) despite weight loss. Furthermore, in most studies mentioned above, the low fat to carbohydrate oxidation ratio explains less than 10% of the variance in weight gain, suggesting that numerous additional factors also play a substantial role in the onset of weight gain. It is concluded that: 1) a low fat to carbohydrate oxidation ratio or an abnormal fat oxidation is difficult to define quantitatively since it is largely influenced by the energy level and the composition of the diet.(ABSTRACT TRUNCATED AT 250 WORDS)

Biodiesel Fuel Revolving Fund Expenditures Report, FY 06

Report of expenditures from the biodiesel fuel revolving fund for biodiesel fuel used in Iowa Department of Transportation vehicles.

A China em África- que Desenvolvimento Comum? o caso Cabo Verde

Depois de alcançada a ideologia de Estado e ter defenido assim a sua posição política, com as conhecidas consequências acarretadas, a nova RPC de Mao Zedong caminha, depois da sua morte, para um outro processo de mudança, a mudança económica. A administração Deng assume as responsabilidades de abertura do dragão asiático ao mundo, pela implementação de um conjunto de reformas que conduzam ao desenvolvimento económico. Em algumas cidades, consideradas como “laboratórios experimentais”, apesar das contrariedades constantes à actividade privada levada a cabo, o impacto das reformas foi tão intenso que essas passaram a ser consideradas como modelos de desenvolvimento. São exemplos os casos de Wenzhou, Sunan, e de algumas regiões do Sul da China. Todos esses casos têm em comum os factores envolvidos, que são: o Estado/PCC; as autoridades locais; as famílias; as empresas familiares e a capacidade empreendedora das mesmas. Esse desenvolvimento da China, sem precedentes, faz com que a potência procure fora do seu território recursos que dêem prosseguimento ao mesmo, nesse contexto, encontra em África um novo parceiro. A cooperação entre África e China, apesar de não recente, é a partir de então intensificada, numa relação que se pretende de igualdade e de ganhos comuns. Sempre com vários pontos que definem o objectivo desta parceria, destaca-se o desenvolvimento comum como aquele que perdura desde a era maoísta. Com esse objectivo China investe em África, oferece condições de parceria aliciantes e compromete-se em transmitir ao continente o seu modelo de desenvolvimento. Mas, tendo em conta que África, apesar de poder aprender com o desenvolvimento chinês, não pode fazer depender do discurso chinês o seu desenvolvimento, consideramos os mesmos factores destacados no caso da China, o caminho prosseguido pelo continente para um desenvolvimento sustentável, e analisámos o caso específico de Cabo Verde, onde a presença chinesa, a sua actuação empreendedora e competitividade se fazem sentir na vida diária dos cabo-verdianos, com algumas lições a transmitir para o desenvolvimento futuro do país, perspectivando este futuro a curto, médio-prazo.

A Comparison of the Management Models of Protected Areas between China and the Southern African Region

A Comparison of the Management Models of Protected Areas between China and the African South Region allows reading and evaluating the similarities and differences in the use of management model as a management tool for protected areas in China and South African Region. Specifically, some positive and negative features of the management approaches for the two regions. Secondary data was collected from various related literature such as policy documents, students‟ dissertations/thesis, scientific articles and magazines. Based on the method above, the study found out that China's first nature reserve was the Dingus Mountain Nature Reserve in Zhaoqing, Guangdong province established in 1956. By the end of 2005, about 2,349 nature reserves of various kinds were set up throughout the country, covering a total area of 149.95 million ha and accounting for 15 percent of the total land territory. The study further found that Southern Africa has approximately 4,390 protected areas out of 11487920 total land areas and Eastern Africa has approximately 1838144 protected areas, which is equivalent to 15.0% of the total land areas. South Africa in this region had its first declared natural park in 1926 after Paul Kruger (a war hero) had alerted the authorities of the extinguishing threat of some animal species of region.

Flexible Fuel Vehicle Report, 2007

House File 2754 requires by February 1 of each year the Iowa Department of Transportation shall deliver a report to the governor and legislative services agency regarding flexible fuel vehicles registered in Iowa.

Trauma in the elderly caused by traffic accident: integrative review

OBJECTIVE To describe the scientific knowledge produced about trauma in the elderly caused by traffic accidents in healthcare area studies. METHODS Integrative review of studies from 2003 to 2013 searched in LILACS, SciELO, PubMed and CINHAL databases. We used combination of the descriptors injuries, wounds and accidents, in English, Portuguese and Spanish languages. RESULTS 32 studies were selected. In the thematic analysis, three categories emerged: epidemiological data from traffic accidents involving elderly; traffic accidents with elderly pedestrians; and trauma care in the elderly. We observed increased incidence of trauma in most countries and pedestrians represented a large part of the victims. Among these, the elderly are the most vulnerable group. CONCLUSION Studies showed that trauma care in the elderly need protocols and professionals with training in gerontology specialized in trauma care services.

La Utilización de la plataforma Weibo por periodistas chinos en los asuntos públicos en China

Esta investigación se concentra en la plataforma Weibo, que está introduciendo nuevas formas de redacción de noticias y distribución de informaciones en China. Se trata de un servicio de microblogging chino, parecido al Twitter pero adaptado a los usuarios chinos. Siendo una herramienta de web 2.0, Weibo ha cambiado el trabajo cotidiano de los periodistas chinos. En el presente estudio se elabora análisis de contenido cuantitativo y cualitativo con fin de explorar la forma de utilización por los periodistas chinos en los asuntos públicos.