The Water Cycle and Water Budgets in Illinois: A Framework for Drought and Water Supply Planning

Illinois State Water Survey

Arsenic in Groundwater in Central Illinois

Illinois State Water Survey

A Plan for Scientific Assessment of Water Supplies in Illinois

Illinois State Water Survey

2008: A Record Wet and Stormy Year in Illinois

published or submitted for publication

The Severe Winter of 2008-09 in Illinois

published or submitted for publication

Global regulation of the knowledge-based economy: The rise of standards in educational services

This article examines the extent and limits of non-state forms of authority in international relations. It analyses how the information and communication technology (ICT) infrastructure for the tradability of services in a global knowledge-based economy relies on informal regulatory practices for adjustment of ICT-related skills. Companies and associations provide training and certification programmes as part of a growing market for educational services setting their own standards. The existing literature on non-conventional forms of authority in the global political economy has emphasised that the consent of actors subject to informal rules and explicit or implicit state recognition remains crucial for the effectiveness of those new forms of power. However, analyses based on a limited sample of actors tend toward a narrow understanding of the issues and fail to fully explore the differentiated space in which non-state authority is emerging. This paper examines the form of authority underpinning the global knowledge-based economy within the broader perspective of the issues likely to be standardised by technical ICT specification, the wide range of actors involved, and the highly differentiated space where standards become authoritative. The empirical findings highlight the role of different private actors in establishing international educational norms in this field. They also pinpoint the limits of profit-oriented standard-settings, notably with regard to generic norms.

Colorectal cancer survival in the USA and Europe: a CONCORD high-resolution study.

OBJECTIVES: To assess the extent to which stage at diagnosis and adherence to treatment guidelines may explain the persistent differences in colorectal cancer survival between the USA and Europe. DESIGN: A high-resolution study using detailed clinical data on Dukes' stage, diagnostic procedures, treatment and follow-up, collected directly from medical records by trained abstractors under a single protocol, with standardised quality control and central statistical analysis. SETTING AND PARTICIPANTS: 21 population-based registries in seven US states and nine European countries provided data for random samples comprising 12 523 adults (15-99 years) diagnosed with colorectal cancer during 1996-1998. OUTCOME MEASURES: Logistic regression models were used to compare adherence to 'standard care' in the USA and Europe. Net survival and excess risk of death were estimated with flexible parametric models. RESULTS: The proportion of Dukes' A and B tumours was similar in the USA and Europe, while that of Dukes' C was more frequent in the USA (38% vs 21%) and of Dukes' D more frequent in Europe (22% vs 10%). Resection with curative intent was more frequent in the USA (85% vs 75%). Elderly patients (75-99 years) were 70-90% less likely to receive radiotherapy and chemotherapy. Age-standardised 5-year net survival was similar in the USA (58%) and Northern and Western Europe (54-56%) and lowest in Eastern Europe (42%). The mean excess hazard up to 5 years after diagnosis was highest in Eastern Europe, especially among elderly patients and those with Dukes' D tumours. CONCLUSIONS: The wide differences in colorectal cancer survival between Europe and the USA in the late 1990s are probably attributable to earlier stage and more extensive use of surgery and adjuvant treatment in the USA. Elderly patients with colorectal cancer received surgery, chemotherapy or radiotherapy less often than younger patients, despite evidence that they could also have benefited.

Executive Order Number Seven, March 1971

Direct all grant applications relating to drug abuse education submitted to any state of federal agencies be submitted to the Iowa State Drug Abuse Authority and the Office of Planning and Programming for review and comment.

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.

Iowa Problem Identification, February 2010

Each year, traffic crashes in the United States result in nearly 300,000 deaths and serious injuries. In 2008 alone, traffic crashes cost the nation an estimated $230 billion, nine times more than the estimated cost of all crime. Highway crashes represent the leading cause of death and disabling injury for persons under age 35. In recognition of this problem, the Congress of the United States enacted national highway safety legislation in 1966, which led to the establishment of the National Highway Traffic Safety Administration (NHTSA). The legislation also provided for federal highway safety monies to be made available to the states with a goal of reducing death and injury on the nation’s roads. Iowa has been very active in the federal-state local highway safety partnership since the mid 1960s.

Commercial Driver License Manual, 2005

There is a federal requirement that each state have minimum standards for the licensing of commercial drivers. This manual provides driver license testing information for drivers who wish to have a commercial driver license (CDL). This manual does NOT provide information on all the federal and state requirements needed before you can drive a commercial motor vehicle (CMV). You may have to contact your state driver licensing authority for additional information.

Investing in Iowa’s Highways, June 15, 2011

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. Each day Iowans are affected by some facet of highway transportation, whether it is to get to work or a medical appointment, receive mail, allow groceries and other goods to be stocked on local shelves, or the many other ways highways keep people, goods and services moving in our state. Iowa’s interstate and primary highways managed by the Iowa DOT are an important part of our personal mobility and state’s economy. They also provide essential connections to Iowa’s secondary roads and city streets. The process of making the critical decisions about what investments will be made to preserve and expand the state-managed highway network is complex. It involves input from a wide range of individuals and organizations, and is based on an expansive programming process.

Evauation of Recycled Asphalt Concrete Pavements: Final Report for Kossuth County, Iowa, HR-1888, February 1980

After some success with a small asphalt pavement recycling project in 1975, Kossuth County, Iowa programmed a much larger undertaking during the 1976 construction season. The work performed in 1975 indicated that a quality product could be produced with some modifications to conventional equipment. As anticipated , the major problem encountered was the excessive air pollution created during the heating and mixing process. As part of its 1976 road program, Kossuth County developed plans for recycling sixteen miles of existing asphalt pavements using the "hot mix" recycling process. One project, ten miles in length, was selected by the Federal Highway Authority as part of "Demonstration Project No. 39, Recycling Asphalt Pavements." The FHWA provided a $29,500 grant t o the project to be used for project testing and evaluation. Cooperation and input into the work proposed for 1976 was received from many sources. The people and organizations contributing were the Federal Highway Authority, the Iowa Department of Environmental Quality, the Federal Environmental Protection Agency, several contractors, and personnel from the Kossuth County Engineer's Office.

Reducing the Problem of Transverse Cracking, HR-232, 1985

The Iowa Department of Transportation (DOT) is continually improving the pavement management program and striving to reduce maintenance needs. Through a 1979 pavement management study, the Iowa DOT became a participant in a five state Federal Highway Administration (FHWA) study of "Transverse Cracking of Asphalt Pavements". There were numerous conclusions and recommendations but no agreement as to the major factors contributing to transverse cracking or methods of preventing or reducing the occurrence of transverse cracking. The project did focus attention on the problem and generated ideas for research. This project is one of two state funded research projects that were a direct result of the FHWA project. Iowa DOT personnel had been monitoring temperature susceptibility of asphalt cements by the Norman McLeod Modified Penetration Index. Even though there are many variables from one asphalt mix to another, the trend seemed to indicate that the frequency of transverse cracking was highly dependent on the temperature susceptibility. Research project HR-217 "Reducing the Adverse Effects of Transverse Cracking" was initiated to verify the concept. A final report has been published after a four-year evaluation. The crack frequency with the high temperature susceptible asphalt cement was substantially greater than for the low temperature susceptible asphalt cement. An increased asphalt cement content in the asphalt treated base also reduced the crack frequency. This research on prevention of transverse cracking with fabric supports the following conclusions: 1. Engineering fabric does not prevent transverse cracking of asphalt cement concrete. 2. Engineering fabric may retard the occurrence of transverse cracking. 3. Engineering fabric does not contribute significantly to the structural capability of an asphalt concrete pavement.

Evaluation of the PAVEDEX Road Survey System in Iowa, HR-547, 1990

The Iowa Department of Transportation (DOT) evaluated the PAS I Road Survey System from PAVEDEX, Inc. of Spokane, Washington. This system uses video photograph to identify and quantify pavement cracking and patching distresses. Comparisons were made to procedures currently used in the State. Interstate highway, county roads and city streets, and two shoulder sections were evaluated. Variables included travel speeds, surface type and texture, and traffic control conditions. Repeatability and distress identification were excellent on rigid pavements. Differences in distress identification and the effect of surface textures in the flexible test sections limited the repeatability and correlation of data to that of the Iowa DOT method. Cost data indicates that PAVEDEX is capable of providing comparable results with improved accuracy at a reasonable cost, but in excess of that experienced currently by the Iowa DOT. PAVEDEX is capable of providing network level pavement condition data at highway speeds and analysis of the data to identify 1/8-inch cracks at approximately 2-3 lane miles per hour with manual evaluation. Photo-logging capability is also included in the unit.