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.

2010- 2014 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. A major component of the 2010-2014 Program is the full integration of funding allocated to the Iowa DOT from the American Recovery and Reinvestment Act of 2009 (Recovery Act). To date, the Recovery Act has provided over $400 million of additional federal funding for transportation in Iowa, including funding that is allocated to local governments and entities. Recovery Act funding will result in a record year for transportation construction in Iowa and the creation and retention of jobs. Opportunities for additionalRecovery Act transportation funding remain and will be pursued as they becomeavailable. While Recovery Act funding will make a one-time significant impact in addressing Iowa’s backlog of needs, it is important to note that there remains a large shortfall in sustained annual transportation investment to meet Iowa’s current and future critical transportation needs. In recognition of this shortfall, Governor Culver introduced and the legislature passed an I-JOBS proposal. I-JOBS will result in an additional $50 million of state funding to reduce structurally deficient and functionally obsolete bridges on the primary road system and approximately $10 million in funding for other modes of transportation including $3 million of new funding to support the expansion of passenger rail service in Iowa. I-JOBS, and the continuing gradual increase in funding due to TIME-21, will complement and extend the benefits of Recovery Act funding and set the stage for addressing the shortfall in annual funding in the next few years. 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 FY2010-2014 highway section is financially balanced and was developed to achieve several objectives. The Commission’s primary highway investment objective is stewardship (i.e. safety, maintenance and preservation) of Iowa’s existing highway system. The highway section includes an annual average of $104 million for preserving the interstate system; an annual average of $78 million for non-interstate pavement preservation; an annual average of $36 million for non-interstate bridges; and an annual average of $14 million for safety projects. Another objective is to maintain the scheduled completion of interstate and non-interstate capacity and economic development projects that were identified in the previous Program and this Program does so. The final Commission objective is to further address capacity and economic development needs and the Commission has done so by adding several such projects to the Program. Construction improvements are partially funded through the current federal transportation act, Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). The act will expire September 30, 2009. With the expiration of SAFETEA-LU, there is significant uncertainty in the forecast of federal revenues in the out-years of this Program. The Commission and Iowa DOT will monitor federal actions closely and make adjustments to the Program as necessary. 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.

2012-2016 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. This document reflects Iowa’s multimodal transportation system by the inclusion of investments in aviation, transit, railroads, trails, and highways. A major component of this program is the highway section that documents programmed investments on the primary highway system for the next five years. A large part of funding available for highway programming comes from the federal government. Accurately estimating future federal funding levels is dependent on having a current enacted multi-year federal transportation authorization. The most recent authorization, Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), expired September 30, 2009, and to date it has been extended seven times because a new authorization has not yet been enacted. The current extension will expire September 30, 2011. This leads to significant uncertainty in federal funding; however, it is becoming evident that, in Federal Fiscal Year 2012 and beyond, federal funding revenue will likely be reduced by 25 percent from current levels in order to match revenue that flows into the Highway Trust Fund. This Program reflects this anticipated reduction in federal funding. While Iowa law does not require the adoption of a Program when federal transportation funding is being reauthorized, the Commission believes it is important to adopt a Program in order to continue on-going planning and project development efforts so that Iowa will be well positioned when a new authorization is adopted. However, it is important to recognize that, absent a federal authorization bill, there is significant uncertainty in the forecast of federal revenues. The Commission and the Iowa DOT will continue to monitor federal revenues and will adjust future investments as needed to maintain a fiscally responsible Program. For 2012-2016, approximately $2.3 billion is forecast to be available for highway right of way and construction. In developing the highway section of the Program, the Commission’s primary investment objective remains stewardship (i.e. safety, maintenance and preservation) of Iowa’s existing highway system. Over $1.3 billion is programmed in FY2012 through FY2016 for preservation of Iowa’s existing highway system and for enhanced highway safety features. The highway section also includes significant interstate investments on I-29 in Sioux City, I-29/80/480 in Council Bluffs, and I-74 in Bettendorf/Davenport. The FY2016 programming for construction on I-74 in Bettendorf/Davenport is the first of several years of significant investments that will be monitored for available funding. Approximately $200 million of the investments on these three major urban interstate projects address preservation needs. In total, approximately $1.5 billion is programmed for highway preservation activities for 2012- 2016. Another highway programming objective is maintaining the scheduled completion of capacity and economic development projects. Projects that were previously scheduled to be completed within the previous Program continue on their current schedule. However, due to the reduction of projected federal revenues, the Commission has delayed by one year the initiation of construction of all multi-year non-Interstate capacity and economic development projects that cannot be completed within this Program. These projects are U.S. 20 in Woodbury County, U.S. 30 in Benton County, U.S. 61 in Louisa County, and Iowa 100 in Linn County. 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.

Etelä-Karjalan kuntien aineeton pääoma ja sen kehittämisen haasteet

Tämän kvalitatiivisin menetelmin suoritetun tutkimuksen tavoite on selvittää, mikä on aineettoman pääoman tila Etelä-Karjalan kunnissa ja mitkä ovat niiden aineettoman pääoman kehittämisen haasteet. Kunnat valittiin tutkimukseen kunta- ja palvelurakenneuudistuslaissa määrätyn kaupunkiseutusuunnitelman velvoitteen rajaamana. Tutkimuksen aineisto perustuu kuntien aineettoman pääoman raportteihin sekä kuntien johdolle tehtyihin puolistrukturoituihin haastatteluihin. Aineettoman pääoman raporttien analysointi on suoritettu kirjallisuusanalyysina henkilöstötilinpäätösmallia viitekehyksenä käyttäen, teoreettinen viitekehys on muodostettu kirjallisuusanalyysina aineettoman pääoman ja tietojohtamisen tutkimuskirjallisuudesta. Etelä-Karjalan kunnissa aineetonta pääomaa on osaaminen, koulu-tus, kuntien erilaiset prosessit ja järjestelmät sekä yhteistyö erilaisten sidosryhmien kanssa ja kuntien maine. Kehittämishaasteita aineettomalle pääomalle asettaa kuntien henkilöstön eläköityminen, kuntien yhteistyön lisääntyminen ja erilaisten prosessien ja järjestelmien kehittäminen.

Economia de átomos, engenharia molecular e catálise organometálica bifásica: conceitos moleculares para tecnologias limpas

For economical and ecological reasons, synthetic chemists are confronted with the increasing obligation of optimizing their synthetic methods. Maximizing efficiency and minimizing costs in the production of molecules and macromolecules constitutes, therefore, one of the most exciting challenges of synthetic chemistry. The ideal synthesis should produce the desired product in 100% yield and selectivity, in a safe and environmentally acceptable process. In this highlight the concepts of atom economy, molecular engineering and biphasic organometallic catalysis, which address these issues at the molecular level for the generation of "green" technologies, are introduced and discussed.

Korttijärjestelmät osana tulonjakoa– Case S-ryhmä ja Kesko

Tutkimuksessa keskitytään osakeyhtiön ja osuuskunnan erilaisiin varainjakotapoihin ja korttijärjestelmien rooliin varainjaossa. Näkökulma tutkimukseen painottuu kuluttaja-omistajan perspektiiviin. Tutkimuksen tavoite on valottaa niitä eroja, joita osuuskunnan ja osakeyhtiön tulonjaossa on, ja kahden eri tapauksen, S-ryhmän ja Keskon, avulla tutkia korttijärjestelmien roolia tässä tulonjaossa.

Kiinteistönvälittäjän tiedonantovelvollisuus käytetyn asunnon kaupassa

Tutkielman tarkoituksena on selvittää kiinteistövälittäjän tiedonantovelvollisuuden laajuus käytetyn asunnon kaupassa. Tutkielma noudattaa lainopillista tutkimusmenetelmää ja sen perustan muodostaa kiinteistönvälitystä ja asuntokauppaa sääntelevä lainsäädäntö ja sen tulkinta. Tarkemmat rajaukset kiinteistönvälittäjän tiedonantovelvollisuudelle sekä tukea lain tulkinnalle haetaan aihetta käsittelevistä korkeimman oikeuden ennakkopäätöksistä ja oikeuskirjallisuudesta. Ennakkopäätösten sekä kuluttajariitalautakunnan ratkaisujen läpikäynti ja tulkinta muodostavat tutkimuksen ytimen. Tutkimus osoittaa, että kiinteistönvälittäjän tiedonantovelvollisuuteen vaikuttaa monta tekijää kussakin yksittäisessä asuntokaupassa, jolloin tiedonantovelvollisuuden täyttäminen on monisyinen ja tulkinnanvarainen seikka. Laki ei siis anna tyhjentävää vastausta kiinteistönvälittäjän tiedonantovelvollisuudesta, vaan se on kokonaisuus, joka täytyy arvioida voimassa olevan lain sekä ennakkopäätösten linjausten valossa.

Pienille ja keskisuurille yrityksille annetut mukautetut tilintarkastuskertomukset ja tilintarkastajien kokemuksia niiden antamiseen johtaneista syistä

Tutkielman ensisijaisina tavoitteena on selvittää syitä, jotka johtavat mukautetun tilintarkastuskertomuksen antamiseen pk-yritykselle. Empiria-osuuden toissijaisena tavoitteena on selvittää, millainen on ammatillisen harkinnan osuus tilintarkastajan päätöksenteossa ja kuinka esiin tulleita seikkoja voidaan ryhmitellä teemoittain. Empiirinen osuus suoritettiin laadullisena tutkimuksena. Tutkielman aineiston muo-dostavat haastattelut ja pk-yrityksille annetut mukautetut tilintarkastuskertomukset. Haastattelut toteutettiin puolistrukturoidun ja teemahaastattelun välimaastoon sijoittuvalla haastattelumuodolla. Haastateltavina oli viisi KHT-tilintarkastajaa. Haastattelutulokset analysoitiin kokoamalla litteroiduista haastatteluista eri kokonaisuudet teemoittain. Tilintarkastuskertomuksiin liittyvät tulokset analysoitiin kokoamalla excel-taulukkoon kirjoitetuista perustelut- kappaleiden tiedoista eri kokonaisuudet teemoittain. Tutkimustulosten perusteella mukautetun tilintarkastuskertomuksen antamiseen johtavia syitä on useita ja ne poikkeavat toisistaan hyvin paljon. Syyt luokitellaan teemoittain seuraavasti: lainvastaisuudet, toiminnan kannattavuus ja rahoitus, kirjanpitoon ja tilinpäätökseen liittyvät syyt sekä hallinto. Edellä mainituista teemoista useimmiten toistuivat lainvastaisuudet ja toiminnan kannattavuuteen ja rahoitukseen liittyvät syyt. Lainvastaisuuden teemaan liittyvistä syistä toistui eniten osakepääoman menetyksen rekisteröimättä jättäminen. Toiminnan kannattavuuden ja rahoituksen teemaan liittyvistä syistä esiintyi oman pääoman menettämisen lisäksi liiketoiminnan kannattamattomuus eli tappion tekeminen. Tutkimustuloksista yksi mielenkiintoisimpia on hallintoon liittyvät mukauttamisen syyt. Hallinnon teemaan liittyvä syy tutkimusaineistossa oli omistajien keskinäinen eripura, mikä näkyy tilinpäätöksen allekirjoitussivulla allekirjoitusten puuttumisena ja asian nou-semisena tilintarkastuskertomukseen.

Integrating corporate social responsibility into business in Finnish consumer goods companies

The motives for this study originated from the notion that surprisingly little academic literature is found on actually managing and putting corporate social responsibility (CSR) into practice, in comparison with the definitions and frameworks of the concept itself. Regardless of the author, CSR has been considered consisting of three dimensions: economic, social and environmental. The question behind the three dimensions has always been whether socially and environmentally responsible behavior can lead to increased economic performance and improve the competitiveness of a company. Most of the current CSR development has related to the quantification of environmental and social performance in order to review these along with the established financial key ratios, which are based on the law and the reporting obligation of the companies. However, the previous research has mainly focused on US companies whereas studies with a European viewpoint, let alone Nordic, have been mostly lacking. Furthermore, it has been discovered recently that the integration of corporate responsibility into business is identified as the greatest challenge in CSR management in Finnish large companies. Therefore the integration of CSR into business in Finnish consumer goods companies provided an interesting, topical and somewhat obscure purpose for this study. This was further divided into three research questions concerning the reasons for CSR engagement, the role of the stakeholders and the practice of corporate responsibility. This study did not aim to build a new theory; instead an explorative viewpoint was regarded more appropriate. Accordingly, qualitative research approach and case study design were adopted in the study. Semi-structured theme interviews were used as a primary data collection method and complemented with secondary data such as websites, responsibility reports and another recent CSR study. There were four Finnish managers as interviewees of whom three presented companies and one non-profit organization. The results were somewhat convergent but differences arose as a result of the companies being at different stages as regards corporate responsibility. However, this provided only more insight into the implementation of CSR. The voluntary CSR initiatives, responsibility reporting, stakeholders and CSR management were identified as the most important viewpoints on the practical side of CSR, besides a key requirement for the integration of CSR into business to be credible was found to be a favorable management attitude. Based on the findings of this study it was admitted that giving concrete advice on CSR management is really a challenge and there is no one generally accepted and right manner to integrate corporate responsibility successfully into business.

Riskienhallinta taloushallinnon ulkoistamisessa suomalaisissa pk-yrityksissä

Ulkoistaminen on tunnettu jo pitkään yritysten keinona kehittää toimintaa tehokkaammaksi. Ulkoistamalla yrityksen toimintoja saadaan siirrettyä resursseja yrityksen sisällä tukitoiminnoilta enemmän ydinliiketoiminnan pariin ja lisäksi päästään hyötymään palveluntarjoajan skaalaeduista. Yritykset ovat alkaneet hakea tehokkuutta myös ulkoistamalla taloushallintoa ja keskittymällä näin enemmän strategiaa ja ydinliiketoimintaa tukeviin tehtäviin. Taloushallinnon ulkoistamisesta on tullut mahdollisuus kaiken kokoisille yrityksille ja ulkoistuspalveluiden suosio on ollut kasvussa viime vuosina. Taloushallinnon ulkoistamisesta on noussut keskeinen trendi yritysten sopeutuessa kasvavaan kilpailuun ja yhteiskunnan muutoksiin. Taloushallinnon ulkoistuspalvelujen tarjonta on kasvanut merkittävästi ja tilitoimisto alalla on tapahtunut paljon ketjuntumista muodostaen suuriakin yhtiöitä. Tämän kandidaatintutkielman tarkoituksena on tarkastella taloushallinnon ulkoistamista suomalaisissa pk-yrityksissä ja lisätä aiempaan tehtyyn tutkimukseen nähden ymmärrystä ja tietoa taloushallinnon ulkoistamiseen liittyvistä riskeistä ja riskienhallinnasta. Tutkielmassa otetaan huomioon sekä ulkoistajien, että palveluntarjoajien näkökulmia ja hahmotetaan ulkoistamisprosessin tyypillistä kulkua pk-yrityksissä. Kirjallisuuskatsauksen ja empiirisen tutkimuksen avulla tutkittiin taloushallinnon ulkoistamista ja päästiin siihen tulokseen, että riskienhallinta on otettu huomioon monin eri tavoin pk-yrityksissä. Pk-yrityksillä ei kuitenkaan usein ole kirjallista strategiaa tai kokonaissuunnitelmaa riskienhallinnalle. Riskejä hallitaan muun muassa sopimuksilla, vastuuvakuutuksilla, vaitiolovelvollisuudella, koulutuksella ja kommunikaatiolla. Pk-yritysten ulkoistamisprosessi noudatti vaiheita, jotka ovat valmistelu, palveluntarjoajan valinta, siirtyminen, yhteistyön hallinta sekä uudelleenkäsittely.

L'exécution des décisions de la Cour internationale de Justice : faiblesses et malentendus

"Mémoire présenté à la Faculté des études supérieures en vue de l'obtention du grade de Maîtrise en droit international (LL.M)"

L'intérêt d'assurance comme élément constitutif de la déclaration initiale de risque en assurance de dommages

"Mémoire présenté à la Faculté des études supérieures en vue de l'obtention du grade de maîtrise en droit (LL.M.)"

La légitimité d'une éventuelle application de la thérapie germinale humaine : les aspects juridiques et éthiques

La thérapie germinale est une avenue médicale qui est loin de pouvoir être appliquée de manière sécuritaire et responsable car les connaissances médicales actuelles sont insuffisantes. De surcroît, l'encadrement normatif qui l'entoure est unanime et clame la non-acceptabilité de son application humaine. Certains instruments adoptent une approche rigide en la prohibant formellement, d'autres adoptent une approche flexible en demeurant ouverts à une éventuelle application. Il y a donc divergence quant à la légitimité de cette technique. La médecine moderne doit reposer sur des principes directeurs issus de diverses sources, empruntées au droit et à l'éthique. Les principes retenus pour examiner la légitimité de la thérapie germinale sont tirés, d'une part, des droits et libertés fondamentales: ce sont les principes fondamentaux de dignité, de liberté, d'égalité. D'autre part, ils sont issus des règles d'éthique de la recherche: plus particulièrement le principe de bienfaisance (nonmalfaisance) et celui du respect de la personne. La perspective d'une éventuelle application humaine de la thérapie germinale ne porte pas nécessairement atteinte aux principes fondamentaux, dépendamment du genre d'application qui est envisagé. Une application restreinte, appliquée dans des circonstances particulières et en vue de soulager ou d'éliminer certaines formes de détresses et de souffrances, pourrait être conforme aux principes qui soutiennent les droits et libertés fondamentales. La thérapie germinale soulève des questions éthiques difficiles et parfois inédites, notamment l'extension des risques aux générations futures et l'obligation d'un suivi à long terme pour des descendants qui n'auront pas eux-mêmes donné leur consentement à cette «thérapie». La thérapie germinale est présentement non acceptable mais ne devrait pas faire l'objet d'une prohibition totale.

Les conjoints de fait au Québec : perspectives féministes pour un encadrement légal

"Mémoire présenté à la Faculté des études supérieures En vue de l'obtention du grade de Maîtrise en droit LL.M. (2-325-1-0)"

L'émergence des limites à la liberté de tester en droit québécois : étude socio-juridique de la production du droit

"Thèse présentée à la Faculté des études supérieures en vue de l'obtention du grade de docteur en droit (LL.D.)". Cette thèse a été acceptée à l'unanimité et classée parmi les 10% des thèses de la discipline.