Public Perceptions of the Midwest\u27s Pavements: Explaining the Relationship Between Pavement Quality and Driver Satisfaction

A three-phase study involving focus groups and sample surveys was conducted in three Midwestern states to assess the amount of satisfaction that motorists who drive on rural, two-lane state highways have with the pavement characteristics of those highways and to explain the relationship between the actual physical condition of the pavements and motorists\u27 satisfaction. Consistently in each state, the direct relationship between pavement quality and driver satisfaction was mediated by cognitive structure—a set of five specific beliefs motorists have about the pavement. The part of the study that (a) applies a powerful psychological model to the task of understanding motorists\u27 satisfaction with pavements; (b) offers reliable measures of driver satisfaction with pavement quality and of belief-based cognitive structure related to pavements; (c) has accomplished the important task of identifying the most salient pavement features considered by members of the public when they evaluate pavement quality; and (d) illustrates very clearly the importance of considering motorists\u27 beliefs about the pavement, issues of trust, and aspects of the Fishbein\u27s attitude model and Ajzen\u27s theory of planned behavior when trying to predict or understand driver satisfaction are covered. Although the pavement management indices used by the state departments of transportation will continue to be used to establish thresholds for improvement triggers, these indices alone do not explain such broad concepts as satisfaction with a particular pavement

Public Perceptions of the Midwest’s Pavements: Policies and Thresholds

A 5-year, pooled fund study with the Iowa, Minnesota, and Wisconsin departments of transportation assessed the public\u27s perceptions of pavement improvement strategies and developed thresholds of satisfaction using the departments\u27 physical indices, such as pavement ride and condition on rural, two-lane highways in the states. Approximately 3,600 drivers in the three states were involved in the three phases of the project, which included 18 focus groups, 400 statewide surveys in each state, and 2,300 targeted surveys across the three states. A multidisciplinary team from Marquette University and a mass media survey lab conducted the studies. A summary of focus group methods and purposes and a three-state summary of policy and improvement issues are provided. More than 450 highway segments were surveyed in Phase III, with input from 2,300 drivers through a two-step recruitment and postdrive interview. Thresholds of International Roughness Index and condition indices are summarized for the three states. The study found a high degree of trust in the three departments of transportation and public support for building longer-lasting pavements and minimizing delay. A three-step methodology is recommended for other state studies. Physical data thresholds using both public satisfaction and the agreement to improve are presented for each state\u27s physical pavement indices (ride and condition)

Public Perceptions of the Midwest’s Pavements - Minnesota - Executive Summary

This report summarizes Minnesota results of a five year, Pooled Fund study involving the Wisconsin, Iowa, and Minnesota DOTs designed to 1) assess the public\u27s perceptions of the departments’ pavement improvement strategies and 2) to develop customer-based thresholds of satisfaction with pavements on rural two lane highways in each state as related to the Departments’ physical indices, such as pavement ride and condition. The primary objective was to seek systematic customer input to improve the Departments’ pavement improvement policies by 1) determining how drivers perceive the departments’ pavements in terms of comfort and convenience but also in terms of other tradeoffs departments had not previously considered, 2) determining relationships between perceptions and measured pavement condition thresholds (including a general level of tolerance of winter ride conditions in two of the states), and 3) identifying important attributes and issues that may not have been considered in the past. Secondary objectives were 1) to provide a tool for systematic customer input in the future and 2) provide information which can help structure public information programs. A University of Wisconsin-Extension survey lab conducted the surveys under the direction of a multi-disciplinary team from Marquette University. Approximately 4500 drivers in the three states participated in the three phases of the project. Researchers conducted six focus groups in each state, approximately 400 statewide telephone interviews in each state and 700-800 targeted telephone interviews in each state. Approximately 400 winter ride interviews were conducted in Wisconsin and Minnesota. A summary of the method for each survey is included. In Phase I, focus groups were conducted with drivers to get an initial indication of what the driving public believes in regards to pavements and to frame issues for inclusion in the more representative state-wide surveys of drivers conducted in Phase II of the project. Phase II interviews gathered information about improvement policy trade-off issues and about preliminary thresholds of improvement in terms of physical pavement indices. In Phase III, a two-step recruitment and post-drive interview procedure yielded thresholds of ride and condition index summarized for each state. Results show that, in general, the driving public wants longer lasting pavements and are willing to pay for them. They want to minimize construction delay, improve entire sections of highway at one time but they dislike detours, and prefer construction under traffic even if it stretches out construction time. Satisfaction with pavements does not correlate directly to a high degree with physical pavement indices, but was found instead to be a complex, multi-faceted phenomenon. A psychological model (after Fishbein/Ajzen) was applied to explain satisfaction to a respectable degree (R2 of .67) for the social sciences. Results also indicate a high degree of trust in the three DOTs which is enhanced when the public is asked for input on specific highway segments. Conclusions and recommendations include a three-step methodology for other state studies. Physical data thresholds based on both public satisfaction and the agreement to improve are presented for each state\u27s physical pavement indices (ride and condition). Recommendations for changes to the quality ranges of the physical indices where appropriate are also made

Public Perceptions of the Midwest’s Pavements - Wisconsin - Executive Summary

This report summarizes Wisconsin results of a five year, Pooled Fund study involving the Wisconsin, Iowa, and Minnesota DOTs designed to 1) assess the public\u27s perceptions of the departments’ pavement improvement strategies and 2) to develop customer-based thresholds of satisfaction with pavements on rural two lane highways in each state as related to the Departments’ physical indices, such as pavement ride and condition. The primary objective was to seek systematic customer input to improve the Departments’ pavement improvement policies by 1) determining how drivers perceive the departments’ pavements in terms of comfort and convenience but also in terms of other tradeoffs departments had not previously considered, 2) determining relationships between perceptions and measured pavement condition thresholds (including a general level of tolerance of winter ride conditions in two of the states, including Wisconsin), and 3) identifying important attributes and issues that may not have been considered in the past. Secondary objectives were 1) to provide a tool for systematic customer input in the future and 2) provide information which can help structure public information programs. A University of Wisconsin-Extension survey lab conducted the surveys under the direction of a multi-disciplinary team from Marquette University. Approximately 4500 drivers in the three states participated in the three phases of the project. Researchers conducted six focus groups in each state, approximately 400 statewide telephone interviews in each state and 700-800 targeted telephone interviews in each state. Approximately 400 winter ride interviews were conducted in Wisconsin and Minnesota. A summary of the method for each survey is included. In Phase I, focus groups were conducted with drivers to get an initial indication of what the driving public believes in regards to pavements and to frame issues for inclusion in the more representative state-wide surveys of drivers conducted in Phase II of the project. Phase II interviews gathered information about improvement policy trade-off issues and about preliminary thresholds of improvement in terms of physical pavement indices. In Phase III, a two step recruitment and post-drive interview procedure yielded thresholds of ride and condition index summarized for each state. Results show that, in general, the driving public is tolerant of a poorer ride in Winter and they understand the cause. The driving public wants longer lasting pavements and are willing to pay for them. They want to minimize construction delay, improve entire sections of highway at one time but they dislike detours, and prefer construction under traffic even if it stretches out construction time. Satisfaction with pavements does not correlate directly to a high degree with physical pavement indices, but was found instead to be a complex, multi-faceted phenomenon. A psychological model (after Fishbein/Ajzen) was applied to explain satisfaction to a respectable degree (R2 of .7) for the social sciences. Results also indicate a high degree of trust in the three DOTs which is enhanced when the public is asked for input on specific highway segments. Conclusions and recommendations include a three-step methodology for other state studies. Physical data thresholds based on both public satisfaction and the agreement to improve are presented for each state’s physical pavement indices (ride and condition). Recommended changes to the quality ranges of the physical indices where appropriate are also made

Public Perceptions of the Midwest’s Pavements - Iowa - Phase III

There are several objectives to this report. The first objective is to describe the sample with regard to the physical pavement data and three measures of driver satisfaction. In this section, the proportion of respondents who are satisfied with pavements on two-lane, rural, state highways will be examined and the distribution of pavement condition and roughness indices will be presented. The second objective will be a short description of the highway segments and any differences in satisfaction found between regions and pavement types. This was done in Phase II in each state and a letter sent showing the results in all three states. That letter sets forth the revised work plan and budget for Phase III of the project. The third objective is to describe the relationship between physical pavement characteristics and driver satisfaction. This will include a description of both the magnitude of relationship as well as identifying critical International Road Index (IRI) and Pavement Condition Index (PCI) cutoffs where a majority of the sample were satisfied. This will be done for comparative purposes with the Phase II approach, using the total sample to compute cumulative percentages responding to each of the three series of satisfaction questions

Public Perceptions of the Midwest\u27s Pavements - Iowa - Executive Summary

This report summarizes Iowa results of a five year, Pooled Fund study involving the Wisconsin, Iowa, and Minnesota DOTs designed to 1) assess the public\u27s perceptions of the departments’ pavement improvement strategies and 2) to develop customer-based thresholds of satisfaction with pavements on rural two lane highways in each state as related to the Departments’ physical indices, such as pavement ride and condition. The primary objective was to seek systematic customer input to improve the Departments’ pavement improvement policies by 1) determining how drivers perceive the departments’ pavements in terms of comfort and convenience but also in terms of other tradeoffs departments had not previously considered, 2) determining relationships between perceptions and measured pavement condition thresholds (including a general level of tolerance of winter ride conditions in two of the states), and 3) identifying important attributes and issues that may not have been considered in the past. Secondary objectives were 1) to provide a tool for systematic customer input in the future and 2) provide information which can help structure public information programs. A University of Wisconsin-Extension survey lab conducted the surveys under the direction of a multi-disciplinary team from Marquette University. Approximately 4500 drivers in the three states participated in the three phases of the project. Researchers conducted six focus groups in each state, approximately 400 statewide telephone interviews in each state and 700-800 targeted telephone interviews in each state. Approximately 400 winter ride interviews were conducted in Wisconsin and Minnesota. A summary of the method for each survey is included. In Phase I, focus groups were conducted with drivers to get an initial indication of what the driving public believes in regards to pavements and to frame issues for inclusion in the more representative state-wide surveys of drivers conducted in Phase II of the project. Phase II interviews gathered information about improvement policy trade-off issues and about preliminary thresholds of improvement in terms of physical pavement indices. In Phase III, a two step recruitment and post-drive interview procedure yielded thresholds of ride and condition index summarized for each state. Results show that, in general, the driving public wants longer lasting pavements and are willing to pay for them. They want to minimize construction delay, improve entire sections of highway at one time but they dislike detours, and prefer construction under traffic even if it stretches out construction time. Satisfaction with pavements does not correlate directly to a high degree with physical pavement indices, but was found instead to be a complex, multi-faceted phenomenon. A psychological model (after Fishbein/Ajzen) was applied to explain satisfaction to a respectable degree (R2 of .7) for the social sciences. Results also indicate a high degree of trust in the three DOTs which is enhanced when the public is asked for input on specific highway segments. Conclusions and recommendations include a three-step methodology for other state studies. Physical data thresholds based on both public satisfaction and the agreement to improve are presented for each state\u27s physical pavement indices (ride and condition). Recommendations for changes to the quality ranges of the physical indices where appropriate are also made

Neocortical long-term potentiation and experience-dependent synaptic plasticity require alpha-calcium/calmodulin-dependent protein kinase II autophosphorylation

Experience-dependent plasticity can be induced in the barrel cortex by removing all but one whisker, leading to potentiation of the neuronal response to the spared whisker. To determine whether this form of potentiation depends on synaptic plasticity, we studied long-term potentiation (LTP) and sensory-evoked potentials in the barrel cortex of -calcium/calmodulin-dependent protein kinase II (CaMKII)T286A mutant mice. We studied three different forms of LTP induction: theta-burst stimulation, spike pairing, and postsynaptic depolarization paired with low-frequency presynaptic stimulation. None of these protocols produced LTP in CaMKIIT286A mutant mice, although all three were successful in wild-type mice. To study synaptic plasticity in vivo, we measured sensory-evoked potentials in the barrel cortex and found that single-whisker experience selectively potentiated synaptic responses evoked by sensory stimulation of the spared whisker in wild types but not in CaMKIIT286A mice. These results demonstrate that CaMKII autophosphorylation is required for synaptic plasticity in the neocortex, whether induced by a variety of LTP induction paradigms or by manipulation of sensory experience, thereby strengthening the case that the two forms of plasticity are related

Voltage-gated potassium channels (Kv) in GtoPdb v.2021.3

The 6TM family of K channels comprises the voltage-gated KV subfamilies, the EAG subfamily (which includes hERG channels), the Ca2+-activated Slo subfamily (actually with 7TM, termed BK) and the Ca2+-activated SK subfamily. These channels possess a pore-forming α subunit that comprise tetramers of identical subunits (homomeric) or of different subunits (heteromeric). Heteromeric channels can only be formed within subfamilies (e.g. Kv1.1 with Kv1.2; Kv7.2 with Kv7.3). The pharmacology largely reflects the subunit composition of the functional channel

Voltage-gated potassium channels (version 2019.4) in the IUPHAR/BPS Guide to Pharmacology Database

The 6TM family of K channels comprises the voltage-gated KV subfamilies, the EAG subfamily (which includes hERG channels), the Ca2+-activated Slo subfamily (actually with 7TM, termed BK) and the Ca2+-activated SK subfamily. These channels possess a pore-forming α subunit that comprise tetramers of identical subunits (homomeric) or of different subunits (heteromeric). Heteromeric channels can only be formed within subfamilies (e.g. Kv1.1 with Kv1.2; Kv7.2 with Kv7.3). The pharmacology largely reflects the subunit composition of the functional channel

Aortic Hemodynamics with Accelerated Dual-Venc 4D Flow MRI in Type B Aortic Dissection

The aim of this study is to investigate the applicability of the dual-venc (DV) 4D flow magnetic resonance imaging (MRI) to quantify the complex flow patterns in type B aortic dissection (TBAD). One GRAPPA-accelerated single-venc (SV) and one compressed-sensing (CS) accelerated DV 4D flow MRI sequences are used to scan all subjects, including twelve chronic TBAD patients and two volunteers. The scans are performed twice for the reproducibility assessment of the scan protocols. Voxelwise quantitative flow parameters including kinetic energy (KE), peak velocity (PV), forward and reverse flows (FF, RF) and stasis are calculated. High-venc (HV) data from the DV acquisition are separately analyzed. The scan time reduction by the CS-accelerated DV 4D flow MRI acquisition is 46.4% compared with the SV acquisition. The DV velocity-to-noise ratio (VNR) is higher compared with HV (p = 0.000). No true lumen (TL) parameter shows a significant difference among the acquisition types (p > 0.05). The false lumen (FL) RF is higher in SV compared with the DV acquisition (p = 0.009). The KE is higher (p = 0.038) and stasis is lower (p = 0.01) in HV compared with SV acquisition. All FL parameters except stasis are higher and stasis is lower in HV compared with DV acquisition (p < 0.05). Positive Pearson correlations among the acquisition types in TL and high agreements between the two scans for all acquisition types are observed except HV RF in the FL, which demonstrates a moderate agreement. The CS-accelerated DV 4D flow MRI may have utility in the clinical daily routine with shortened scan times and improved velocity measurements while providing high VNR in TBAD. The observed hemodynamic flow trends are similar between GRAPPA-accelerated SV and CS-accelerated DV 4D flow MRI acquisitions; however, parameters are more impacted by CS-accelerated HV protocol in FL, which may be secondary to the CS regularization effects