Profiting From Purpose: Profiles of Success and Challenge in Eight Social Purpose Businesses

Offers an in-depth analysis of eight community-based human service and youth-serving nonprofit organizations that received assistance from Seedco's Nonprofit Venture Network to develop their capacity to launch social purpose businesses

NIWRG\u27s Memo in Support for Mtn SJ

North Idaho Water Rights Alliance Memorandum in Support of the North Idaho Water Rights Group\u27s Motion for Summary Judgmen

NIWRG\u27s Memo in Support for Mtn SJ

North Idaho Water Rights Alliance Memorandum in Support of the North Idaho Water Rights Group\u27s Motion for Summary Judgmen

NIWRG\u27s Mtn SJ

North Idaho Water Rights Group\u27s Motion for Summary Judgmen

NIWRG\u27s Mtn SJ

North Idaho Water Rights Group\u27s Motion for Summary Judgmen

Inferring Species Trees Directly from Biallelic Genetic Markers: Bypassing Gene Trees in a Full Coalescent Analysis

The multi-species coalescent provides an elegant theoretical framework for estimating species trees and species demographics from genetic markers. Practical applications of the multi-species coalescent model are, however, limited by the need to integrate or sample over all gene trees possible for each genetic marker. Here we describe a polynomial-time algorithm that computes the likelihood of a species tree directly from the markers under a finite-sites model of mutation, effectively integrating over all possible gene trees. The method applies to independent (unlinked) biallelic markers such as well-spaced single nucleotide polymorphisms (SNPs), and we have implemented it in SNAPP, a Markov chain Monte-Carlo sampler for inferring species trees, divergence dates, and population sizes. We report results from simulation experiments and from an analysis of 1997 amplified fragment length polymorphism (AFLP) loci in 69 individuals sampled from six species of {\em Ourisia} (New Zealand native foxglove)

Jurisdictional Roadside Ditches

Section 404 of the Clean Water Act (CWA) mandates that state agencies and other entities perform compensatory mitigation when their activities impair jurisdictional waters. In the Commonwealth of Kentucky, the Kentucky Transportation Cabinet (KYTC) is required to pay in-lieu fees or purchase stream mitigation credits when a roadside ditch is impaired or relocated as part of a road construction project. In-lieu fees and stream mitigation credits are costly, and ditches that have suffered degraded habitat and loss of hydrogeomorphic functionality are treated as total losses when they are impacted by construction and maintenance activities. This raises the question of whether the United States Corps of Engineers (USACE) would be receptive to alternative mitigation and monitoring practices that impose a less stringent financial burden on the Kentucky Transportation Cabinet, but which still comply with CWA regulations. This report discusses methodologies used to evaluate the quality of instream and riparian habitat, Section 404 of the CWA and its implications for mitigation of lost or damaged jurisdictional ditches, and the strategies that have been used by other states to fulfill their Section 404 mitigation requirements. We highlight mitigation practices that depart from the norm and which place a less onerous financial burden on state transportation agencies. KYTC officials presented this report’s key findings to the USACE Louisville District Office in January 2015 in an effort to receive approval to experiment with novel restoration techniques. The USACE granted KYTC license to implement these techniques on a project-by- project basis. Before implementation on each project, the Cabinet must receive formal approval from USACE officials. Although this was not the blanket mandate that KYTC hoped for, it indicated the Louisville District is willing to study the effectiveness of alternative mitigation strategies. Despite the Cabinet’s request, USACE officials did not approve a plan to reduce post-restoration monitoring requirements. KTC researchers suggested that KYTC perform exhaustive monitoring of the performance of completed project that used alternative mitigation techniques. Having information on the short-, medium-, and long-term performance of these sites could–if the results are promising-pave the way to the wider adoption of alternative mitigation practices and could eventually reduce the level of post-restoration monitoring required by the USACE

Transportation System Vulnerability and Resilience to Extreme Weather Events and Other Natural Hazards: Report for Pilot Project — KYTC District 1

This research’s objective is to assist the Kentucky Transportation Cabinet (KYTC) in its efforts to develop strategies to address natural hazard vulnerabilities and improve the resiliency of Kentucky’s transportation infrastructure. Recent federal legislation calls for state transportation agencies to develop a risk-based asset management plan for National Highway System (NHS) assets that includes consideration of natural hazards. Similarly, the Federal Highway Administration (FHWA) calls for state transportation agencies to identify potential vulnerabilities associated with extreme weather events and climate change, and to incorporate these findings into transportation planning, design, and maintenance practices

Fiscal Year 2015 FHWA-536 Report for the Kentucky Transportation Cabinet

The Federal Highway Administration (FHWA) requires state transportation agencies to submit a biennial report on local highway finances. The purpose of these reports is to provide FHWA with the data it needs to capture the financing of highway activities at the local level. Based on this information, it can identify trends in revenue, expenditures, investments, and program development, and in turn make decisions about future investments. The report, FHWA-536, asks agencies to report on four areas of local highway finance: 1) disposition of highway-user revenues; 2) revenues used for roads and streets identified by source and funding type; 3) road and street expenditures identified by purpose of activity; and 4) local highway debt status. This document summarizes data submitted to fulfill the Kentucky Transportation Cabinet’s FHWA-536 obligations in FY 2015. Total receipts were $463,833,392, an increase of$1,828,425 compared to FY 2013. Total disbursements equaled $472,504,300, a decrease of$99,787,227 from FY 2013

Fiscal Year 2013 FHWA-536 Report for the Kentucky Transportation Cabinet

The Federal Highway Administration (FHWA) requires state transportation agencies to submit a biennial report on local highway finances. The purpose of these reports is to provide FHWA with the data it needs to capture the financing of highway activities at the local level. Based on this information, it can identify trends in revenue, expenditures, investments, and program development, and in turn make decisions about future investments. The report, FHWA-536, asks agencies to report on four areas of local highway finance: 1) disposition of highway-user revenues; 2) revenues used for roads and streets identified by source and funding type; 3) road and street expenditures identified by purpose of activity; and 4) local highway debt status. This document summarizes data submitted to fulfill the Kentucky Transportation Cabinet’s FHWA-536 obligations in FY 2013. Total receipts were $462,004,967, an increase of$5,926,332 compared to FY 2011. Total disbursements equaled $572,291,527, an increase of$68,967,701 over FY 2011