Realizing the American Dream: A Parent Education Program Designed to Increase Latino Family Engagement in Children's Education
In: Journal of Latinos and education: JLE, Band 15, Heft 4, S. 344-357
ISSN: 1532-771X
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In: Journal of Latinos and education: JLE, Band 15, Heft 4, S. 344-357
ISSN: 1532-771X
In: Mathematical social sciences, Band 43, Heft 3, S. 303-343
In: Defense, Security and Strategies
Intro -- Library of Congress Cataloging-in-Publication Data -- Contents -- Preface -- Comprehensive Nuclear-Test-Ban -- Treaty: Background -- and Current Developments( -- Summary -- Most Recent Developments -- History -- National Positions on Testing and the CTBT -- The North Korean Nuclear Tests -- The October 2006 Nuclear Test -- The May 2009 Nuclear Test -- Other North Korean Tests? -- The CTBT: Negotiations, Provisions, Entry -- into Force, CTBTO Budget -- CTBT Negotiations and the Nuclear Nonproliferation Treaty -- Key Provisions of the CTBT -- International Efforts on Behalf of Entry into Force -- Budget of the CTBTO Preparatory Commission -- Stockpile Stewardship -- CTBT Pros and Cons -- The National Academy of Sciences Study and Its Critics -- Chronology -- For Additional Reading -- Appendix. Chronology, 1992-2009 -- End Notes -- Comprehensive Nuclear-Test-Ban Treaty: Issues and Arguments( -- Summary -- Introduction -- Can the United States Maintain Deterrence -- Under the CTBT? -- Can the United States Maintain the Nuclear Weapons Enterprise -- Without Testing? -- Can the United States Maintain Existing Warheads without Testing? -- Does Deterrence Require New Warheads That Must Be Tested? -- Do U.S. Warheads Require New Surety Features? Is Nuclear Testing Needed to Add Them? -- Does the Treaty Provide Adequate Protection -- Against Cheating? -- What Does the Treaty Ban? -- How Capable Is the CTBT Monitoring Regime? -- Monitoring Systems and Methods -- Seismic Technology -- Contending Views -- Detection of Radioactive Gases -- Detection of Radioactive Particles -- Interferometric Synthetic Aperture Radar (InSAR) -- Detecting Collateral Evidence -- On-Site Inspections (OSIs): Procedural Aspects -- OSIs: Technical Aspects -- Additional Evasion Scenarios -- Testing Without Attribution -- Evading Multiple Sensors
In: Studies in educational evaluation, Band 64, S. 100820
ISSN: 0191-491X
In: Integrated Land-Use and Transportation Models, S. 275-302
In: Integrated Land-Use and Transportation Models, S. 275-302
A significant portion of the population stayed, and continue to stay, at home due to the COVID-19 pandemic. With more people staying home, online shopping increased along with trips related to pickups and deliveries. To gain a better understanding of the change in retail purchases and related travel, UC Berkeley researchers compared pre-pandemic shopping to pandemic-related shifts in consumer purchases in the greater Sacramento area for nine types of essential and non-essential commodities (e.g., groceries, meals, clothing, paper products, cleaning supplies). In May 2020, the research team resampled 327 respondents that participated in the 2018 Sacramento Area Council of Governments (SACOG) household travel survey. The 2018 SACOG survey collected responses over a rolling six-week period from April to May 2018 and asked residents about their motivations for, attitudes toward, and ease of use of online shopping. They were also were asked about the number of e-commerce purchases made, and the number of deliveries and pickups made from those e-commerce purchases for each commodity type. In addition, respondents also reported changes (less or more) in their behavior from a typical week in January or February 2020 (prior to the COVID-19 pandemic) for: 1) tripmaking, e-commerce purchases, and delivery and pick up frequencies; 2) purchase sizes; 3) distances traveled; and 4) modes used for in-person trips. This brief highlights findings from an analysis on changes in frequency of purchases, deliveries and pickups, and order sizes.
BASE
The COVID-19 pandemic brought about dramatic shifts in travel, including shopping trips. We investigated changes in eshopping for food and non-food items by supplementing an April to May 2018 household travel survey (n=3,956 households) conducted by the Sacramento Area Council of Governments (SACOG) with a May 2020 follow-on panel survey (n=313 households) during one week early in the pandemic. Results demonstrate that impacts from added pickups and deliveries in the SACOG region during the first two months of the COVID-19 pandemic were limited and did not overwhelm curb management at retail, restaurant, and grocery establishments. Results also show that during the pandemic e-commerce tended to replace non-food shopping trips, but complemented restaurant and grocery trips. However, Forty percent of the sample households — predominantly lower income and/or older populations — still shopped only in-store for food while more affluent households appear to have isolated themselves from virus exposure through more extensive online shopping. We recommend extending the forms of accepted payment for online shopping and reducing fees and markups based upon payment method to reduce barrier to online shopping for those with limited resources. We identify possible consequences (e.g., more vehicle miles traveled and higher demand for curbside parking) if e-commerce food purchasing continues to grow post-pandemic or if in-person retail shopping returns to normal.
BASE
The COVID-19 pandemic brought about dramatic shifts in travel, including shopping trips. We investigated changes in eshopping for food and non-food items by supplementing an April to May 2018 household travel survey (n=3,956 households) conducted by the Sacramento Area Council of Governments (SACOG) with a May 2020 follow-on panel survey (n=313 households) during one week early in the pandemic. Results demonstrate that impacts from added pickups and deliveries in the SACOG region during the first two months of the COVID-19 pandemic were limited and did not overwhelm curb management at retail, restaurant, and grocery establishments. Results also show that during the pandemic e-commerce tended to replace non-food shopping trips, but complemented restaurant and grocery trips. However, Forty percent of the sample households — predominantly lower income and/or older populations — still shopped only in-store for food while more affluent households appear to have isolated themselves from virus exposure through more extensive online shopping. We recommend extending the forms of accepted payment for online shopping and reducing fees and markups based upon payment method to reduce barrier to online shopping for those with limited resources. We identify possible consequences (e.g., more vehicle miles traveled and higher demand for curbside parking) if e-commerce food purchasing continues to grow post-pandemic or if in-person retail shopping returns to normal.
BASE
In: Applied economic perspectives and policy, Band 41, Heft 4, S. 583-597
ISSN: 2040-5804
AbstractThe introduction and adoption of autonomous vehicles (AVs) will likely reshape the transportation system and many economic activities. The economic literature on technology adoption, based on studies in agriculture and other sectors, provides lessons on the diffusion of AVs and its social and economic impacts. We rely on the threshold model of diffusion, where heterogeneous agents make decisions pursuing their self‐interests. Applications of the threshold model point to case studies of other technologies where one can gain information and make predictions about the future of AVs. We find that private ownership of AVs may prevail after a transition period, as was the case in other technologies like computers, tractors, and conventional vehicles. With technological progress, the cost of privately owning AVs may decline. Further, there will be an increase in vehicle miles traveled (VMT) per capita, there may be more vehicles on the road, and perhaps the transportation user‐base will expand to include those currently facing limited mobility. Congestion is likely to depend on the tradeoff between the expansion of VMT and increased efficiency of AVs to communicate and help regulate traffic. Furthermore, differentiation of vehicles will increase as driving time becomes freed for other activities. These trends may lead to increased greenhouse gas emissions and expansion of the transportation sector. Finally, the technology will evolve and may result in complementary innovations needing to be addressed, including the "last 10 feet" problem. It is evident that the future of the transportation system governed by AVs is most likely not going to be sustainable. This necessitates the importance of developing and enforcing rigorous policies at the metropolitan level and TNC levels to ensure a sustainable evolution of the future of transportation mobility.
Travel demand forecasting models play an important role in guiding policy, planning, and design of transportation systems. There is no shortage of literature critiquing the accuracy of model forecasts (see, for example, Pickrell, 1989; Wachs, 1990; Pickrell, 1992; Flyvbjerg, Skamris Holm, and Buhl 2005; Richmond, 2005; Flyvbjerg, 2007; Bain, 2009; Parthasarathi and Levinson, 2010; Welde and Odeck, 2011; Hartgen, 2013; Nicolaisen and Driscoll, 2014; Schmitt, 2016; Odeck and Welde, 2017, and Voulgaris, 2019), not to mention several high-profile lawsuits (Saulwick 2014, Stacey 2015, Rubin 2018). Many researchers and practitioners feel more can be done to advance rigorous travel analysis methods for the public good (see, e.g., zephyrtransport.org). Motivated by these critiques, a two-day, NSF-funded workshop was held at UC Berkeley in the Spring of 2017 to engage in a fundamental review of the state of the art in travel demand modeling, to discuss the future of the field, and to propose new directions and processes for advancing the science.Travel demand forecasting is an inherently practical enterprise. While academics drive the fundamental research, the users of travel demand models and forecasts are typically government agencies and transport operators that use the models to inform long-range investment, funding, and planning decisions. Private firms play a key role in assisting the agencies in both development and application of the models, and, more recently, high-tech firms have entered the development fray. While all of these actors have important roles in advancing the science of the field, in this report we focus our attention primarily on the academic side of the enterprise, consistent with the orientation of the funding agency (NSF), and in order to make the task manageable. That said, other sectors are represented in various parts of this report as they interface with academics or play particularly central roles in our proposals for advancing the science.
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For a decade, The Cancer Genome Atlas (TCGA) program collected clinicopathologic annotation data along with multi-platform molecular profiles of more than 11,000 human tumors across 33 different cancer types. TCGA clinical data contain key features representing the democratized nature of the data collection process. To ensure proper use of this large clinical dataset associated with genomic features, we developed a standardized dataset named the TCGA Pan-Cancer Clinical Data Resource (TCGA-CDR), which includes four major clinical outcome endpoints. In addition to detailing major challenges and statistical limitations encountered during the effort of integrating the acquired clinical data, we present a summary that includes endpoint usage recommendations for each cancer type. These TCGA-CDR findings appear to be consistent with cancer genomics studies independent of the TCGA effort and provide opportunities for investigating cancer biology using clinical correlates at an unprecedented scale.
BASE
For a decade, The Cancer Genome Atlas (TCGA) program collected clinicopathologic annotation data along with multi-platform molecular profiles of more than 11,000 human tumors across 33 different cancer types. TCGA clinical data contain key features representing the democratized nature of the data collection process. To ensure proper use of this large clinical dataset associated with genomic features, we developed a standardized dataset named the TCGA Pan-Cancer Clinical Data Resource (TCGA-CDR), which includes four major clinical outcome endpoints. In addition to detailing major challenges and statistical limitations encountered during the effort of integrating the acquired clinical data, we present a summary that includes endpoint usage recommendations for each cancer type. These TCGA-CDR findings appear to be consistent with cancer genomics studies independent of the TCGA effort and provide opportunities for investigating cancer biology using clinical correlates at an unprecedented scale. Analysis of clinicopathologic annotations for over 11,000 cancer patients in the TCGA program leads to the generation of TCGA Clinical Data Resource, which provides recommendations of clinical outcome endpoint usage for 33 cancer types.
BASE