Systematic, well-designed research provides the most effective approach to the solution of many problems facing highway administrators and engineers. Often, highway problems are of local interest and can best be studied by highway departments individually or in cooperation with their state universities and others. However, the accelerating growth of highway transportation develops increasingly complex problems of wide interest to highway authorities. These problems are best studied through a coordinated program of cooperative research. In recognition of these needs, the highway administrators of the American Association of State Highway and Transportation Officials initiated in 1962 an objective national highway research program employing modern scientific techniques. This program is supported on a continuing basis by funds from participating member states of the Association and it receives the full cooperation and support of the Federal Highway Administration, United States Department of Transportation. The Transportation Research Board of the National Academies was requested by the Association to administer the research program because of the Board's recognized objectivity and understanding of modern research practices. The Board is uniquely suited for this purpose as it maintains an extensive committee structure from which authorities on any highway transportation subject may be drawn; it possesses avenues of communications and cooperation with federal, state and local governmental agencies, universities, and industry; its relationship to the National Research Council is an insurance of objectivity; it maintains a full-time research correlation staff of specialists in highway transportation matters to bring the findings of research directly to those who are in a position to use them. The program is developed on the basis of research needs identified by chief administrators of the highway and transportation departments and by committees of AASHTO. Each year, specific areas of research needs to be included in the program are proposed to the National Research Council and the Board by the American Association of State Highway and Transportation Officials. Research projects to fulfill these needs are defined by the Board, and qualified research agencies are selected from those that have submitted proposals. Administration and surveillance of research contracts are the responsibilities of the National Research Council and the Transportation Research Board. The needs for highway research are many, and the National Cooperative Highway Research Program can make significant contributions to the solution of highway transportation problems of mutual concern to many responsible groups. The program, however, is intended to complement rather than to substitute for or duplicate other highway research programs.

Peter Sweatman formed Charity Technology Trust (CTT) 'Established to improve charities OVERVIEWIn January 2003, CTT had a team of ten staff, seven trustees, four patrons, five IT-partner firms, three strategic advisers and works with 27 of the largest UK charities on a variety of technology projects. CTT's operations are divided into four areas: CTT Raffles -a provider of online charity raffles; CTT Maila web-based charity e-mail management tool, with associated e-mail design and strategy services; CTT Solutions -an IT strategy consulting group which helps charities plan their IT investments; and Digital Links International (DLI) -an initiative which recycles donated PCs and distributes them through a trusted network into developing countries.In its first year of operation, CTT raised over £90,000 for its charity clients from 10,000 online transactions, of which over 50 per cent were from new online donors. By the end of 2002, the organisation was mailing over 100,000 charity e-mails per month and had been invited to tender for

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Twelve drivers detected changes in vehicle steering sensitivity in free maneuvering of limited duration. The changes were produced by diverse means, and drivers' discrimination of changes was determined as just noticeable differences in yaw rate sensitivity. These measures were not significantly different for changes being made in steering ratio, stability factor, and vehicle speed. This result supports the hypothesis that drivers detect changes in yaw rate sensitivity when attempting to discriminate changes in steering sensitivity. Drivers readily detected changes in yaw rate sensitivity, the overall average just noticeable difference being relatively small. It is suggested that yaw rate sensitivity is an inputloutput quantity of fundamental importance.

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