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The SNF2h remodeler slides nucleosomes most efficiently as a dimer, yet how the two protomers avoid a tug-of-war is unclear. Furthermore, SNF2h couples histone octamer deformation to nucleosome sliding, but the underlying structural basis remains unknown. Here we present cryo-EM structures of SNF2h-nucleosome complexes with ADP-BeFx that capture two potential reaction intermediates. In one structure, histone residues near the dyad and in the H2A-H2B acidic patch, distal to the active SNF2h protomer, appear disordered. The disordered acidic patch is expected to inhibit the second SNF2h protomer, while disorder near the dyad is expected to promote DNA translocation. The other structure doesn't show octamer deformation, but surprisingly shows a 2 bp translocation. FRET studies indicate that ADP-BeFx predisposes SNF2h-nucleosome complexes for an elemental translocation step. We propose a model for allosteric control through the nucleosome, where one SNF2h protomer promotes asymmetric octamer deformation to inhibit the second protomer, while stimulating directional DNA translocation.

The ATP-dependent chromatin assembly factor (ACF) spaces nucleosomes to promote formation of silent chromatin. Two copies of its ATPase subunit SNF2h bind opposite sides of a nucleosome, but how these protomers avoid competition is unknown. SNF2h senses the length of DNA flanking a nucleosome via its HAND-SANT-SLIDE (HSS) domain, yet it is unclear how this interaction enhances remodeling. Using covalently connected SNF2h dimers we show that dimerization accelerates remodeling and that the HSS contributes to communication between protomers. We further identify a nucleotide-dependent conformational change in SNF2h. In one conformation the HSS binds flanking DNA, and in another conformation the HSS engages the nucleosome core. Based on these results, we propose a model in which DNA length sensing and translocation are performed by two distinct conformational states of SNF2h. Such separation of function suggests that these activities could be independently regulated to affect remodeling outcomes.

The chromatin remodeling complex ACF helps establish the appropriate nucleosome spacing for generating repressed chromatin states. ACF activity is stimulated by two defining features of the nucleosomal substrate: a basic patch on the histone H4 N-terminal tail and the specific length of flanking DNA. However, the mechanisms by which these two substrate cues function in the ACF remodeling reaction is not well understood. Using electron paramagnetic resonance spectroscopy with spin-labeled ATP analogs to probe the structure of the ATP active site under physiological solution conditions, we identify a closed state of the ATP-binding pocket that correlates with ATPase activity. We find that the H4 tail promotes pocket closure. We further show that ATPase stimulation by the H4 tail does not require a specific structure connecting the H4 tail and the globular domain. In the case of many DNA helicases, closure of the ATP-binding pocket is regulated by specific DNA substrates. Pocket closure by the H4 tail may analogously provide a mechanism to directly couple substrate recognition to activity. Surprisingly, the flanking DNA, which also stimulates ATP hydrolysis, does not promote pocket closure, suggesting that the H4 tail and flanking DNA may be recognized in different reaction steps.

This working paper reports initial results of a set of analyses investigating differences between non-truck involved and truck-involved crashes. Data was selected from the California Department of Transportation TASAS accident reporting system. Results indicate that there are differences in primary collision factors (as assigned by the California Highway Patrol through issuance of traffic citations) between truck-involved and non-truck-involved crashes in the vicinity of freeway interchanges. "Speeding' in truck-involved crashes is cited at approximately one-half its rate for non-truck-involved crashes. Additionally, there is no statistical difference in the appearance of the "Uninvolved Motorist" TASAS party designation between truck and non-truck-involved crashes.

Data associated with over 9000 accidents involving large trucks and combination vehicles during a two-year period on freeways in the greater Los Angeles area are analyzed relative to collision factors, accident severity, incident duration, and lane closures. Relationships between type of collision and accident characteristics are explored using log-linear models. The results point to significant differences in several immediate consequences of truck-related freeway accidents according to collision type. These differences are associated both with the severity of the accident, in terms of injuries and fatalities, and the impact of the accident on system performance, in terms of incident duration and lane closures. Hit-object and broadside collisions are the most severe types in terms of fatalities and injuries, respectively, and single-vehicle accidents are relatively more severe than two-vehicle accidents. The durations of accident incidents are found to be log-normally distributed for homogeneous groups of truck accidents, categorized according to type of collision and, in some instances, severity. The longest durations are typically associated with overturns.

This paper reports the results of an effort directed toward developing a consistent methodology to assess the impacts of traffic disruption due to major transportation reconstruction/rehabilitation projects during the period of implementation. In the approach taken by this research, state-of-the-art traffic simulation models are used to estimate the performance of the transportation system during various construction phases. Alternative construction and traffic redirection strategies designed to minimize both the direct and indirect losses associated with the construction/rehabilitation are then evaluated with the  development of a systematic, computerized procedure designed to: 1. provide for the creation and comparison of multiple and 'layered' reconstruction/rehabilitation scenarios,2. minimize the required knowledge of both the detailed interactions with the model as well as the host computer, and 3. produce meaningful, comparative outputs that assist in the selection of reasonable alternatives. The resulting modeling environment is viewed as a convenient tool to assist both the traffic engineer and the transportation planner in selection of reasonable reconstruction/rehabilitation plans and schedules.

Index Terms-- Electronic forum, transportation research, world wide web. I. SUMMARY TransNet is an experimental service that provides a model for the organization and electronic dissemination of transportation knowledge. TransNet is an Internet cooperative whose members will include universities that have a demonstrated interest in transportation research and that have the necessary hardware, software, and personnel to host a world wide web (WWW, or Web) site. TransNet provides the opportunity for hundreds of universities and other organizations to participate in the cooperative venture. Each host organization maintains a standard set of information services for one or more specific transportation-related research topics. This paper provides an overview of the TransNet project and describes the 'nested matrix' approach adopted for topic organization. The nine basic services (literature, research, modeling, education, agency contacts, professional forum, multimedia, Internet links, and news) that will be provided by host universities for each transportation topic are described in detail. As TransNet evolves, and as more participants begin to host topic-specific service pages, a wealth of transportation research data and information will become readily accessible electronically to all interested parties.

The article reports that a Chicago Park District Police Training School recently inaugurated a short-answer testing program in order to measure the effectiveness of its training course in which more than 700 police officers participate. This training course has been in existence since 1936 for all men below the rank of Captain. Each officer attends school two hours a week for alternating months between September and June. The school recesses during the summer months when the demand for police service throughout the park system is at its heaviest. The men go to school while they are off duty, and the time spent by them in school is returned to them by their commanding officers at the convenience of the service. Instruction is given separately to fourteen groups, each comprising fifty-five officers. The officers attending the school range in periods of service from recent induction to forty-two years. Attendance is compulsory until a man is sixty-four years old; at sixty-five he is automatically retired from the force.