In the semiclassical approximation, quantum field theory suggests that black

holes eventually evaporate in a manner largely independent of their internal structure. Doing so, however, leads to a violation of unitarity of quantum mechanics, rendering the system inconsistent. One possible resolution is soft violations of locality in the near horizon region. The first consistency check is whether such a proposal can actually get the information out. Using quantum information techniques, a large class of evolutions into paired states is ruled out. More generally, information transfer can be characterized by the mutual information of a specially prepared state. Minimizing this quantity saturates a subadditivity inequality, leading to "subspace transfer"; maximizing it generically leads to an enhanced particle flux. Using the tools of effective field theory, one can then try to model the nonlocality as arising from an effective source localized near the horizon. To get information out at the right rate, this source must have a characteristic size. The horizon is altered, but nonviolent. This model also naturally accommodates black hole mining, avoiding a potential flaw. Having passed important consistency checks, nonviolent nonlocality is a viable solution to the information paradox.

We compare Metropolitan Planning Organization(MPO) Regional Transportation Plans (RTP) and planning processes in California with selected regions. Seventeen MPOs were included to provide a balance of geographic location, growth rate, transit orientation, size, density, and air quality conformity status. The MPOs’ planning processes and documentation were compared in terms of the history and current progress in regional transportation planning; approaches toward addressing the transportation impacts of land use decisions; methods and degree of citizen participation in the process; the project evaluation process used; and the databases available in each MPO to support evaluation. Based on oral and written surveys and the examination of planning documents, we present conclusions and recommendations about public involvement in the regional planning process; coordination with other planning institutions at various levels of governance; the frequency of updates; scoring criteria for projects; the use of planning data in the RTP; and the evolving role of MPOs with regard to plan preparation.

This report is one in a series of first-level analysis reports that describe the results of HVS testing on a full-scale experiment being performed at the Richmond Field Station (RFS) to validate Caltrans overlay strategies for the rehabilitation of cracked asphalt concrete. It describes the results of the forensic investigation on the HVS rutting sections (Sections 580RF through 581RF) and HVS reflective cracking testing sections (Sections 586RF through 591RF). The study forms part of Partnered Pavement Research Center Strategic Plan Element 4.10: “Development of Improved Rehabilitation Designs for Reflective Cracking.” Findings and observations based on the data collected during this forensic investigation include:

• There was considerable variation in the thicknesses of the constructed layers of the test road.

• In the rutting experiments, rutting occurred primarily in the underlying DGAC and not in the overlay. In the reflective cracking experiments, rutting occurred in both layers. Very little rutting occurred in the underlying layers.

• Cracks were observed on some of the test pit profiles. In the underlying DGAC layer, cracks were generally clearly visible. However, in the overlays, heat generated from the saw cut operation appeared to seal any cracks and no conclusions could be drawn as to the depth that cracks had reflected into the overlays. Most cracks appeared to have initiated close to the bottom of the underlying DGAC. Some crack initiation was also observed at poorly bonded joints between lifts and overlays in the AR4000-D section.

• Some post-construction cementation of the base material appeared to have occurred. This was substantiated with DCP tests, close inspection of the test pit profile, use of phenolphthalein to determine the pH of the base material, and examination of specimens under optical and scanning electron microscopes. This recementation appears to have contributed to the good performance of the sections.

• Base material density was generally consistent over the section. Nuclear gauge determined wet densities averaged 2,176 kg/m3, which corresponds with the average of 2,200 kg/m3 recorded after construction.

• Nuclear gauge-determined base moisture contents averaged 11.1 percent for the 18 test pits, with higher moisture contents in the top 50 mm compared to the remainder of the layer. This is higher than the predetermined optimum (8.9 percent) and the laboratory-determined gravimetric moisture contents (8.7 percent).

• Subgrade densities were not measured. The average subgrade moisture content was 15 percent, considerably higher than the base moisture content. The presence of mottling in the subgrade material indicates that the moisture content probably fluctuated seasonally.

• Air-void contents were lower in the wheelpath after HVS testing compared to before HVS testing, as expected. The findings of this investigation confirm the conclusions of the other first-level analysis reports on HVS testing. No recommendations as to the use of modified binders in overlay mixes are made at this time.