text:
2006 Subaru Outback
The newly redesigned line of Subaru Outback models has been further improved for 2006. The four-cylinder engine on 2006 Outback 2.5 i models is more powerful than last year's models. Also, two new models have been added to the lineup: a four-cylinder Outback sedan and a less expensive version of the six-cylinder Outback wagon.
The Outback was completely redesigned for 2005, so 2006 represents the second model year for this latest generation of rugged wagons and sedans, the sweet spot for buying a new car, according to some. It's bigger and offers more interior space than the previous generation Outbacks. The new cabins are more comfortable, more luxurious, and better looking, and the styling was refined, so the Outback doesn't look as boxy as before. More important, it was re-engineered with a lower center of gravity for improved handling and stability, even though it already boasted those attributes in spades, especially when compared with sport utility vehicles.
The Outback features the latest in Subaru's premium technology, with one of the world's best all-wheel-drive systems paired with boxer-style engines that help it achieve a low center of gravity. As a result, the Outback delivers excellent all-weather capability. It feels secure and confident in a driving rain and is our first choice for gravel roads. Yet it also delivers responsive handling on dry, winding roads and is a comfortable, versatile car for everyday driving.
Though mechanically similar, the Outback offers slightly more ground clearance than the Subaru Legacy and has underbody protection that makes it better suited to gravel roads and deep snow. These cars are truly well suited to the sort of outback you find in America. Whether on paved or unpaved roads, the Outback's handling is vastly superior to that of a sport utility, yet it can stand up to a fair amount of abuse. Outback wagons are an excellent choice for outdoor activities.
Safety is enhanced with dual-stage frontal airbags, front seat-mounted side-impact airbags and full coverage side curtain airbags. Active front-seat head restraints are standard. Anti-lock brakes with electronic brake-force distribution come standard. Add those safety features with the stability of Subaru's all-wheel drive, and the Outback is at the top of our list for when the weather turns nasty and roads turn slippery.
Model Lineup
The Subaru Outback comes in wagon and sedan body styles. They come with a choice of three engines. All-wheel drive, a Subaru feature, is standard across the line, but it comes in three versions, each matched to a specific combination of engine and transmission.
The 2.5 i Wagon and 2.5 i Limited Wagon and the new 2.5 i Limited Sedan come with a 2.5-liter four-cylinder engine rated at 175 horsepower. The 2.5 i models are available with five-speed manual as standard, or four-speed automatic transmission ($1000).
The 2.5 XT models feature a turbocharged and intercooled version of the same four-cylinder engine that produces 250 horsepower. The five-speed manual transmission is beefed up to handle the additional power, and a five-speed Sportshift automatic is available ($1200).
The 3.0 R models, the L.L. Bean Edition and the VDC Limited come with a six-cylinder engine rated at 250 horsepower and the five-speed Sportshift automatic. For 2006, the VDC model (for Vehicle Dynamics Control, an electronic stability control system) comes standard with the navigation system, an option on the other Outback models ($2,000).
The base 2.5 i ($24,795) comes standard with an eight-way power seat, tilt steering wheel, auto-off headlights and cruise control, power windows, power mirrors, power door locks, and remote keyless entry. Air conditioning comes standard, along with durable-looking fabric upholstery and a six-speaker AM/FM/CD stereo. The cargo area has its own light, carpet (including on the back of the rear seats, which are 60/40 split fold-down units), grocery bag hooks and a retractable cargo area cover. The rear bumper is protected by a full-width step pad, and the roof rack comes already fitted with cross bars.
The 2.5 i Limited Wagon ($27,595) and 2.5 i Limited Sedan ($27,395) add leather-trimmed upholstery, dual-zone automatic air conditioning, a six-disc in-dash CD changer, fog lamps, and dual-panel power moonroof.
The 2.5 XT ($30,995) adds body-colored outside mirrors with integrated turn signals and decorative door sill and rear liftgate sill plate covers, along with a four-way power seat with manually adjustable lumbar support for the front-seat passenger, sport front seats and leather trim for the brake handle and shift lever. (It does not come standard with the moonroof, however.) A leather-wrapped, Momo-brand steering wheel has integrated Sportshift control buttons if the optional five-speed automatic is ordered. The XT Limited ($30,995) adds perforated leather seat trim and the power moonroof.
The 3.0 R L.L. Bean Sedan ($31,295) gets the L.L. Bean logos, a tire pressure monitoring system, a rear-seat center armrest with trunk pass-through and a single panel power moonroof (but trades the turn indicator-equipped outside mirrors for the base units). A Momo mahogany-and-leather-wrapped steering wheel has integrated audio controls. The 3.0 R L.L. Bean Wagon ($32,495) also gets an auto-dimming inside mirror with electronic compass, L.L. Bean floor mats and leather-trimmed seats and a removable cargo tray. The 3.0 R VDC Limited wagon ($35,395) gets the outside mirrors with integrated turn signals, the dual-pane moonroof, and the navigation system, a three-frequency, programmable remote HomeLink transmitter, and upgraded audio with an MP3 player and rear subwoofer.
Options include the navigation system, packaged with other amenities including dual-zone climate control, and a six-disc in-dash CD changer ($2,000). A variety of cargo nets is available, one of which attaches to the rear seatbacks and ceiling-mounted hooks separating the passenger and cargo compartments, a must-have feature. Other options include an auto-dimming/compass rearview mirror ($183), an upgraded security system with perimeter alarm ($98); a cargo area spotlight ($65); a subwoofer/amplifier ($273); a hood protector ($85); a front bumper underguard ($136); all-weather floor mats ($55); locks for alloy wheels ($41); a short-throw shifter fo
The Outback is a new vehicle, having been redesigned for 2005. It looks firmly planted. It is, in fact, firmly planted, but its smartly crafted fender blisters, deep front bumper and nicely proportioned tire and wheel combinations add to this impression. For 2006, the 2.5 i and 2.5 i Limited models have been upgraded with 17-inch wheels as standard equipment, as on the higher-level models.
The Outback is taller than its fraternal twin, the Legacy, and is further distinguished with two honeycomb-like bars that split the Outback's grille horizontally, highlighting its extended, octagonal shape. Large round fog lamps emphasize and soften the aggressive lower fascia. A low-rise air intake scoop on the XT model's hood hints at power lurking beneath. On the XT and the 3.0 R, the clear-lens turn indicators on the lower edges of the outside mirrors minimize their mass. Wide tires visually stretch the car's stance.
Even while standing still, the Outback has a look of motion. That begins with the aerodynamic slope of the hood, made possible by the low profile of Subaru's horizontally opposed engines. The look of motion is enhanced through the wagon's roof line, which drops steadily rearward from the front doors. This design is functional, combining with the increasing inward tilt of the rear side windows to ease air flow beyond the wagon's tail end. Clearly outlined fender blisters make the gap between tire and wheel well look smaller than it is. Minimalist splashguards behind both wheel wells and cladding along the bottom of the doors make the body look tightly connected to its wheels, unlike many other off-road capable vehicles.
On the rear of the wagon, all the lines (roof, rear window outline, beltline, bumper and rocker panel) draw inward toward the car's center, giving it a taut, neat finish. Large, geometric taillights cover the upper corners of the rear fenders. Small, almost demure backup lights are embedded in the liftgate on each side of the chrome eyelid over the recess for the rear license plate. The secondary, high-mounted stop light is centered in the roof-high spoiler behind a stylish clear lens.
In the sedan, the silhouette rises gradually to the A-pillar, then loops up over the geometrically arched side windows and back down behind the upscale, BMW-like C-pillar where it merges with the shoulder-like beltline before wrapping around the trunk, aerodynamically tapered like that of the wagon The back end of the sedan traces the rounded shape of the car, with visible shoulders connected by a smoothly arcing trunk lid, concave below the trailing top edge. The license plate is inset in the rear, and large, trapezoidal taillights wrap around the rear fenders.
Interior Features
The Outbacks have comfortable, versatile cabins. The front seats in the base 2.5 i model are comfortable, but not what one might call cushy, upholstered in a durable fabric that's reasonably grippy, more so than the leather in the 2.5 i Limited. Rear seats are bolstered about the same as the fronts, with a minimal rise in the center in recognition of the driveline hump. The leather in the Limited had a thick feel, but it is richly surfaced. The front seats in the XT and more expensive models have fuller bolsters and better overall support; the lumbar adjustments can be set from very soft to accommodate sensitive lower backs, to very aggressive to brace a classic ramrod spine. Bottom cushions are deeper than many but could offer more thigh support. The perforated leather insets in the XT Limited add some grip that is lacking in the smooth-finished leather and allow a small amount of air flow that's refreshing on hot and cold days.
The dash is topped with high-quality, seamless vinyl, mildly textured and finished in a low-gloss to minimize reflected glare in the windshield. The instruments are rimmed in black in the 2.5 i and XT, in chrome in the 3.0 R. Gauges are large and round, positioned directly in front of the driver and easy to scan through the three-spoke steering wheel. Cruise controls are contained in a stubby stalk attached to the steering wheel at about the 4 o'clock position.
In the upper half of the dash to the left of the gauges are two vents, one small for defogging the driver's window, the other large, with four-way directional vanes and a roller knob that varies the air flow from full to off. Below these are controls for dash light intensity, outside mirror adjustment and remote gas filler cover and a small storage bin. At the opposite end of the dash, matching vents fulfill the same functions.
The center stack and forward portion of the center console are covered in an understated metallic-look, matte-finish plastic with chrome-like accents. Two large air vents at the top of the center stack flank a large storage bin with retracting cover. Directly below this is the trip computer display. Next down the stack is the stereo control head, and at the bottom is the climate control panel. All controls consist of large, round knobs and intuitive, easy-to-use buttons and switches. The exception is the stereo, which requires either start-and-stop seeking or scanning, or the use of a lateral rocker switch to scroll up or down through the frequencies until the desired one is reached. In models with seat heaters, the controls are set in the center console directly forward of the slider covering the two front cup holders.
Inside door pulls are ergonomically designed, almost vertical and can be grasped easily for support on rough back roads. The opening lever is chrome, contrasting with the metallic matte finish of the accent surrounding the power window buttons and door pull. The headliner has a soft nap, with welcome assist grips over the doors. The sedan's trunk and trunk lid are finished. The wagon's tailgate allows standing fully upright when open and a pull-down handle minimizes contact with the exterior's collected road dirt and grime.
Forward visibility is above average, aided by the sloping hood. Side and rear vision is excellent in the wagon, which is no surprise, but is also better than expected in the sedan, thanks to good-sized rear quarter windows and trim C-pillars.
The glove box is adequate, if not voluminous. Two rear seat occupants have their own cup holders and a place to store magazines on the back of the front seats. Both sedan and wagons have a compartmentalized storage tray hidden beneath the floor and on top of the spare tire. The wagons have two covered storage bins in the cargo area.
Driving Impressions
The Subaru Outback is proof that modern wagons can be fun to drive.
The base 2.5 i models deliver sufficient performance for commuting and daily driving, but don't offer the responsiveness of the more powerful turbo and six-cylinder engines. The 2.5 i engine has been upgraded for 2006 to produce 175 horsepower (a seven-horsepower increase over 2005) and 169 pound-feet of torque. With the five-speed manual and optional short-throw shifter, it's enjoyable to drive on winding roads. With the automatic, it's be a solid commuter and weekend workhorse. The 2.5i gets an EPA-estimated 23/28 City/Highway miles per gallon with the manual, 22/28 mpg with the automatic.
Fitted with the five-speed manual transmission, the 2.5 i and 2.5 XT get an all-wheel drive system using a viscous-coupling center differential that distributes power where it can best be used; the default is 50/50 front/rear but can reach 100 percent to either end if conditions warrant. With the four-speed automatic comes an electronically managed, continuously variable transfer clutch that splits the power as needed, but only up to a maximum of 50 percent to the rear wheels.
We had the opportunity to test a 2.5 XT Limited wagon with the five-speed manual and a 3.0 R wagon with the automatic. We couldn't hear a squeak or rattle in either model, indicating their build quality. Little wind noise was apparent, confined mostly to rushing air around the roof rack. More tire and road noise makes its way into the less well-insulated cabin of the 2.5, but not to any disturbing degree in either.
The turbocharged Outback 2.5 XT, with the intercooler tucked under a distinguishing hood scoop, is much more fun to drive than the 2.5 i or the 3.0 models. Its turbocharged version of the four-cylinder engine makes 250 horsepower at 6000 rpm for more sporting performance. The turbo spools up with minimal lag, and when it hits its stride, at a relatively low 3600 revolutions per minute, it comes on in a linear surge that pulls all the way up to redline. Changing up a gear 500 or 600 rpm before that point delivers more power quicker, however, as it drops the engine back into the deep part of the torque curve sooner. The four-cylinder turbo develops an impressive 250 pound-feet of torque at 3600 rpm, more than the six-cylinder engine. Torque is that force that propels you from intersections and up hills. The turbo is EPA-rated 19/25 mpg with the manual, 19/24 mpg with the automatic.
The action of the five-speed manual shifter is a little vague, a characteristic of Subaru gearboxes. The five-speed automatic, called Sportshift, is easy to shift manually: push the lever forward to shift up, pull it back to shift down. It upshifts on its own well before the engine hits its rev limiter, however, depriving manual shifters a degree of control.
The steering is light and responsive, with good on-center feel. The suspension is properly calibrated to absorb pavement irregularities and undulations without disturbing directional stability, whether in a straight line or on winding roads. There's some body lean in hard cornering, but nothing untoward. These improvements can be attributed to the redesign, which widened the track, lowered the engine in the chassis about an inch to lower the center of gravity, and modified the rear suspension to lower the roll center.
The Outback XT accounts for itself surprisingly well off the pavement, especially when fitted with the five-speed automatic. In the XT, the automatic gets the Variable Torque Distribution version of Subaru's three all-wheel-drive systems. The VTD system uses a planetary center differential managed by an electronically controlled, continuously variable hydraulic clutch to distribute the engine's power. Ideal conditions see the power split 45/55 front/rear to deliver more of a sporty, rear-wheel-drive dynamic; under less than ideal conditions, the split can reach a maximum of 50/50. And under those
The Subaru Outback is roomy and comfortable and can go almost anywhere. It's not the least expensive vehicle in its category, but it offers premium technology, lots of safety feature, and excellent handling and all-weather capability. It's a great companion for the outback.
NewCarTestDrive.com correspondent Tom Lankard is based in Northern California.
|Model Line Overview
|Model lineup:
|Subaru Outback 2.5 i wagon ($24,795); 2.5 i Limited wagon ($27,595); 2.5 i Limited Sedan ($27,395); 2.5 XT ($28,595); 2.5 XT Limited ($30,995); 3.0 R Wagon ($28,995), 3.0 R L.L. Bean Edition wagon ($32,495); 3.0 R L.L. Bean Edition sedan ($31,295); 3.0 R VDC Limited ($35,695)
|175-hp 2.5-liter single overhead cam 16-valve flat four; 250-hp 2.5-liter double overhead cam 16-valve turbocharged and intercooled flat four; 250-hp 3.0-liter double overhead cam 24-valve flat six-cylinder
|5-speed manual; 4-speed automatic; 5-speed automatic
|Safety equipment (standard):
|two-stage frontal airbags; front seat-mounted side-impact airbags; full coverage side curtain airbags; active front-seat head restraints; head restraints for all rear seating positions (adjustable for outboard positions); anti-lock brakes with electronic brake-force distribution; child safety seat anchors; collision-activated retracting brake pedal assembly
|Safety equipment (optional):
|Basic warranty:
|3 years/36,000 miles
|Assembled in:
|Lafayette, Indiana
|Specifications As Tested
|Model tested (MSPR):
|Subaru Outback 3.0 R L.L. Bean Edition wagon ($33,495)
|Standard equipment:
|dual-zone automatic climate control; cruise control; power door locks, outside mirrors and windows; 8-way driver and 4-way passenger (with manual lumbar) power seats; six-speaker AM/FM/CD stereo with in-dash, 6-disc changer; digital clock and trip computer; auto-off headlights; leather-trimmed upholstery, shift knob and brake handle; Momo mahogany/leather-wrapped steering wheel with remote audio controls; remote keyless entry with engine immobilizer; dual-panel power moonroof; heated front seats, exterior mirrors and windshield washer nozzles; halogen foglamps; auto-dimming mirror/compass; carpeted floor mats; rear seat armrest; removable cargo tray; two-way retractable cargo area cover; two accessory power outlets
|Options as tested (MSPR):
|California PZEV ($200)
|Destination charge:
|Gas guzzler tax:
|Price as tested (MSPR):
|all-wheel drive
|3.0-liter double overhead cam 24-valve flat six
|Horsepower (lb.-ft @ rpm):
|250 @ 6600
|Torque (lb.-ft @ rpm):
|219 @ 4200
|5-speed Sportshift automatic
|EPA fuel economy, city/hwy:
|19/25 mpg
|105.1 in.
|188.7/69.7/61.6 in.
|Track, f/r:
|58.9/58.7 in.
|Turning circle:
|35.4 ft.
|Seating Capacity:
|Head/hip/leg room, f:
|38.7/51.0/44.1 in.
|Head/hip/leg room, m:
|Head/hip/leg room, r:
|37.1/52.6/33.9 in.
|Cargo volume:
|61.7 cu. ft.
|Towing capacity:
|3000 Lbs.
|Suspension, f:
|independent, MacPherson-type struts, coil springs, stabilizer bar
|Suspension, r:
|independent, multi-link, coil springs, stabilize bar
|Ground clearance:
|8.4 in.
|Curb weigth:
|3600 lbs.
|Brakes, f/r:
|disc/disc with ABS and EBD
|Fuel capacity:
|16.9 gal.
|Unless otherwise indicated, specifications refer to test vehicle. All prices are manufacturer's suggested retail prices (MSPR) effective as of December 15, 2005.Prices do not include manufacturer's destination and delivery charges. N/A: Information not available or not applicable. Manufacturer Info Sources: 1-800-782-2783 - www.subaru.com
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Next week's UFC 141 main event will remain intact.
After issues with a recent Nevada State Athletic Commission-mandated drug test, Alistair Overeem (35-11 MMA, 0-0 UFC) finally has taken and passed a test and been cleared to compete against Brock Lesnar (5-2 MMA, 4-2 UFC).
UFC president Dana White first hinted at the news today via Twitter, and an official later confirmed the passed test with MMAjunkie.com (www.mmajunkie.com).
"Overeem is ready to go!!!" White tweeted. "Lesnar vs Overeem is on!"
"UFC 141: Lesnar vs. Overeem" takes place next Friday, Dec. 29, at Las Vegas' MGM Grand Garden Arena. The main card airs on pay-per-view, and prelims air on Spike TV and stream on Facebook.
The five-round non-title fight, which will determine a No. 1 contender in the UFC's heavyweight division, was thrown into doubt this past week when Overeem missed an out-of-competition test the commission ordered him to undergo on Nov. 17. As it turned out, NSAC executive director Keith Kizer notified Overeem of the test the same day the fighter flew to Holland to attend to his mother, who is dealing with a possible cancer relapse.
As part of a conditional license that was issued on Dec. 12, Overeem was required to fly to London on Dec. 13 for a drug test at at a facility affiliated with Quest Diagnostics, which the NSAC often uses for drug tests conducted in Nevada. The results came back clean today.
In addition to two pre-fight tests for performance-enhancers, Overeem will be tested on fight night for performance-enhancers and drugs of abuse (per NSAC guidelines). Additionally, as part of the conditional license, he'll also be subject to two random tests taken at his expense within six months after the fight.
Upon initially hearing of the out-of-competition test requested by the NSAC, Overeem took a steroid test administered by his personal doctor on Nov. 23, which came back clean. However, it was a blood test, and the commission requires a urine test. Two weeks later, he submitted urine to his doctor that was shipped to a lab in Germany.
A commission meeting held this past week in Las Vegas made clear the circumstances of Overeem's case were unfamiliar territory for the NSAC, which reinstated out-of-competition testing in July after budgetary issues forced it to shut down the program this past year. Nevertheless, Kizer said future cases will be handled on a case-by-case basis and speculated that major changes to the commission's policies regarding out-of-competition testing are unlikely beyond formalizing the notification of tests.
Although he's never failed a drug test, Overeem has been a frequent source of speculation. He spent much of his career in Japan, where little if any testing was done. However, he's competed in the U.S. for the past two years (first with Strikeforce and now with the UFC), and all of his tests have come back clean.
For more on UFC 141, stay tuned to the UFC Rumors section of the site.
(Pictured: Alistair Overeem)

subset: commoncrawl


text:
Clinical Trials
Investigating the Anti-Human Immunodeficiency Virus (HIV) & Anti-inflammatory Effect of Chloroquine
( Insufficient financial support; lack of efficacy for primary endpoint )
University of Minnesota
Minnesota Medical Foundation
Information provided by (Responsible Party)
University of Minnesota
First received: March 27, 2006
Last updated: June 2, 2020
Last Verified: June 2020
History of Changes
Summary: Chloroquine is a medication that in laboratory settings has significant anti-HIV
effects in HIV infected T-cells. Chloroquine has been used safely for over 60 years for
malaria treatment and prevention, and it also has significant anti-inflammatory effects. No
formal study of chloroquine has been performed in people with HIV infection. Chloroquine is
used worldwide and is quite inexpensive outside of the United States. If shown to be
effective, chloroquine could be a very important tool worldwide in delaying HIV disease
progression which would extend the time period without needing anti-retroviral therapy. In
countries where anti-retroviral therapy is not available, this could be very helpful.
This is an 8 week trial study requiring 3 study visits. Participants will be ask to take a once a day study medication (chloroquine or placebo) for 8 weeks and have three blood draws for CD4 counts, HIV viral loads, and other research tests. The visits are at study enrollment, 4 weeks, and 8 weeks.
HIV Infections
Drug : chloroquine phosphate
Drug : Placebo
Phase 2
Phase 3
|Study Type:
|Study Design:
Allocation: Randomized
Intervention Model: Parallel Assignment
Masking: Triple (Participant, Investigator, Outcomes Assessor)
Primary Purpose: Treatment
|Official Title:
|A Randomized, Pilot Study of the Anti-Viral and Anti-Inflammatory Effects of Chloroquine in Early HIV Infection
Further study details as provided by University of Minnesota:
Primary Outcome Measures
HIV Viral Load Change
[ Time Frame: baseline and 8 weeks ]
HIV-1 viral load change between baseline and 8 weeks
- Change in Immune Activation Assessed by Flow Cytometry Analysis From Baseline to 8 Weeks
[ Time Frame: 8 weeks ]
The Change in the percentages of CD38+ HLA-DR+ CD8 and CD4 memory T cells from baseline to 8 weeks.
|Study Start Date:
|March 2006
|Study Completion Date:
|June 2009
|Estimated Primary Completion Date:
|December 2008 (Final data collection date for primary outcome measure)
|Assigned Interventions
Chloroquine 205mg or 500mg orally once daily (Results pooled)
chloroquine phosphate
250mg or 500mg PO (by mouth) QDay
Other Name: Aralen
Placebo Comparator:
Placebo once daily for 8 weeks
Placebo once daily for 8 weeks
Detailed Description:
A phase I randomized, double-blind, placebo controlled trial to investigate the efficacy of chloroquine to decrease T-cell activation and decrease viral load in early HIV.
Scientific Rationale:
Chloroquine has in vivo direct anti-HIV effects and an anti-inflammatory effect. These properties may be beneficial in reducing viral burden and immune activation therefore delaying HIV disease progression.
Sample Size: 25
Length of Study: 8 weeks, [enrollment + 2 follow up visits].
- Arm 1a: Chloroquine 250mg orally once daily for 8 weeks.
- Arm 1b: Chloroquine 500mg orally once daily for 8 weeks.
- Arm 2: Placebo once daily for 8 weeks.
|Ages Eligible for Study:
|18 Years to 65 Years
|Sexes Eligible for Study:
|Accepts Healthy Volunteers:
Inclusion Criteria:
- HIV-1 infected adults
- CD4 count > 250 cells/mm3
- Not presently receiving HIV antiretroviral therapy (> 6 months or naïve)
- Viral load > 3000 RNA copies/mL (3.5 log)
- No planned HIV anti-retroviral therapy for 8 weeks
Exclusion Criteria:
- Prior retinal eye disease
- CD4 < 250 cells/µL
- Renal failure
- Active malignancy
- Corticosteroid therapy
- Age < 18 or > 65 years
Contacts and LocationsChoosing to participate in a study is an important personal decision.Talk with your doctor and family members or friends about deciding to join a study. To learn more about this study, you or your doctor may contact the study research staff using the Contacts provided below.For general information, see Learn About Clinical Studies.
Please refer to this study by its ClinicalTrials.gov identifier: NCT00308620
Locations Show More
|United States, Minnesota
|Minnesota ACTU
|Minneapolis, Minnesota, United States, 55455
Sponsors and CollaboratorsUniversity of Minnesota
Minnesota Medical Foundation
|Principal Investigator:
|David R Boulware, MD, MPH
|University of Minnesota
More Information
Additional Information:University of Minnesota Clinical Virology Program
|Responsible Party:
|University of Minnesota
|ClinicalTrials.gov Identifier:
|NCT00308620 History of Changes
|Other Study ID Numbers:
|Study First Received:
|March 27, 2006
|Last Updated:
|June 2, 2020
Keywords provided by University of Minnesota:HIV
disease progression
treatment naive
Additional relevant MeSH terms:
HIV Infections
Acquired Immunodeficiency Syndrome
Chloroquine diphosphate
ClinicalTrials.gov processed this data on July 10, 2020
This information is provided by ClinicalTrials.gov.


text:
By TODD RICHMOND
Associated Press
MADISON, Wis. (AP) — Wisconsin Republicans inched closer Wednesday to passing their divisive mining legislation, pushing the proposal through the state Senate by a single vote after a draining debate with Democrats who insist the measure will open the door to devastating pollution.
The bill will now go to the state Assembly. Republicans who control that chamber have scheduled a vote for next week. Passage is all but certain. From there the legislation will go to GOP Gov. Scott Walker for his signature.
Republicans have been working for nearly two years to help Gogebic Taconite dig an open-pit mine in the Penokee Hills just south of Lake Superior. Their bill would make sweeping changes to the state's mining rules to clear the company's regulatory path. Republicans insist the measure would help the company create hundreds of jobs at the mine and pave the way for thousands more around the state. Walker, eager to deliver on job creation promises, wants the bill on his desk.
"What you have in front of you tonight is a 21st-century mining bill," said Sen. Tom Tiffany, R-Hazelhurst, the bill's chief Senate sponsor. "Now we have the possibility of a rebirth of an industry here in the state of Wisconsin."
Democrats and conservationists contend the job promises are wildly exaggerated. They argue the bill would loosen environmental protections and allow the mine to pollute one of the last pristine areas of the state.
"Nobody wins tonight," said Sen. Bob Jauch, D-Poplar, whose district includes the mine site. "The fact of the matter is illusion has fed the public appetite that somehow there are thousands of jobs right around the corner … We are one vote short of a responsible state Senate that cares about the future of this state."
Under the bill, the state Department of Natural Resources would have up to 480 days to make a permitting decision. Right now, the process is open-ended. The public couldn't challenge a DNR permit decision until after it was made, and damage a mine might cause to wetlands would be presumed necessary. Applicants would have to submit a plan to compensate for damage, however, which would include a proposal for creating up to an acre and a half of new wetlands for every acre impacted.
A mining company's permit application fees would be capped at $2 million plus the DNR's expenses for delineating wetland boundaries. Tax on a company's revenue would be split 60-40 between local governments and the state. Current law imposes no cap on application fees and calls for all taxes on revenue to go to local governments to offset mining impacts.
The bill also exempts mining companies from the state's $7 per ton recycling fee on waste materials. That exemption could result in a potential loss of up to $171 million annually the state would collect from Gogebic Taconite for environmental protection programs.
Republicans proposed a nearly identical bill during the last legislative session but they had only a 17-16 edge in the Senate. The proposal failed by one vote after moderate Republican Dale Schultz of Richland Center sided with Democrats against it.
But voters handed the GOP an 18-15 majority in the Senate this past November, rendering Schultz irrelevant. Powerless to stop the bill, Democrats chose to drag out debate Wednesday.
For nearly nine hours they pounded away at the same themes they have been trumpeting for months, arguing the bill would clear the way for mining waste to contaminate area waters and rob local governments of mining tax revenue. They blasted the measure as a sweetheart deal for Gogebic Taconite and predicted the legislation would end up in court.
Republicans countered the bill balances environmental protection with job creation.
"We're at a point now where we should be looking at each and every opportunity we have and this is right in front of us … I have no idea why we're trying to chase it away," Senate Majority Leader Scott Fitzgerald, R-Juneau, said.
In the end the measure passed 17-16. Spectators in the chamber's overhead gallery yelled "Boo!" and "Thanks for signing our death warrant!" as the body adjourned.
One of the bill's staunchest opponents is the Bad River Band of Lake Superior Chippewa. The tribe's reservation lies just north of the mine site, and members fear the mine would pollute the reservation's water and destroy their wild rice beds.
As debate began in the Senate, tribal members joined with the usual daily group of about 100 protesters two floors down in the Capitol to sing songs, play drums, dance and hold anti-mine signs.
"Scary is not the word for it," said Annie Maday, a 60-year-old Bad River tribal council member. "It's devastating. They're going to destroy my home."


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What if real life had DLC? That's one question this video attempts to answer.
But the better question, really, is: How cool would it be to go stand in a field and be able to fight like Batman? Pretty cool. This is a great recreation of the camerawork and action we all know from inside our games applied to the world outside of the games. And the result looks really good. Even if the DLC isn't included.


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Front - 2 x 320 mm semi-floating discs, radially mounted Brembo monobloc M4.32 4-piston callipers, with Bosch ABS as standard.
Rear - 245 mm disc, 2-piston calliper, with Bosch ABS as standard
Rear - 10 spokes light alloy 5.50 x 17 in.
Front travel - 4.72 in. (120 mm)
Rear travel - 5.12 in. (130 mm)
Front - Pirelli Diablo Rosso Corsa 120/70 ZR17
Rear - Pirelli Diablo Rosso Corsa 180/60 ZR17
1st - 37/15
2nd - 30/16
3rd - 27/18
4th - 25/20
5th - 24/22
6th - 23/24
Front - Fully adjustable Ohlins NIX30 wih TiN treatment. Aluminum double-sided swingarm
Rear - Fully adjustable Ohlins TTX36 unit. Aluminum double-sided swingarm
Standard equipment - Power Modes, DQS, fully RbW, Ohlins steering damper, lithium-ion battery, ready for DDA+ with GPS module
Safety equipment - ABS, Ducati Traction Control (DTC), Engine Brake Control (EBC), riding modes