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Stanton illustrates how contemporary Aboriginal art reflects both the diversity of Australia's Native Peoples and their collective social experience, dominated by colonialization. Noting a parallel to Western art, MacNayr stresses the precedence of "ideas and process" in the work, along with evidence of a strong connection to nature and use of traditional visual language. Includes 33 artist's statements. Biographical notes. 5 bibl. ref.

Stanton illustrates how contemporary Aboriginal art reflects both the diversity of Australia's Native Peoples and their collective social experience, dominated by colonialization. Noting a parallel to Western art, MacNayr stresses the precedence of "ideas and process" in the work, along with evidence of a strong connection to nature and use of traditional visual language. Includes 33 artist's statements. Biographical notes. 5 bibl. ref.

This folder contains newspaper clippings about Mick Jagger and Rolling Stones concerts and tours.

FHWA/LA.06/409, A common method used by the Louisiana Department of Transportation and Development (LADOTD) for pavement design of noninterstate highways is to lime treat the subgrade and place a stabilized layer of soil cement over it followed by a layer of hot mix asphalt. One consistent problem with this method of construction is the appearance of reflection cracking in the asphalt layer. This is due to naturally-occurring shrinkage cracking in the soil cement, which propagates upward through the asphalt layer and then forms a combination of transverse and block cracking. As the pavement ages, the cracks accelerate the deterioration of the pavement structure. The results of the first ALF experiment indicated that placing a crushed stone layer either on top of the cement stabilized layer or beneath the asphalt layer would increase the pavement load carrying capacity by five fold when compared to conventional pavement structures with only soil cement base course layer. This concept is generally known as stone interlayer or inverted pavement design. This experiment sought to evaluate alternative materials such as reclaimed asphaltic pavement (RAP) to make the stone interlayer system more economical. Hot mix asphalt pavements built on equivalent thicknesses (3.5 inches) of RAP and crushed limestone base courses built on top of 6 inches of soil layer stabilized with 10 percent cement were evaluated side by side under the accelerated traffic loading test. A third test lane also evaluated the performance of RAP placed on a thicker (10 inch) but weaker cement (5 percent) treated layer. The test results showed that the crushed stone and RAP had very similar pavement performance under accelerated loading. Therefore, the researchers concluded the RAP is a suitable alternative for crushed stone in a stone interlayer system. They also found that in a stone interlayer system, thicker layers of cement treated layers with lower cement content performed better than thinner soil stabilized layers

LTRC Project number: 09-2B, SIO number: 30000119, The current Louisiana Department of Transportation and Development (LADOTD) surface friction guidelines deal with the polished, stone values (PSV) of coarse aggregates (which is a relative British Pendulum skid-resistance number measured on polished stones)., The basic assumption is that coarse aggregates with high PSV values will automatically provide suffi cient surface friction for a wearing, course mixture. However, the fi eld measurement on friction resistance sometimes does not necessarily support such an assumption., In fact, there are many variables/parameters that may aff ect pavement surface friction resistance, and the PSV is just one of them. The, use of only PSV of coarse aggregates has somewhat clouded the fundamental issues related to skid resistance of a pavement surface., In addition, since very limited highly friction-resistant aggregates are locally produced in Louisiana, such friction guidelines will often, tend to screen out locally available materials by requiring the imported highly friction-resistant aggregates in a wearing course, which, may not be cost-eff ective.

A common method used by the Louisiana Department of Transportation and Development (LADOTD) for pavement design of noninterstate, highways is to lime treat the subgrade and place a stabilized layer of soil cement over it followed by a layer of hot mix, asphalt. One consistent problem with this method of construction is the appearance of reflection cracking in the asphalt layer. This is, due to naturally-occurring shrinkage cracking in the soil cement, which propagates upward through the asphalt layer and then forms a, combination of transverse and block cracking. As the pavement ages, the cracks accelerate the deterioration of the pavement structure., The results of the first ALF experiment indicated that placing a crushed stone layer either on top of the cement stabilized layer or, beneath the asphalt layer would increase the pavement load carrying capacity by five fold when compared to conventional pavement, structures with only soil cement base course layer. This concept is generally known as stone interlayer or inverted pavement design., This experiment sought to evaluate alternative materials such as reclaimed asphaltic pavement (RAP) to make the stone interlayer, system more economical. Hot mix asphalt pavements built on equivalent thicknesses (3.5 inches) of RAP and crushed limestone base, courses built on top of 6 inches of soil layer stabilized with 10 percent cement were evaluated side by side under the accelerated traffic, loading test. A third test lane also evaluated the performance of RAP placed on a thicker (10 inch) but weaker cement (5 percent), treated layer. The test results showed that the crushed stone and RAP had very similar pavement performance under accelerated, loading. Therefore, the researchers concluded the RAP is a suitable alternative for crushed stone in a stone interlayer system. They, also found that in a stone interlayer system, thicker layers of cement treated layers with lower cement content performed better than, thinner soil stabilized layers.

A common method used by the Louisiana Department of Transportation and Development (LADOTD) for pavement design of noninterstate, highways is to lime treat the subgrade and place a stabilized layer of soil cement over it followed by a layer of hot mix, asphalt. One consistent problem with this method of construction is the appearance of reflection cracking in the asphalt layer. This is, due to naturally-occurring shrinkage cracking in the soil cement, which propagates upward through the asphalt layer and then forms a, combination of transverse and block cracking. As the pavement ages, the cracks accelerate the deterioration of the pavement structure., The results of the first ALF experiment indicated that placing a crushed stone layer either on top of the cement stabilized layer or, beneath the asphalt layer would increase the pavement load carrying capacity by five fold when compared to conventional pavement, structures with only soil cement base course layer. This concept is generally known as stone interlayer or inverted pavement design., This experiment sought to evaluate alternative materials such as reclaimed asphaltic pavement (RAP) to make the stone interlayer, system more economical. Hot mix asphalt pavements built on equivalent thicknesses (3.5 inches) of RAP and crushed limestone base, courses built on top of 6 inches of soil layer stabilized with 10 percent cement were evaluated side by side under the accelerated traffic, loading test. A third test lane also evaluated the performance of RAP placed on a thicker (10 inch) but weaker cement (5 percent), treated layer. The test results showed that the crushed stone and RAP had very similar pavement performance under accelerated, loading. Therefore, the researchers concluded the RAP is a suitable alternative for crushed stone in a stone interlayer system. They, also found that in a stone interlayer system, thicker layers of cement treated layers with lower cement content performed better than, thinner soil stabilized layers.

The first Louisiana accelerated loading experiment, Evaluation of Louisiana’s Conventional and Alternative Base Courses, showed that pavement performance could be enhanced signifi cantly if a layer of stone was placed over the cement stabilized subgrade and below the fl exible hot mix asphalt concrete (HMAC) layer. The concept is referred to as “stone interlayer design.” The increase in performance level could be attributed to strengthening the area between the soil cement and the fl exible layer and providing a medium for moisture discharge. Although the stone interlayer could not be eff ectively evaluated in an accelerated test, the stone interlayer should reduce the refl ective soil cement shrinkage cracking.

The Louisiana Department of Transportation and Development (LADOTD) began to use blended calcium sulfate (BCS) as, an alternative base material in the 1990s. Raw BCS base without further chemical stabilization can achieve relatively high, strength and stiff ness under a dry environment. However, it is associated with severe moisture susceptibility problems, under a wet environment. Extra moisture in BCS can cause both short-term construction diffi culties and long-term, performance problems. A previously completed laboratory study conducted at the Louisiana Transportation Research, Center (LTRC) indicated that chemically stabilized BCS using a grade 120 granulated ground blast furnace slag with or, without some secondary stabilizers (e.g., Type I portland cement, lime, or Class C fl y ash) can achieve a signifi cantly, better performance than raw BCS materials in terms of both water resistance and lab-determined compressive strength., In order to verify the effi ciency of laboratory derived BCS stabilization schemes and evaluate related fi eld performance, and economic benefi ts, an accelerated pavement testing (APT) experiment was initiated.

The fi rst Louisiana accelerated loading experiment, Evaluation of Louisiana’s Conventional and Alternative Base Courses, showed that pavement performance could be enhanced signifi cantly if a layer of stone was placed over the cement, stabilized subgrade and below the fl exible hot mix asphalt concrete (HMAC) layer. The concept is referred to as “stone, interlayer design.” The increase in performance level could be attributed to strengthening the area between the soil, cement and the fl exible layer and providing a medium for moisture discharge. Although the stone interlayer could not, be eff ectively evaluated in an accelerated test, the stone interlayer should reduce the refl ective soil cement shrinkage, cracking.

LTRC Project number: 09-2B, SIO number: 30000119, The main objective of this study was to develop a Louisiana pavement surface friction guideline that considers polished stone value (PSV) and mixture, type alike in terms of both micro- and macro- surface textures. The polishing and texture properties of aggregates were characterized using the British, Pendulum, Micro-Deval and Aggregate Imaging System (AIMS). Asphalt mixture slabs were fabricated with different combinations of two aggregate, sources (sandstone and limestone) and four mixture types and polished by a three-wheel accelerated polishing device developed by the National Center for, Asphalt Technology (NCAT). The surface frictional characteristics of each slab were measured by Dynamic Fiction tester (DFT) and Circular Texture, Meter (CTM) at various pre-determined polishing cycles. In addition, an inventory dataset of field friction number (FN) measurements was obtained from, the LADOTD’s Materials Laboratory and analyzed in this study to determine the effects of traffic loading, aggregate and mixture types on the measured, FN values., The laboratory results indicated that the accelerated polishing device used in this study performed just as the expectation; i.e., as the polishing cycle, increases, the measured frictional property of testing slab surface decreases. It was found that the DFT measurements were fairly sensitive to the coarse, aggregate types (related to micro-texture) used in mix design, but were not very sensitive to different mix types or aggregate gradations (related to macrotexture)., The analysis of CTM measured Mean Profile Depth (MPD) results confirmed a strong relationship between MPD and mixture type, indicating, MPD does reflect well of surface macro-texture. Because friction resistance of an asphalt mixture should account for both micro- and macro-texture, the, International Friction Index (IFI) friction numbers, the F(60), were determined based on an IFI model using measured DF20 (the DFT measurement at a, friction speed of 20 mi/hr) and MPD values for each slab tested. Further analysis of F(60) results generally indicated that an open-graded friction coarse, (OGFC) mix type considered in this study had the highest friction resistance due to its largest surface macro-texture (or MPD values), followed by the, stone matrix asphalt (SMA) mix type, and then by the two Superpave mix types considered (a 19-mm Superpave Level-II mix, a 12.5-mm Superpave, Level-II mix). The F(60) results also indicated that a selected sandstone type (AB13) with a high polishing resistance (PSV>37) performed significantly, better in terms of mixture friction resistance than a selected limestone (AA50) with an PSV of 31. Mixtures using an aggregate blend of 30 percent of, selected sandstone and 70 percent of the limestone tended to have a better surface friction resistance than those with 100 percent of the limestone. This, observation demonstrates that blending of low and high friction aggregates together can possibly produce an asphalt mixture with an adequate field friction, resistance., The analysis has led to the development of a set of prediction models of mixture frictional properties, and a laboratory mix design procedure that, addresses the surface friction resistance of an asphalt mixture in terms of both micro- and macro- surface textures. The developed frictional mix design, procedure allows estimating a friction-demand based, design SN value for an asphalt mixture during the mix design stage.

LTRC Project number: 09-2B, SIO number: 30000119, The current friction guideline of the Louisiana Department of, Transportation and Development (LADOTD) for a wearing course mixture, design deals with the polished stone value (PSV) of coarse aggregate, (which is a relative British Pendulum skid-resistance number measured, on polished stones). The basic assumption is that the aggregates with, a high PSV will automatically provide high friction or skid resistance, for a wearing course mixture. However, the fi eld measurement on skid, resistance sometimes does not necessarily support such an assumption., In fact, there are many parameters that may aff ect the friction resistance, of a wearing course mixture, and the polished stone value is just one, of these parameters. The National Cooperative Highway Research, Program (NCHRP) Project 1-43: Guide for Pavement Friction examined, several friction-infl uential parameters related to a mixture design., Among them include mixture type, surface textures (micro- and macrotextures), polished stone value and other aggregate properties, and, binder properties. Obviously, the use of only polish stone values of, coarse aggregates would have somewhat clouded the fundamental, issues related to skid resistance. In addition, since very limited highly, skid-resistant aggregates are locally produced in Louisiana, such friction, guidelines tend to screen out locally available materials by requiring, the imported highly skid-resistant aggregates in a wearing course, construction, which is usually not cost-eff ective. Therefore, there is a, need to re-examine the current friction guidelines and develop new, guidelines in which more frictional characteristics (such as micro- and, macro-textures) can be considered in a wearing course mixture design., Ideally, the new guidelines will allow more locally available aggregates to, be used in a wearing course mixture.