Dear Student Affairs: Reflections from a First-Generation HESA Graduate Student

This letter is an invitation for first-generation and economically minoritized student affairs practitioners to reflect on the multiple identities they hold within the U.S. higher education system. The Critical Cultural Wealth Model is a theoretical framework that explicitly examines first-generation and economically minoritized (FGEM) college students’ academic and career development. This framework is used as a guide to explore how the dominance of Whiteness informs the historic and present construction of social and financial support structures for FGCS students in higher education, and how these structures ultimately fail to support FGCS on an individual and systemic level

In re Living Will

Modern medical technology accords physicians the capacity to prolong life and to protract the duration of numerous incurable diseases

Application of Geology to Highway Engineering in Kentucky

Kentucky, too, is a state where geology abounds. Little credit for this, however, lies with the highway field, because such a prosaic subject is frequently overshadowed by such features as Mammoth Cave, Sky Bridge, Cumberland Falls, Pine Mountain, and extensive underground mineral deposits. Nevertheless; the influence of geology in the highway industry is growing, and it is obvious that some potential contributions have not yet been realized

Performance of Initial Treatments, Constructed During 1963

Seventeen initial bituminous treatment projects were advertised for bids during 1963, which permitted bituminous concrete Class I Surface (hot-mix) as an alternate to Class C-1 Surface (road-mix). The hot-mix surface course was to contain a minimum of 6 percent PAC-9. Eleven of the contracts, totaling 38.841 miles in length, were awarded as hot-mix; and the remaining six contracts, totaling 18.12 miles in length, were awarded as road-mix

Pavement Slipperiness Studies (A Progress Report)

Traction or frictional resistance of tires on clean, dry pavements tends to be fairly high (coefficient of friction of 0.6 to 0.8) and to be independent of the texture of the pavement surface. In contrast, the loss of traction on a wet pavement is due entirely to lubrication effects; and, while wet friction seems to be fairly independent of the identity of the aggregate, it is extremely dependent upon the texture and porosity of the surface. Likewise, the mineralogical and lithological characteristics of the aggregates largely determine the natural texture, i.e., type of wear (coarse or fine) which the aggregate will undergo in roadway service (1)

A Toxic Substance Obtained by Growing Hemolytic Streptococci in a Special Medium*

n/

A Study of the Properties of Coarse Aggregates

Research Project C-22 is an investigation of the geologic aspects of limestone aggregate that might cause failure if used in highway construction, as reported earlier. As the study was to be approached from a new standpoint, it was allowed to mature along significant lines. At present a working plan has been adopted and is shown here in some detail

Global Indigeneities and the Environment

Global Indigeneities and the Environment—covering fields from American Indian Studies, anthropology, communications, ethnoecology, ethnomusicology, geography, global studies, history, and literature, the purpose of the Special Issue is to give new understandings of the concept of global indigeneities and to showcase some of the most promising work in the field to date

Skid Resistance Studies in Kentucky (An Overview – 1974)

To free Kentucky of slick roads is the high goal toward which Kentucky has been striving since 1950\u27s. A very capable fellow engineer used to say that there was more satisfaction in being able to take down a Slippery When Wet sign than in erecting one. Considerable effort has been devoted to the development and adaptation of improved methods of skid resistance testing and to the standardization of testing devices (1, 2, 3, 4). Methods of tests have included the NCSA friction wheel (bicycle wheel), automobile deceleration, skewed-wheel (skewed front-wheels of an automobile), skidding automobile, and the skid-test trailer. The development and standardization of a trailer method of test in recent years represents significant progress in the measurement area. From the outset of our skid resistance measurement program, evaluations of pavement design, construction and maintenance practices were of utmost concern. In fact, the first field tests -- made in 1953 -- resulted in changes of the design mix in the use at that time (5). Every type of pavement and sealing and deslicking treatment used in the state have been monitored and assessed as to their friction properties (1, 6, 7). Insights gained have been applied towards the development and refinements of wearing surfaces. Skid resistance standards for maintenance and mix design purposes must be established if meaningful improvements in highway safety are to be realized. Arbitrary judgements as to minimum requirements will not suffice because the safety and economics involved are much to important to every highway user. Efforts to derive minimum skid resistance requirements in Kentucky were based on accident statistics. Critical values have been determined for rural, four-lane, controlled access roads (interstates and parkways) (8). Critical values for rural, two-lane roads (U.S. routes) are forthcoming. Studies of pavement slipperiness have received renewed emphasis as a result of attention directed towards highway safety. Congress recognized the element of pavement skid resistance in the Highway Safety Act of 1966 and the resulting Highway Safety Program Standard !2, dated June 27, 1967. Most recently, Instructional Memorandum 21-2-73, dated July 19, 1973, stressed the importance of pavement skid resistance in providing safe highways. Kentucky has continued to progress in this vital area