Design Complexity for Objective Function Points

This paper investigates correlating the basic elements of Unified Modeling Language and Cyclomatic Complexity with Function Point Analysis (FPA) principles to develop an automated software functional sizing tool. This concept has been difficult to achieve due to the logical nature of the FPA sizing methodology versus the physical nature of source lines of code (SLOC). In this approach, we examine software complexity from design and maintainability perspectives in order to understand relationships in physical code. Our hypothesis is that this method will 201C;simulate201D; FPA principles and produce an objective sizing method. This would provide the foundation for an automated tool that scans physical software code to derive 201C;Objective Function Points201D; (OFPs) functional size measur

A quantitative correlation between the mining rock mass rating and in-situ rock mass rating classification systems

The three most common rock mass classification systems in use in the South African mining industry today are Bieniawski’s (1976) Geomechanics or RMR System, Barton et al.’s (1974) Q-System and Laubscher’s (1990) MRMR System respectively. Of these three systems, only the MRMR Classification System was developed specifically for mining applications, namely caving operations. In response to the increased use of the MRMR Classification System in the mining industry, and concerns that the MRMR System does not adequately address the role played by discontinuities, veins and cemented joints in a jointed rock mass, Laubscher and Jakubec introduced the In-Situ Rock Mass Rating System (IRMR) in the year 2000. A quantitative comparison of the MRMR and IRMR Classification Systems has been undertaken to determine a correlation between the two classification systems, the results of which indicate that there is not a major difference between the resultant rock mass rating values derived from the two Classification Systems. Therefore, although the IRMR System is more applicable to a jointed rock mass than the MRMR System, the MRMR System should not be regarded as redundant, as it still has a role to play as a mine design tool

Real Property Assessments in Payne County, Oklahoma

Agricultural Economic

Analysis of Traffic Crash Data in Kentucky 2018-2022

This report documents analysis of traffic crash data in Kentucky. A primary objective of this study was to determine average crash statistics for Kentucky highways. Where used, rates were calculated for various highway types and for counties and cities. Difference criteria were used for exposure. Average and critical numbers, SPFs, and crash rates were calculated for various highway types in rural and urban areas. These metrics rely on crashes identified on highways where Annual Average Daily Traffic (AADT) volumes were available. Data in this report may be used to help identify problem areas. The other primary objective of this study was to provide benchmark data that can be used to prepare the problem identification portion of Kentucky’s Annual Highway Safety Plan (HSP). Crash statistics were analyzed and a summary of results and recommendations in several problem identification areas is presented. These general areas include alcohol involvement, occupant protection, speed, teenage drivers, pedestrians, bicycles, motorcycles, trucks, and vehicle defects. Other areas covered in the analysis for which specific recommendations were not made include school bus crashes and train crashes. Crash data are stored in the Collision Report Analysis for Safer Highways (CRASH) database. This database is updated daily, so the number of crashes in a given calendar year continues to change for a substantial time after the end of that year. KTC captures an extract annually for analysis. Since 1978, annual reports have been prepared to document statewide crash rates. Traffic crash data for a five-year period were used to prepare this report. Kentucky has a systematic procedure to identify locations that have had abnormal rates or numbers of traffic crashes. However, before that procedure may be utilized, average crash rates and numbers must be determined for appropriate highway categories and for rural and urban areas. Those statistics may then be used in the high-crash location identification program to identify locations that should be investigated to determine whether changes should be made. A highway safety program is prepared each year for Kentucky in order to comply with 23 U.S. Code § 402. This program includes identifying, programming, budgeting, and evaluating safety projects with the objective of reducing the number and severity of traffic crashes

2+1 Roadway Design Guidance Update

The frequency and severity of crashes on rural two-lane roadways have increased in the US relative to other road types. This trend can be explained by the growing number of vehicles, higher speeds, narrow shoulders, and vehicle mixes. One solution for improving traffic flow and safety outcomes on rural two-lane roadways is to adopt a 2+1 design, which confers the benefits of four-lane highways but at a lower cost. Transportation agencies throughout Europe — and increasingly the US — have seen good results from 2+1 layouts. Crash data from Sweden, Germany, Finland, and Denmark reveal better safety outcomes following the implementation of 2+1 designs, with reductions in fatal and fatal and injury crash rates of 25 – 80 percent. Studies in the United States have found crash declines of 35 – 44 percent following the transition to 2+1 layouts. Over the past 10 years, the Kentucky Transportation Cabinet (KYTC) has built several 2+1 roadways. Evaluations of three 2+1 segments in the state found lower crash rates on two segments, however, not enough crash data are available to draw definitive conclusions. Despite this lack of confirmatory data, there is consensus among practitioners that 2+1 designs hold considerable promise for improving rural roadway operations. Building off of 2+1 guidance originally issued by KYTC in 2013, this report outlines updated policies that account for lessons learned at the agency during the design and construction of 2+1 roadways as well as best practices adopted by other states