Securing the built environment : an analysis of crime prevention through environmental design

Crime or even the perception of crime affects people everywhere directly and indirectly. Because a permanent solution in stopping crime has not been found, there should be a constant search for new ideas in controlling it. This study analyzes the theory of Crime Prevention Through Environmental Design (CPTED). The basic theory of CPTED is that manipulating the built environment in certain ways can lessen crime in almost any setting. In trying to gain a greater knowledge of the subject, several works were delved into, many of which are considered to be critical pieces to the CPTED field including Oscar Newman’s Defensible Space among others. Changing some aspects of the environment to control crime can prove to be a very time consuming and costly task. However, many things can be done effectively to lessen crime while also being very economical. Simply changing the placement of certain amenities such as landscaping or windows in an area or adding lighting to a poorly lit area is as little as it may take. Entire neighborhoods have seen crime rates drop thanks to CPTED while something as small as convenience store can benefit using proven techniques.Department of Urban PlanningStrategies for crime prevention -- Examples of CPTED strategies and applications -- Public and review process.Thesis (M.U.R.P.

A Critique of David Cannistraci\u27s Understanding of the Gift of Apostle and the Emerging Apostolic Movement

A Critique of David Cannistraci\u27s Understanding of the Gift of Apostle and the Emerging Apostolic Movemen

A Critique of David Cannistraci\u27s Understanding of the Gift of Apostle and the Emerging Apostolic Movement

A Critique of David Cannistraci\u27s Understanding of the Gift of Apostle and the Emerging Apostolic Movemen

Towards a science of archaeoecology

We propose defining a field of research called ‘archaeoecology’ that examines the past ~60 000 years of interactions between humans and ecosystems to better understand the human place within them. Archaeoecology explicitly integrates questions, data, and approaches from archaeology and ecology, and coalesces recent and future studies that demonstrate the usefulness of integrating archaeological, environmental, and ecological data for understanding the past. Defining a subfield of archaeoecology, much as the related fields of environmental archaeology and palaeoecology have emerged as distinct areas of research, provides a clear intellectual context for helping us to understand the trajectory of human–ecosystem interactions in the past, during the present, and into the future

Development of a Research Project Tracking System

The Kentucky Transportation Center, in cooperation with the Kentucky Transportation Cabinet, has developed a Research Project Tracking System (RPTS). The RPTS is web-based and includes a database of active (and recently completed) research projects. The system allows authorized users to access and edit the project data, enter new projects into the system, and produce periodic progress reports. It produces a homepage (or dashboard) for each project, and it provides links to key project documents. It also has the capability to track the implementation of research results on a project-by-project basis

Price/Quality Relationships in the Malting Barley Market

The objective of the study conducted in this article was to analyze statistically the relationships among various quality factors and malting barley prices in order to develop and to estimate a statistical model for the measurement of the implicit prices for selected quality factors. The article goes into the empirical procedures for estimating price relationships, the characteristics of sales and malting barley at the Minneapolis Grain Exchange and the estimated equations and marginal implicit prices for plumpness and protein

Highway Sizing

A critical examination is made of the conventional method for highway sizing, that is, determination of lane requirements. Ranked hourly traffic volume distributions, obtained from 1977 Kentucky volume stations are examined to test certain assumptions common to the conventional approach. Several of these distributions have no distinct knee and, for those which do, the knee is most frequently found outside the normally anticipated range. Of equal importance, the knee location can be arbitrarily altered simply by changing the number of highest volume hours that are examining. The fundamental fallacy of the conventional procedure is its focus on a single design hour and its orientation toward conditions experienced by the the highway rather than the user. This can readily be overcome by basing size decisions on an alternate criterion such as the percentage of vehicles that suffer congestion during the design life. An example demonstrating this concept is presented. More significant improvement can be achieved by directly computing the economic efficiency of investment in additional lanes. An example is presented to demonstrate current capabilities for such computations. the example also demonstrates that current procedures do not always yield the mos economical designs and that the most economical highway size is affected by the specific shape of the traffic volume distribution. Use of economic efficiency analysis as a standard tool in evaluating critical sizing decisions is highly recommended