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Malahleka, Mthuthukisi. "Adoption of resources development corridors in SADC : lessons learnt from the Maputo development corridor." Diss., University of Pretoria, 2017. http://hdl.handle.net/2263/65674.
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This research paper introduces the concept of resource development corridors in the Southern African Development Community (SADC) region as a vital alternative towards economic transformation and growth, transport growth and development deficit in the entire region. The research will further discuss the challenges and opportunities associated to the resource development corridors with reference to the Maputo Development Corridor (MDC) as well as the lessons to be learnt from the MDC for future development corridors initiatives. By making use of different sources on the subject matter, the research will highlight transport deficiencies, huddles impending and impacting on the failure by SADC to move towards greater regional resource corridors integration and prosperity. The recommendations regarding moving SADC’s agenda on improving transport network and infrastructure will also be presented.Mini Dissertation (LLM)--University of Pretoria, 2017.
Public Law
LLM
Unrestricted
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Hartvigsen, Ole Kristian. "Marvin - Intelligent Corridor Guide." Thesis, Norwegian University of Science and Technology, Department of Computer and Information Science, 2006. http://urn.kb.se/resolve?urn=urn:nbn:no:ntnu:diva-10113.
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Intelligent helpers are becoming increasingly popular as computer systems are being used in new areas and by new users every day. Programs and robots that communicate with users in a human-like way offer friendlier and easier use, especially for systems that are used by a random selection of people who shouldn't need prior knowledge of the interface. This project considers an intelligent helping system that performs a specific human-like task in a real world environment. The system is named Marvin and is going to be a guide for people who are unfamiliar with a building. Imagine entering a building full of hallways and doors, not knowing where to go, and having a robot greet you. You can speak to the robot just as if it was a human being and it will give you the information that you need or even lead you to the place where you want to go. In this project, a prototype simulator of Marvin is implemented to work in the third floor of the building of The Department of Computer and Information Science at Norwegian University of Science and Technology. Questions and requests to Marvin can be made through written natural language. The program answers questions with natural language sentences, additional map presentations, and simulated robot movement.
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Kwan, Terry Tai-Wing. "Corridor asynchronous delta modulation." Thesis, University of Ottawa (Canada), 1989. http://hdl.handle.net/10393/5932.
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Walker, Kenneth D. "Tillotson Avenue corridor study." Virtual Press, 1990. http://liblink.bsu.edu/uhtbin/catkey/722799.
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This creative project has analyzed the feasibility of project #35 of the Delaware County Long Range Plan. This analysis was accomplished by determining if present capacity is adequate to accommodate traffic volumes projected using current data. Once this relationship was determined, alternatives were developed that would aid in maximizing the efficiency of traffic movement in the corridor. Eventually it was concluded that the project should be undertaken with some minor additions.Department of Urban Planning
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Brand, Andre, Hermanus Stephanus Geyer, and Hermanus Stephanus Jr Geyer. "Corridor development in Gauteng." Stellenbosch : Stellenbosch University, 2015. http://hdl.handle.net/10019.1/95736.
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CITATION: Brand, A., Geyer, H.S. & Geyer, H.S. 2015. Corridor development in Gauteng, South Africa. GeoJournal, doi:10.1007/s10708-015-9683-x.The original publication is available at http://link.springer.com/journal/10708
ENGLISH ABSTRACT: The development corridor concept has been regarded as an important development instrument in spatial planning and geography for many decades. Expanding literature on the theme indicates that development centres or nodes play an important role in the establishment of such corridors. Flows of goods and information between such centres are key in creating conditions that are potentially favourable for further urban development along the communication axes connecting such centres. Combined, the various nodes form a unique flexible exchange environment allowing for dynamic synergies of interactive growth that can achieve scope economies aided by fast and reliable corridors of transport and communication infrastructure. In the South African development sphere, there is strong belief that functional relationships between nodes can play a decisive role in the establishment of development corridors. This research showed that the degree to which economic activities are concentrated in the greater Gauteng region; the resulting current or emerging multinodal structural composition; and the flows of economic activities between the various nodes result in the creation of developing corridors that channel and focus economic growth between networks of cities. This confirms the importance of corridors as spatial and economic development instruments. The research concluded that corridor development in Gauteng still favours monocentrism. Johannesburg and Pretoria feature as the most dominant nodes, exerting great forces of attraction on the distribution of development and economic growth in the region. The research also suggests a degree of polycentrism whereby economic growth is channelled between networks of cities, however development potential is most favourable in areas in close proximity to primary centres and tends to be functionality driven.
AFRIKAANSE OPSOMMING: Die ontwikkelende korridor-konsep is oor baie dekades heen as ‘n belangrike instrument in ruimtelike en geografiese beplanning beskou. Uitgebreide literatuur dui aan dat nodusse ‘n belangrike rol in die vasstelling van korridors speel. Die vloei van goedere en inligting tussen nodusse is uiters belangrik in die samestelling van toestande wat gunstig is vir ontwikkeling rondom kommunikasie-asse wat nodusse verbind. Die kombinasie van nodusse vorm ‘n unieke vloeibare omgewing waarin medewerkende interaksie die omvang van ekonomiese groei bepaal en word ondersteun deur vinnige, betroubare vervoer- en kommunikasie-infrastruktuur. In die Suid Afrikaanse ontwikkelingskonsep, word sterk geglo dat funksionele verhoudings tussen nodusse ‘n belangrike rol kan speel in die vasstelling van korridors. Die navorsing toon dat die wyse waarop ekonomiese aktiwiteite binne die Gauteng-streek versprei is; die huidige of opkommende samestelling van meervoudige nodusse; en die vloei van ekonomiese aktiwiteite tussen nodusse die skepping van korridors wat ekonomiese groei tussen netwerke van stede kanaliseer tot gevolg het. Dit bevestig die belangrikheid van korridors as ruimtelike en ekonomiese beplanningsinstrumente. Die navorsing kom ook tot die gevolgtrekking dat korridorontwikkeling in Gauteng steeds die konsep van monosentrisme aanneem met Johannesburg en Pretoria as die mees dominante nodusse, wat groot aantrekkingskragte op die verspreiding van ontwikkeling en ekonomiese groei in die streek uitoefen. Die navorsing dui ook aan dat daar tog ‘n mate van polisentrisme is waardeur ekonomiese groei tussen netwerke van stede versprei word. Die mees gunstige ontwikkelingspotensiaal lê egter in gebiede wat in die nabyheid van primêre nodusse geleë is.
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Pedroza, Moises, and Filiberto Macias. "OFF-RANGE CORRIDOR SUPPORT." International Foundation for Telemetering, 2000. http://hdl.handle.net/10150/606814.
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International Telemetering Conference Proceedings / October 23-26, 2000 / Town & Country Hotel and Conference Center, San Diego, CaliforniaWhite Sands Missile Range is supporting Ballistic Missile Defense Organization (BMDO) target firings from Ft. Wingate, NM. This two Off-Range Corridor allows BMDO to conduct long range testing within the continental U.S. The Transportable Range Augmentation and Control System (TRACS), consisting of a control van and one of two Mobile Telemetry Systems (MTS), provide the necessary on-site telemetry support. The Dual Remote Interferometer System (DRDAS) that tracks the telemetry RF carrier in support of Missile Flight Safety (MFS) is also included in this paper. This paper describes the telemetry support scenario in terms of preliminary simulations followed by real-time support. Real-time support consists of data distribution from the MTS to the Telemetry Distribution Center, TRACS Control van, Missile Flight Safety display van, Project Support vans, on-site data processing, as well as relaying raw data to the main WSMR Telemetry Data Center (TDC) for real-time analysis. As soon as telemetry data arrives at the TDC, it is converted into information. This information is used by MFS during real-time monitoring of vehicle performance. This paper includes the methods used for the conversion of data into information on-site and at TDC. Real-time data processing involves multiple independent systems performing their respective tasks on a particular segment of data.
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Todde, Carlo. "Exploitation asymétrique d'un corridor THT." Thesis, National Library of Canada = Bibliothèque nationale du Canada, 1998. http://www.collectionscanada.ca/obj/s4/f2/dsk2/tape17/PQDD_0009/MQ38713.pdf.
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Uff, Jamie Colin. "Rail corridor asset mapping system." Thesis, University of Newcastle Upon Tyne, 2009. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.492083.
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This thesis presents a novel approach for locating rail infrastructure to a precision required for effective asset management. A new or improved survey system was required which was rapidly mobilised and non-disruptive to normal rail operations. To aid the designing of a new system research was carried out into contemporary surveying techniques, which were then assessed against key design criteria.
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Alonso, Andre Chein. "Delineamento e avaliação de corredores lineares multi-hábitat : estudo de caso com bugio-ruivo (Alouatta clamitans) em mosaico urbano-rural." reponame:Biblioteca Digital de Teses e Dissertações da UFRGS, 2010. http://hdl.handle.net/10183/30203.
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A fragmentação de habitats em muitos casos limita o potencial de dispersão das espécies. Por esta razão, muitas iniciativas visando à conservação de espécies em paisagens fragmentadas envolvem o delineamento de corredores ecológicos entre manchas de hábitat. Neste trabalho, foi modelado um sistema de corredores entre manchas de mata remanescentes no mosaico urbano-rural de uma grande cidade no sul do Brasil (Porto Alegre, RS), tendo como organismo focal o primata Alouatta clamitans (bugio-ruivo) que está ameaçado de extinção. Nossos objetivos específicos são (a) demonstrar a importância dá conectividade para a presença das populações de bugio-ruivo nos fragmentos florestais em Porto Alegre; (b) detectar os fragmentos mais importantes para manter a conectividade funcional potencial da espécie; (c) desenhar um sistema de corredores potenciais, considerando a capacidade de dispersão do bugio-ruivo em diferentes tipos de manchas de paisagem e (d) propor um método para avaliação da qualidade de corredores, levando em consideração a variação do atrito à dispersão ao longo do traçado dos corredores e a existência de pontos críticos de vulnerabilidade ao longo dos corredores. A vulnerabilidade foi avaliada em função da paisagem vizinha a cada corredor, entendendo-se como vulnerabilidade a probabilidade de futura modificação ou interrupção do corredor devido a mudanças na paisagem vizinha. Foi verificada a existência da relação da conectividade funcional com a presença da espécie nos fragmentos florestais através do índice Integral index of connectivity - IIC. Através da porcentagem de importância do mesmo índice (dIIC) para cada fragmento arbóreo, identificou-se o morro São Pedro como mais importante para a manutenção da conectividade da paisagem. Além do morro São Pedro foram selecionados os fragmentos arbóreos maiores que 10 ha para a modelar corredores utilizando o algoritmo do caminho de menor custo. Utilizou-se dois parâmetros: grau de antropização que avalia o potencial de persistência dos corredores e o atrito que simula a resistência dos habitats ao deslocamento da espécie. Esses parâmetros foram utilizados nas análises de fracionamento para quantificar o número de interrupções no corredor e a qualidade do habitat interno. Os resultados da análise de fracionamento e a extensão foram usados na classificação de qualidade de cada corredor. Foram gerados 136 corredores com extensão entre 4 m e 4128 m, Observou-se que corredores com mais de 1000 m tendem a ser potencialmente mais fracionados. Setenta e três corredores mantiveram-se contínuos segundo o potencial de persistência. A análise da qualidade do habitat revelou que 120 corredores foram fracionados. A área total de habitat efetivo (classe arbórea/arbustiva) para o deslocamento foi reduzida em 41%. A análise de qualidade global revelou que 32% dos corredores são bons, 51% são medianos e 16,2% são ruins. O potencial de persistência revelou-se um método promissor de avaliar o potencial de alteração que o entorno tem em relação ao corredor. A análise de qualidade de habitat mostrou-se eficiente para identificar os corredores lineares de hábitat ou íntegros. O método pode auxiliar na tomada de decisão do custo-beneficio para investir em gestão e manejo de corredores lineares multi-habitat.Habitat fragmentation limits possibility of species dispersai. Many initiatives aim at species conservation in fragmented landscapes involve the delineation of ecological corridors among habitat patches. Here, we modeled a corridor system among remnant forest fragments in the urban-rural mosaic of a large city in southern Brazil (Porto Alegre, RS), using the endangered primate Alouatta clamitans (brown-howler-monkey) as a focal species. Our specific aims were (a) to demonstrate the importance of connectivity for the presence of the brown-howler monkey in forest fragments; (b) to identify the most important fragments for maintenance of potential functional connectivity for the species; (c) to draw a potential corridor system, considering the species dispersai capacity in different habitat patches; and (d) to propose a new method of corridor quality evaluation, considering friction variation to disperse along corridors and the existence of vulnerable criticai points for the persistence of corridors. Vulnerability was evaluated in terms of neighboring landscape of each corridor (context), being defined as the probability of future corridor modification or interruption due to changes in the neighboring landscape. We examined the existence of a positive relation between functional connectivity and the species presence in forest fragments using the Probability of Connectivity index (dIPC). We identified the São Pedro hill as the most important area for the maintenance of landscape connectivity based on the dIPC. In addition to São Pedro hill, we selected the forest fragmentes larger than 10 hectares to model corridors using the least-cost distance algorithm. To assess vulnerability, we used two parameters: the antropization degree, which is a proxy for potential of corridor persistence, and the friction degree, which is a proxy for habitat resistance to the species dispersal. These parameters were used to examine the fractioning of corridors, that is, to quantify the number of actual or potential interruptions in corridor trajectory and its inner habitat quality. The results of the fractioning analyses and the corridor extension were used as attributes for ranking ali corridors in terms of quality. We generated 136 corridors with an extension between 4 m and 4128 m. Corridors with more than 1000 m tended to be potentially more fractioned, while seventy three corridors were kept uninterrupted according to persistence potential. Habitat quality analysis revealed that 120 corridors were fractioned. Total area of effective habitat (arboreal/shrubby class) to movements was reduced in 41%. The global quality analysis revealed that 32% of corridors are good, 51% are median and 16.2% are bad. Persistence potential appears to be a promising method to evaluate the potential for antropogenic modification imposed on corridors by their surrounding landscape. This method cari help in cost-benefit decision making for management of multi-habitat linear corridors.
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Kamal, Aasim. "A Novel Approach to Air Corridor Estimation and Visualization for Autonomous Multi-UAV Flights." University of Toledo / OhioLINK, 2019. http://rave.ohiolink.edu/etdc/view?acc_num=toledo1556902471108278.
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Maria, Öberg. "Governance for sustainable development of major European transport corridors : The Scandinavian-Mediterranean TEN-T core network corridor." Doctoral thesis, Luleå tekniska universitet, Arkitektur och vatten, 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:ltu:diva-65579.
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Intermodal road, rail, air and sea transport networks across the European Union (EU) calledTrans-European Networks for Transport (TEN-T) are currently being implemented. Keyelements, which should be implemented by 2030, are the most strategic TEN-T Core networkcorridors. These nine corridors are expected to enhance smoothness and sustainability oftransport across the EU, thereby enhancing cohesion between EU nations, and relate to non-EU nations. In the EU Regulation 1315/2013 a governance framework for implementation ofthe Core network corridors is outlined, which mainly involves appointment of a Europeancoordinator for each corridor, establishment of Corridor forums for consultations, andformulation of work plans and follow-up measures.This framework is now being implemented in practice. A recognised challenge in the processis engaging the numerous, diverse stakeholders. A possible solution is to introduceappropriate elements of complementary governance. Thus, in this doctoral research, suitablecomplementary governance to support the sustainable development of a Core networkcorridor was investigated. Complementary governance, a concept that was developed andrefined during the project, refers here to additional governance in relation to the governanceframework described for the EU Core network corridors in the EU Regulation 1315/2013.To address an identified gap in knowledge on the nature and utility of complementarygovernance a series of studies was carried out. The studies included a study of relevantacademic literature, studies of EU transport policy and implementation documents regardinggovernance and sustainability, a survey of views of Scandinavian-Mediterranean Corridorforum participants, and interviews with stakeholders in the Baltic Sea region. These studiescollectively constitute a case study, focusing on the Scandinavian-Mediterranean Corenetwork corridor, of the need for, and if a need is present the optimal design of,complementary governance in the process of sustainable development of a Core networkcorridor.The main findings of the studies are that the implementation process of the Core networkcorridors could benefit from complementary governance measures, mainly to increaseinclusiveness, which is crucial for a sustainable development. Complementary governancecould both deepen and broaden stakeholder awareness and involvement. This may haveseveral advantages, such as increasing possibilities for stakeholders to influence the processand benefit from the corridor, align activities, and promote cooperation and learning betweenstakeholders. Moreover, including stakeholders who are based outside the corridors mayimprove distributive aspects of the investments and reduce risks of focusing attention tooclosely on the corridors per se. However, broadening stakeholder inclusion also hasdisadvantages, as it increases the complexity of the process, which may impair itseffectiveness, and may lead to unrepresentative involvement due to differences instakeholders’ interests, administrative capacities and power. It also increases requirements forcoordination.The nature of complementary governance is multifaceted and related to diverse dimensions ofgovernance, such as processes, stakeholder participation and implementation documents. For complementary governance measures a flexible and task-specific multi-level design isemphasised, which may involve various types of engagement mechanisms. Further, thefindings showed a need to extend previously recognised types of public engagementmechanisms based on communication, consultation and participation in the decision-makingstage, by recognising another category, named stakeholder exchange. This category ischaracterised by stakeholder cooperation and collaboration in an implementation stage wheremain goals and policies already are in place.Areas for complementary governance in the implementation process of the Core networkcorridors were indicated in the interview study. They consisted of extended involvement ofprivate stakeholders, extended involvement of regional and local stakeholders, extendedinvolvement of stakeholders geographically external to the immediate corridor, and extendedinformation both generally and specifically (i.e. directed information to specific stakeholders).Several complementary governance measures that could potentially improve implementationof the Core network corridors were raised in the interviews, ranging from minor adjustment inthe existing process to entirely new solutions. These ideas correspond well to the indicatedareas and provide robust foundations for further discussion.Thus, findings from the research suggest several governance measures to systematicallyinvolve and engage diverse stakeholders in the Core network corridor implementationprocess. However, before introducing such measures, they should be assessed together withexisting governance measures, to avoid overlapping or contradictory initiatives, possiblyusing policy packaging approaches, where policies are combined and analysed together toachieve a desired overall outcome. Proposals for future research and practices are presented.
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Eddy, Heath. "A corridor study of McGalliard Road for the development of development guidelines for arterial corridors in Muncie." Virtual Press, 1995. http://liblink.bsu.edu/uhtbin/catkey/958618.
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The purpose of this creative project was to bring about the development and hypothetical implementation of development guidelines for the McGalliard Road commercial corridor in Muncie, Indiana, as an example of how the development guidelines can improve the development character, safety, and creativity within Muncie's urban arterial corridors. The project introduces the development guidelines, explains the existing conditions along McGalliard Road in terms of transportation efficiency, safety, and aesthetics, implements a model design alternative along McGalliard Road based on the guidelines, and presents implementation strategies and recommendations for changes in current development regulation policies which would bring about these changes for arterial commercial developments in the city of Muncie.Department of Urban Planning
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Chavis, James T., James Cheatham, Vaughn Gonzalez, Rolando Ibanez, Rich Nalwasky, Martin Rios, Marco A. Turner, et al. "Examination of the Open Market Corridor." Monterey, California. Naval Postgraduate School, 2003. http://hdl.handle.net/10945/9819.
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MBA Professional ReportApproved for public release; distribution is unlimited.
MBA Professional Report
Approved for public release; distribution is unlimited.
Present procurement practices for the purchase of commercial, commercial off-the-shelf, and non-developmental products and services can take anywhere from thirty days to sometimes years to procure and deliver to the end user. Federal Government contracting offices spend costly amounts of time advertising the actions and preparing formal solicitation documents for each purchase order generated by the end-user. This translates to high administrative costs, high prices, and, at times, marginal performance. In an effort to ease the administrative burden on the contracting system by capitalizing on current technologies, a new system was recently developed by Professor Ron Tudor and students at the Naval Postgraduate School. This new program is currently under testing by a prime contractor under the auspices of the Department of Interior. The new on-line contracting/procurement program, known as the Open Market Corridor, will allow Federal, State and local Government users to purchase supplies and services on-line through the use of electronic catalogs and embedded contract templates accessible via the Internet. This thesis project will review various aspects of the new program evaluating current efficiencies and recommend modifications in an effort to improve the current procurement and logistics process.
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Burden, Donald R. "The Whitewater Canal historic corridor guide." Virtual Press, 2006. http://liblink.bsu.edu/uhtbin/catkey/1338879.
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The former Whitewater Canal, built between 1836 and 1847, spanned a distance of seventy-six miles from Lawrenceburg to Hagerstown, Indiana.' Initial construction was financed by Indiana's Mammoth Internal Improvements Act of 1836; a bill that strained the financial resources of the state, forcing it into bankruptcy in the summer of 1839. Canal construction was stopped until 1842, when the state granted the privately organized and financed White Water Valley Canal Company a charter to complete the unfinished portion of the canal between Brookville and Cambridge City.The unwieldy Whitewater River, however, proved too formidable for the fledgling canal company. A series of floods, in conjunction with a costly law suit, forced the White Water Valley Canal Company into receivership in 1855. The company was purchased at auction in 1865 by the Whitewater Valley Railroad Company, a Cincinnati and Indianapolis Railway subsidiary. Between 1867 and 1868, the railroad company laid its tracks atop the towpath of the former canal.Today, the state of Indiana owns fourteen miles of former canal channel between Laurel and Brookville, Indiana. The state owned portion is maintained by the Indiana Department of Natural Resources, and is operated as the Whitewater Canal State Historic Site. The non-profit Whitewater Valley Railroad Museum runs excursion trains over much of the old towpath between Connersville and Metamora, Indiana. And the Indiana and Ohio short-line railroad operates over the former towpath between Harrison, Ohio and Brookville, Indiana.This paper provides an overview of the Whitewater Canal, a brief history of construction for each half-mile section of the canal between West Harrison and Brookville, and a survey of existing canal vestiges within each of those sections. The maps that accompany the list of construction sections identify the locations of numerous surviving canal structures as well the approximate locations of those structures either demolished or buried.The purpose of this project is to draw attention to an endangered segment of the former Whitewater Canal corridor. Roughly eighteen continuous miles of the old right-of-way between West Harrison and Brookville, Indiana is soon to be abandoned by the Indiana & Ohio Railroad, the current owner of the property. In addition to the picturesque scenery through which the right-of-way meanders, the old transportation route is steeped in the history of the Whitewater Valley and the State of Indiana itself. Ideal for recreational purposes and education, this threatened stretch of former canal corridor deserves attention and preservation.Department of Architecture
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Saad, Rani A. "Freeway Corridor Management : tools and strategies /." Master's thesis, This resource online, 1996. http://scholar.lib.vt.edu/theses/available/etd-01262010-020325/.
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Marshall, Katie Elizabeth. "Corridor media architectures in American fiction /." Diss., Restricted to subscribing institutions, 2009. http://proquest.umi.com/pqdweb?did=1932209641&sid=1&Fmt=2&clientId=1564&RQT=309&VName=PQD.
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Chavis, James T. Cheatham James Gonzalez Vaughn Ibanez Rolando Nalwasky Richard Rios Martin Turner Marco A. "Examination of the Open Market Corridor /." Monterey, Calif. : Springfield, Va. : Naval Postgraduate School ; Available from National Technical Information Service, 2003. http://library.nps.navy.mil/uhtbin/hyperion-image/03Dec%5FChavis%5FMBA.pdf.
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Thesis (M.B.A.)--Naval Postgraduate School, December 2003."MBA professional report"--Cover. Joint authors: James Cheatham, Vaughn Gonzalez 2nd, Rolando Ibanez, Richard Nalwasky, Martin Rios, Marco A. Turner. Thesis advisor(s): Ron Tudor, Rod Tudor. Includes bibliographical references (p. 227-237). Also available online.
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Lee, Kin-kau Eric. "Highway architecture Island Eastern Corridor residential development /." Click to view the E-thesis via HKUTO, 2004. http://sunzi.lib.hku.hk/hkuto/record/B31987138.
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Tate, Rachel. "The Maputo Development Corridor : emancipation for whom?" Thesis, University of Leicester, 2018. http://hdl.handle.net/2381/42666.
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This thesis offers a nuanced analysis and evaluation of the Maputo Development Corridor (MDC) the first cross-border corridor project in Africa. It considers the core debate that exalts this flagship cross-border development corridor as a model for growth and development in Africa, while simultaneously questioning why key academics remain critical of the model’s ability to deliver. The thesis critiques numerous one dimensional interpretations of the project that condemn the MDC as little more than a neo-liberal experiment. It suggests that the context is correct, but the outcomes are overly narrow. It draws together an impressive collection of data that encompasses South Africa and Mozambique. The resulting analysis offers a unique insight into this development corridor and its ability to deliver in this micro-region. It provides insight into the projects ability to deliver on its economic and social objectives, the latter of which has remained unexamined until this time. This is achieved through both qualitative and quantitative evaluation. It acknowledges the weaknesses in the MDC. Nevertheless, the positive results found here can be assimilated into a ‘corridor methodology’ which could then enhance develop mentalism in other micro-regions throughout Africa.
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Smith, Timothy Eric. "Boston Urban Farm : mending the Southwest Corridor." Thesis, Massachusetts Institute of Technology, 1990. http://hdl.handle.net/1721.1/70177.
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Thesis (M. Arch.)--Massachusetts Institute of Technology, Dept. of Architecture, 1990.Supervised by Fernando Domeyko.
Includes bibliographical references (p. 105).
This work studies Boston's segregated nature in terms of race and class especially as this coincides with the physical form of the city. Known for its strong neighborhoods, Boston cannot escape definite boundaries between these communities: ones which are not static, but are constantly shifting. 'The city's recent redevelopment, consequently, has displaced once cohesive and viable ethnic communities, demonstrating that economic reinvestment can be directed either towards a heightened exclusivity or an integrated inclusivity. At about the time the Berlin wall was constructed, the Commonwealth of Massachusetts cleared a swath of land through Jamaica Plain and Roxbury for a proposed eight lane southwest expressway. Community activism and opposition ensured that the road was never built. For twenty-five year the land has remained virtually vacant: a gash in the landscape that formally separates Roxbury from the rest of Boston. As the wall in Berlin comes down, how might this tear in Boston be mended? In essence, how might a perceived barrier be transfigured into an active seam in a formal and social senses Such a project requires an examination of contemporary urbanism, which has contributed to the fragmented nature of American cities, and a proposal for an alternative urbanism. Part of the legacy of Boston's communities is its urban gardens which serve not only for food production;but also for bringing disparate communities together. In a city divided formally and socially, concurrently, I believe proposals for building on these perceived barriers can be most successful when they embody a physical and programmatic response. One without the other is a lifeless gesture. With these issues in mind I propose to build the Boston Urban Farm within the southwest corridor swath. 'The farm consists of residences, commercial space, farm activities such as planting and harvesting, and greenhouse constructions which may serve the many educational institutions in the area with opportunities for earth science and botanical research.
Timothy Eric Smith.
M.Arch.
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Ng, Matthew James. "Corridor Navigation for Monocular Vision Mobile Robots." DigitalCommons@CalPoly, 2018. https://digitalcommons.calpoly.edu/theses/1856.
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Monocular vision robots use a single camera to process information about its environment. By analyzing this scene, the robot can determine the best navigation direction. Many modern approaches to robot hallway navigation involve using a plethora of sensors to detect certain features in the environment. This can be laser range finders, inertial measurement units, motor encoders, and cameras.
By combining all these sensors, there is unused data which could be useful for navigation. To draw back and develop a baseline approach, this thesis explores the reliability and capability of solely using a camera for navigation. The basic navigation structure begins by taking frames from the camera and breaking them down to find the most prominent lines. The location where these lines intersect determine the forward direction to drive the robot. To improve the accuracy of navigation, algorithm improvements and additional features from the camera frames are used. This includes line intersection weighting to reduce noise from extraneous lines, floor segmentation to improve rotational stability, and person detection.
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Feng, Cong. "Projection Algorithm for Improved Corridor Signal Coordination." University of Akron / OhioLINK, 2009. http://rave.ohiolink.edu/etdc/view?acc_num=akron1257370852.
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Turner, Blake C. "Determining Process: An Analysis of Corridor #1." The Ohio State University, 2016. http://rave.ohiolink.edu/etdc/view?acc_num=osu1460630059.
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L'Etang, Julia. "Spatial design for the Lansdowne Road Corridor." Master's thesis, University of Cape Town, 2013. http://hdl.handle.net/11427/7524.
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The current patterns of urban growth within the city of Cape Town reflect large social inequalities, which is compounded by rapid population growth and urbanisation experienced in the city. The intention of this dissertation is address current socio-spatial inequalities through the management of urban growth, specifically targeted at interventions within the poorest parts of the city through the design of the Lansdowne urban corridor. The theoretical framework for establishing the tools for the management of urban growth are informed by the generic problems with the structure of South African cities, global challenges that face the growth of all cities, and an understanding of what informs the making of spatial plans. An important finding of this is the need for the re-structuring of South African cities to increase integration of historically fragmented areas. The spatial analysis represents the application of the theoretical findings to the context of Cape Town. The analysis is undertaken at a number of scales, to establish the constraints and opportunities present in the area, to inform the spatial design of the corridor area. The intention of the plan is to establish where the investment of direct public funds should occur to generate movement of people within the area, which small scale enterprises can respond to, thus strengthening the conditions for self-sustaining livelihood strategies to occur. An essential part of this requires the restructuring of the existing spatial structure to create a more integrated urban form, which is resolved at the precinct scale.
25
Gerdes, Marti M. "Nevada Fall Corridor : a cultural landscape report." Thesis, University of Oregon, 2004. http://hdl.handle.net/1794/3937.
Full textAbstract:
xv, 298 p. ; ill. (chiefly col.), maps (chiefly col.) A print copy of this thesis is available through the UO Libraries under the call number: AAA F868.Y6 G47 2004This study describes existing conditions, evaluates significance and historic integrity, and recommends treatment strategies to preserve historic elements of the Nevada Fall Corridor cultural landscape in Yosemite National Park. It reports findings from field investigation that examined and inventoried landscape features such as stone retaining walls, treadway material, bridges and causeways, and water features on both current-use and abandoned trail segments. The site was examined numerous times over a three-month period, with a followup visit one year later. Libraries and other archives were consulted for written and photographic historic documentation, which were analyzed against current conditions. The process also involved review of comparison documents as well as national guidelines set forth by the National Park Service.
Adviser: Melnick, Robert Z.
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Vaughan, Margot Coleman. "The Cowlitz corridor : the passage through time." PDXScholar, 1986. https://pdxscholar.library.pdx.edu/open_access_etds/3650.
Full textAbstract:
The purpose of this thesis is to study the earliest recorded history of the Cowlitz River corridor, focusing on early exploration and settlement. The importance of the corridor as a major transportation route linking Puget Sound to the north and the Columbia Willamette waterways to the south is emphasized with primary source observations.
The study is based on both primary and secondary source materials housed in libraries throughout the Pacific Northwest and Canada. Among the sources include letters, journals, federal documents, periodicals, articles, drawings and monographs.
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Alao, Oreoluwa. "Rebuilding plan implementation in New Orleans, LA : a case study of Freret Street Commercial Corridor and Bayou Road Cultural Corridor." Thesis, Massachusetts Institute of Technology, 2008. http://hdl.handle.net/1721.1/44352.
Full textAbstract:
Thesis (M.C.P.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 2008.Includes bibliographical references (p. 80-82).
Three major rebuilding plans emerged from the planning process that followed the devastation of Hurricane Katrina in New Orleans. Outlining the visions and goals of individual communities across New Orleans, the intent of these plans was to guide the city's long-term rebuilding process. The purpose of this thesis is to: 1) document how two communities endeavored to implement projects detailed in those plans in this initial phase of plan implementation, 2) identify the various challenges they faced in the process, and 3) provide practical strategies for ensuring implementation success into the future. This assessment of rebuilding plan implementation in New Orleans is particularly relevant, as it aims to capture the degree of progress that has occurred since the city formally announced its rebuilding plan strategy one year ago. My findings are based upon stakeholder interviews, media coverage and insightful analyses of plan implementation literature and disaster recovery planning. I first briefly assess the political environment of the city at the time the storm hit, and explore the rationale for major events that unfolded in the aftermath of the storm. I then examine New Orleans' post-Katrina planning process, pinpointing key aspects of each plan that was developed. The nature of the planning process and provisions made in the plans were the context for my analysis of the two communities that serve as case studies in this research: The Freret Street Commercial Corridor and The Bayou Road Cultural Corridor. I document the experience of both communities, from initial recovery efforts, to work undertaken to restore and rebuild, and identify three major challenges encountered throughout the process - issues of communication, accessing resources, and building capacity.
(cont.) Faulty communication characterized this early phase of implementation from the onset, while community stakeholders faced the constant dilemma of trying to implement projects with limited access to needed resources. The need to strengthen community capacity became critical for both communities as stakeholders sought to assess what resources existed within their respective communities and determine who (or what) would strengthen and develop capacities they needed to acquire. I conclude by first presenting three broad recommendations to address the cross-cutting issues that emerged from the challenges identified, recommending that city governments and rebuilding communities: 1) establish internal organization to allow for an adequate assessment of needs and timely delivery of resources; and, 2) build partnerships and networks across sectors to bolster implementation efforts at the neighborhood as well as the city government level. The third recommendation, specific to governments, is to develop mechanisms that allow for coordination across agencies. I then recommend a set of strategies that rebuilding communities and their local governments should prioritize to target issues specific to combating communication barriers, facilitating access to resources, and strengthening community capacity.
by Oreoluwa Alao.
M.C.P.
28
Horskins, Kerrilee. "The Effectiveness of Wildlife Corridors in Facilitating Connectivity: Assessment of a Model System from the Australian Wet Tropics." Thesis, Queensland University of Technology, 2005. https://eprints.qut.edu.au/16039/1/Kerrilee_Horskins_Thesis.pdf.
Full textAbstract:
Wildlife corridors have become a widely adopted management strategy for the conservation of species in fragmented habitats. Fragmentation reduces the size of habitat patches and increases the isolation of the populations within them, potentially resulting in extinction due to stochastic processes. The provision of a
corridor between habitat patches is believed to increase the level of connectivity through the integration of populations into a single demographic unit, thus increasing the probability of survival. This assumption remains largely untested due to both a lack of investigation, and design limitations in some of the few studies performed. Connectivity is often assumed to occur simply from the presence of individuals within the corridor.
Design criteria essential for the rigorous assessment of connectivity were identified
and a landscape meeting these criteria selected. The vegetation within the corridor was found to be comparable in both structure and species composition to that of the patches that it connected. Two target species (Melomys cervinipes and Uromys caudimaculatus) were shown to occur along the corridor but not within the
surrounding matrix. The combination of these factors indicated that the corridor was
suitable for use as a model system and ensured that any subsequent results truly reflected the capacity of the corridor to function in the desired manner.
The population structure was similar within the corridor and the connected patches for both species. Weights of individuals, sex ratios and the percentage of juveniles were consistent between the two system components, suggesting that the corridor contained breeding populations. Connectivity was therefore possible via generational gene flow for both species, while long distance movement events for U.
caudimaculatus also indicated that direct movement between habitat patches may
be possible for this larger species.
Despite all ecological parameters indicating that connectivity was likely, genetic
markers (mtDNA and nDNA) revealed significant population differentiation between the connected patches for both species. Populations linked by the corridor and those in isolated habitats were found to show the same level of genetic
differentiation. Sampling at a finer spatial scale within connected patches and a
continuous control habitat showed that population differentiation was common for M. cervinipes. Given the continuity of suitable vegetation, and the presence of individuals of breeding age along the corridor system, this was attributed to social structuring. U. caudimaculatus populations also showed evidence of genetic differentiation within a connected patch and along the corridor, despite panmixia
within the continuous habitat.
Having investigated a model system, the data from this study has implications for other wildlife corridor studies and for landscape managers. Firstly, the advantages of using an integrated ecological and genetic approach have been demonstrated. While genetic data determined the level of connectivity, the ecological data provided an understanding of the processes operating within the system. Secondly, the level of scale at which wildlife corridor studies are conducted may need addressing. Most
studies currently treat a fragmented landscape in a binary manner and consider the connected patch to be the finest "grain". However, the processes responsible for the lack of connectivity were found to operate at the much finer within-patch scale. Finally, this study clearly indicated that not all wildlife corridors will provide connectivity between the connected populations and that connectivity cannot be inferred from the presence of individuals within the corridor. Given that social behaviour such as territorial defence and philopatry are common in many species,
especially small mammals, a lack of connectivity via a wildlife corridor may be more common than currently assumed. The successful use of wildlife corridors as a management strategy, and the accurate assessment of their effectiveness therefore requires careful consideration of not only structural attributes of the corridor, but also behavioural, demographic and genetic parameters of the target species.
29
Horskins, Kerrilee. "The Effectiveness of Wildlife Corridors in Facilitating Connectivity: Assessment of a Model System from the Australian Wet Tropics." Queensland University of Technology, 2005. http://eprints.qut.edu.au/16039/.
Full textAbstract:
Wildlife corridors have become a widely adopted management strategy for the conservation of species in fragmented habitats. Fragmentation reduces the size of habitat patches and increases the isolation of the populations within them, potentially resulting in extinction due to stochastic processes. The provision of a corridor between habitat patches is believed to increase the level of connectivity through the integration of populations into a single demographic unit, thus increasing the probability of survival. This assumption remains largely untested due to both a lack of investigation, and design limitations in some of the few studies performed. Connectivity is often assumed to occur simply from the presence of individuals within the corridor. Design criteria essential for the rigorous assessment of connectivity were identified and a landscape meeting these criteria selected. The vegetation within the corridor was found to be comparable in both structure and species composition to that of the patches that it connected. Two target species (Melomys cervinipes and Uromys caudimaculatus) were shown to occur along the corridor but not within the surrounding matrix. The combination of these factors indicated that the corridor was suitable for use as a model system and ensured that any subsequent results truly reflected the capacity of the corridor to function in the desired manner. The population structure was similar within the corridor and the connected patches for both species. Weights of individuals, sex ratios and the percentage of juveniles were consistent between the two system components, suggesting that the corridor contained breeding populations. Connectivity was therefore possible via generational gene flow for both species, while long distance movement events for U. caudimaculatus also indicated that direct movement between habitat patches may be possible for this larger species. Despite all ecological parameters indicating that connectivity was likely, genetic markers (mtDNA and nDNA) revealed significant population differentiation between the connected patches for both species. Populations linked by the corridor and those in isolated habitats were found to show the same level of genetic differentiation. Sampling at a finer spatial scale within connected patches and a continuous control habitat showed that population differentiation was common for M. cervinipes. Given the continuity of suitable vegetation, and the presence of individuals of breeding age along the corridor system, this was attributed to social structuring. U. caudimaculatus populations also showed evidence of genetic differentiation within a connected patch and along the corridor, despite panmixia within the continuous habitat. Having investigated a model system, the data from this study has implications for other wildlife corridor studies and for landscape managers. Firstly, the advantages of using an integrated ecological and genetic approach have been demonstrated. While genetic data determined the level of connectivity, the ecological data provided an understanding of the processes operating within the system. Secondly, the level of scale at which wildlife corridor studies are conducted may need addressing. Most studies currently treat a fragmented landscape in a binary manner and consider the connected patch to be the finest "grain". However, the processes responsible for the lack of connectivity were found to operate at the much finer within-patch scale. Finally, this study clearly indicated that not all wildlife corridors will provide connectivity between the connected populations and that connectivity cannot be inferred from the presence of individuals within the corridor. Given that social behaviour such as territorial defence and philopatry are common in many species, especially small mammals, a lack of connectivity via a wildlife corridor may be more common than currently assumed. The successful use of wildlife corridors as a management strategy, and the accurate assessment of their effectiveness therefore requires careful consideration of not only structural attributes of the corridor, but also behavioural, demographic and genetic parameters of the target species.
30
Koon, Wai-shan, and 官慧珊. "Trans-cultural corridor: Sichuan Maoxian street market redevelopment." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2010. http://hub.hku.hk/bib/B47125068.
Full textAbstract:
With the high populations of the Qiang people (羌) living in Maoxian County (茂縣),
Wenchuan (汶川), Li county (理縣)& Beichuan County (北川); the geomorphology and
natural ecological environment were serious damaged in "5.12" Wenchuan earthquake. Many
of the villages were destroyed or severely damaged; it brought a huge casualties and losses to
the Qiang cultural.
Natural ecosystems through natural and artificial repair after a certain period can make basic
recovery. As a historical legacy of the Qiang village, due to the seismic requirement and the
changed of modern life living standard, it is hard to rebuild the entire intangible cultural
heritage. It is a very complex and important to focus on the content of the cultural
reconstruction of Qiang’s community. Among most of the cultural rebuilt projects were most
likely set up a new cultural museum or a cultural center to conserve the minority groups
tangible heritage. This is a very passive way to display the Qiang’s traditional heritage. As time
changes and technology advancement, Qiang people are not living isolated to the outer world.
In another hand, they share and receive information from other ethnic such as Han and
Tibetan. The county street market is the best place for them to interact with other group of
people besides selling goods for living improvement.
This thesis confers Qiang people’s traditional culture heritage and their community evolution
to redevelop a new streetscape for local market and public leisure purpose. Taking the chance
of develop from earthquake, up to 50% of the street side building can be demolished and
partially refurnish. With landscape planning and design, this street will be reset and provide a
enhance environment as a multi-cultural sharing platform.published_or_final_version
Architecture
Master
Master of Landscape Architecture
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Cummings, W. Mark. "Smoke Movement Analysis (Smoke Transport Within a Corridor)." Digital WPI, 2004. https://digitalcommons.wpi.edu/etd-theses/1088.
Full textAbstract:
"A series of full-scale fire tests were performed, using a fire compartment and an adjoining long (30+ m) corridor, as part of an effort to quantify the dynamics associated with smoke transport within a corridor. The tests were performed at the U.S. Coast Guard Research and Development Center’s Fire and Safety Test Detachment in Mobile, Alabama on board the Test Vessel Mayo Lykes. The resulting empirical data was analyzed in an effort to develop a method that could be used to estimate the movement of smoke within a corridor. The objective is to potentially incorporate this method into a smoke movement analysis “tool†that could, in turn, be used in conjunction with a fire safety analysis methodology previously developed by the U.S. Coast Guard; the Ship fire Safety Engineering Methodology (SFSEM). The goal is to develop a smoke movement analysis “module†that can be utilized in conjunction with the SFSEM when conducting an overall fire safety analysis of a ship. Of particular interest is the speed at which the smoke propagates along the length of the corridor. The focus of a smoke movement module would be life safety. A conservative assumption is made that if smoke is present in sufficient quantities to fill a corridor, then the corridor is to be considered untenable and not available as a means of egress. No attempt is made to address toxicity or density issues associated with smoke. This analysis developed correlations for the corridor smoke velocity, both as a function of the heat release rate of the associated fire and the upper layer temperatures within the fire compartment. Problems associated with the data collection and the narrow range of fire sizes used had a detrimental impact on the confidence level in the correlation based on heat release rate. The data do appear to confirm the results of previous efforts that indicated a weak relationship between the heat release rate and smoke velocity, on the order of the one-third to one-fourth power. The temperature data tended to be less problematic. This correlation shows promise for potential use with both the SFSEM and other existing computer models/routines. However, unlike previous studies of this relationship, the results of these data suggest that the velocity-temperature relationship is linear and not a square-root function. The test data were compared to predictive results using the CORRIDOR routine within FPETOOL. In general, the CORRIDOR results provided a reasonable good correlation to the tests data. Both the wave depth and temperature loss within the wave, as a function of distance, were consistently over-predicted. The velocity results were mixed, but were generally within 20 percent of the test data. The results of this study show promise, with respect to developing a correlation that can be used a method for predicting smoke movement in a corridor. However, due to the questionable nature of some of the data estimates, coupled with both a lack of sufficient number of tests and a limited range of fire sizes used, additional test data will be required to further validate the accuracy and refine the correlation(s) suggested by this work."
32
Rahimi, Kamyar. "The opportunistic green : building on Toronto's utility corridor." Thesis, Massachusetts Institute of Technology, 2014. http://hdl.handle.net/1721.1/87148.
Full textAbstract:
Thesis: M. Arch., Massachusetts Institute of Technology, Department of Architecture, 2014.This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.
Cataloged from student-submitted PDF version of thesis.
Includes bibliographical references (pages 98-99).
The Green Line or hydro corridors of Toronto are sprawling lengths of continuous, mostly vacant land used for the primary purpose of transmitting electricity. They are unusual terrain, physically sparse but culturally intense. Stippled with electrical towers, planned in acres of mowed grass, they hold the promise of light, energy and power. Within a 125 mile radius of downtown Toronto, there are approximately 8,145 acres of land passing through a wide range of neighborhoods and fabrics--yet they currently have very little to offer beyond the transmission of electricity. The stigma of living next to these high voltage power lines--with their aging infrastructure and the health hazards associated with the hydro towers--has resulted in a dearth of development along these corridors. This thesis investigates the opportunities created by reclaiming one of these public corridors, which is currently an underutilized urban void. The decision to bury the high voltage power lines underground creates a space for economic and social opportunities. The new programs promote potential for social and economic growth and come together in a unique narrow and linear site condition. As an urban strategy that brings together domestic culture with infrastructure and manufacturing, this project can create a radical and innovative urban fabric. By introducing a new underground transportation line and densifying the area around the stops, the new urban fabric could be organized as a sequence of urban centers, while promoting the preservation of the remaining green corridor. The opportunistic corridor will be a series of high density to low density spaces coupled with manufacturing hubs that ultimately add cultural and real estate value to the surrounding neighborhoods. Consequently, one of the most profane areas of the city, associated with chronic toxicity, could be transformed into one of its most desirable neighborhoods.
by Kamyar Rahimi.
M. Arch.
33
Méthot, Christian. "Le corridor bleu pour un circuit récréotouristique intégré." Mémoire, Université de Sherbrooke, 2000. http://savoirs.usherbrooke.ca/handle/11143/2385.
Full textAbstract:
Pour combler un manque au niveau du tourisme d'agrément dans la région de Sherbrooke, nous croyons que la mise en place d'un sentier navigable sur la rivière Magog pourrait être un élément de solution. Les trente kilomètres de voies navigables vont permettre d'une part de promouvoir la pratique plus poussée d'activités nautiques tels que le canot et le kayak, mais vont permettre d'autre part l'intégration des attraits récréotouristiques longeant la rivière Magog de façon à créer une série d'interconnexions entre cette même rivière et les attraits à caractère récréatif ou touristique le long du parcours. De cette façon, on souhaite prolonger la durée de séjour des visiteurs ainsi que d'augmenter les retombées économiques des visiteurs pour la région sherbrookoise.Pour en arriver là, il faut s'assurer qu'il y a le long du parcours de la rivière Magog, c'est-à-dire entre Sherbrooke et Magog, des attraits récréotouristiques suffisamment attrayants et importants pour justifier un réseau d'interconnexions. De plus, il faut s'assurer que la création de liens entre les attraits et la rivière est vraisemblablement susceptible de prolonger la durée de séjour des visiteurs. En plus d'avoir accès à la rivière Magog, les visiteurs auront aussi accès à diverses activités tout le long du corridor bleu.
34
Pace, Laura. "East Urban Area Corridor Analysis Daviess County, Kentucky." TopSCHOLAR®, 1991. http://digitalcommons.wku.edu/theses/1803.
Full textAbstract:
The need for improved highway facilities in the east urban area of Daviess County, Kentucky, is analyzed in this study. The study focuses upon the need for alternative highway routes, due to the increased travel demands generated by a new Ohio River Bridge in eastern Daviess County. Also, the east urban area is forecasted to experience population and employment growth in the next decade, further necessitating the need for improving existing highways or constructing new corridors in the area.
Various alternative alignments for an expressway are examined. The feasibility of upgrading existing highways in the east urban area is also analyzed. The study utilizes numerous transportation planning techniques, including the development of traffic projections, highway capacity analysis, cost estimates and land use and environmental impacts. The study includes original research and data collection in analyzing five alternatives. An alternative for constructing a new expressway in the east urban area of Daviess County is recommended.
35
Cozzetto, Helen E. "The status of corridor protection along scenic byways." Thesis, Virginia Tech, 1990. http://hdl.handle.net/10919/41938.
Full text
36
Méthot, Christian. "Le corridor bleu : pour un circuit récréotouristique intégré." Sherbrooke : Université de Sherbrooke, 2000.
Find full text
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Kablitz, Antje Silke. "Grande Avenue Transportation Design Study: A Corridor Plan." Thesis, The University of Arizona, 2005. http://hdl.handle.net/10150/190219.
Full textAbstract:
The Grande Avenue Transportation Design Study is an initial corridor plan for the neighborhoods of Barrio Hollywood and Menlo Park in Tucson, Arizona. This corridor plan is designed to be a guideline for future streetscape development along Grande Avenue. The document includes an inventory of existing conditions within the right-of-way and some future design options for the streetscape. This report also includes detailed information regarding traffic calming measures. Some policy recommendations are provided to help aid the neighborhoods achieve their streetscape goals for Grande Avenue.
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Howsley-Glover, Kelly Ann. "Neighborhood Commercial Corridor Change: Portland, Oregon 1990-2010." PDXScholar, 2013. https://pdxscholar.library.pdx.edu/open_access_etds/1409.
Full textAbstract:
Commercial corridors in neighborhoods experiencing change have been relegated to a footnote in research on residential phenomena. It is taken for granted that the process of change experience by businesses within these neighborhoods mirrors that of the residential change. This assumption is often predicated on the underlying model of invasion succession, suggesting that inmovers displace native populations, whether they are residents or businesses. Analyzing time series data on neighborhood commercial corridor change, research attempted to first test data against the invasion succession model to see if it is an effective framework for analysis. Second, through comparison of case study areas and data along the aggregated corridor, insights are advanced to spur development of a valid model for examining neighborhood commercial corridor change as a unique process with regular spatio-temporal patterns. This framework, it is suggested, is the first step towards understanding the impact of external forces, including social actors, on the neighborhood commercial landscape.
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Mansbridge, Leonie Ngahuia. "The Cross-Cultural Corridor: Performing Māori/Pākehā Identities." Thesis, Curtin University, 2019. http://hdl.handle.net/20.500.11937/77236.
Full textAbstract:
This thesis (exegesis and creative art practice) draws on my experience of living as a Māori/Pākehā. Through autoethnography exegesis and artwork I draw on my experiences living within a cross-cultural corridor as a Māori/Pākehā. I research historical discourses, racial categories and theories to uncover mixed identity, which I call inbetweeness. This research offers a voice to acknowledged and resists the ambiguous position we are placed in throughout Aotearoa/New Zealand, Australia and beyond.
40
CARON, MALUCELLI FRANCISCO. "A BRT Corridor Through Stockholm’s Inner-city : Assessing the Operational Impacts of a BRT Corridor Along Bus Line 4 Using Microscopic Simulation." Thesis, KTH, Transportplanering, 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-283199.
Full textAbstract:
Bus Rapid Transit (BRT) corridors and systems have emerged in the past three decades as affordablesolutions of medium capacity public transport services to highly urbanized areas, especially in LatinAmerica and Asia. In Stockholm, trunk bus lines have gained priority over mixed traffic over the yearsthrough exclusive bus lanes, signal priority, and reliability control, for example, but no complete BRTsolution has been implemented yet. Among the inner-city trunk lines, Line 4 is the most demanded witharound 70,000 passengers boarding the service daily. This thesis proposes, then, to assess theoperational impacts that BRT solutions as segregate median lanes, stations with off-board farecollection and platform level boarding and alighting through all bus doors, full signal priority andheadway control strategy, would have in bus Line 4, using a microscopic simulation approach. Twoscenarios were simulated, and the results compared to the existing conditions (Base Scenario).Scenario 1 considered a 5-minute headway service and Scenario 2, 3-minute headways. Overall, theproposed scenarios reduce travel times by 37.6-49.1%, increase average operational speeds (includingdwell times) by 60.4-96.6%, decrease dwell times by 57.9-65.6%, decrease delays by 18.4-36%,decrease vehicle occupancy rates by 3.5-44.9% and improve the Coefficient of Variation of theheadways from 0.83-0.85 in the Base Scenario to 0.1 in Scenario 1 and 0.2 in Scenario 2. As a resultof the reduction in travel times, a BRT service would need 13 buses to operate a 5-minute headwayand 21 buses for a 3-minute headway, against 27 vehicles that are used currently for a 4 to 6-minuteheadway during peak hour.
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Singh, Darshan R. "Estimation of Travel Time on Signalized Arterial Highway Corridor." Cincinnati, Ohio University of Cincinnati, 2005. http://www.ohiolink.edu/etd/view.cgi?acc%5Fnum=ucin1116258396.
Full text
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Tong, Chui-shan Zandie. "Revitalization of Nathan Road corridor : landscape + consumerism = urban oasis /." View the Table of Contents & Abstract, 2005. http://sunzi.lib.hku.hk/hkuto/record/B34609829.
Full text
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Cooledge, Mia. "Sustainable Urban Rail Trails: Designing the Cross Kirkland Corridor." Scholarship @ Claremont, 2013. http://scholarship.claremont.edu/scripps_theses/139.
Full textAbstract:
This thesis is a guide to building a sustainable rail-trail, wherein I focus on invasive species removal, green pavement, and creating an inviting space with the inclusion of integrated art. When the City of Kirkland, WA purchased the 5.75 mile long section of railroad going through the city, I approached city manager Kurt Triplett to ask about his plans for the corridor. He liked the idea of aiming for a sustainable trail, so I wrote a guide to building an environmentally friendly trail based on a number of prominent readings on sustainable design.
44
Fitzthum, Anton. "Simulation of rerouting incentives for improved travel corridor performance." Thesis, Linköpings universitet, Kommunikations- och transportsystem, 2012. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-91329.
Full textAbstract:
Congestion on the road is identified as a severe threat to nations’ economy. To address this problem, in the past the capacity of existing infrastructure is increased by building new roads. But as history has shown, it is not only an expensive and unsustainable, but also not an efficient way of dealing with this problem. Alternatively, by identifying underutilized links, for example, in the form of parallel routes, the already existing infrastructure can often be used more efficient. This thesis focuses on the development of a framework to simulate re-routing incentives to enable an improved travel corridor performance. Thus, the effects of providing traveler information and tendering mometary incentives on a concidor’s traffic flow are investigated. The aim is to show that by changing the route choice behavior of a certain percentage of the fleet, the overall performance of the existing corridor can be increased. By using the microscopic traffic simulation tool VISSIM in combination with dynamic traffic modeling, numerous scenarios are simulated. By gradually increasing the amount of users who get access to the incentive scheme, the impacts of the penetration get analyzed as well. Based on a network stretch located in California, United States, the simulation model is developed. Using this model, three different scenarios are investigated in detail: a No Incident scenario, a Construction Work scenario and an Accident scenario. Finally, a comprehensive analysis of the simulation results takes place. It mainly focuses on the indicator travel time to discuss the impacts on the corridor performance. Interpreting the achieved simulation results, it can be stated that already small penetration rates have the potential for a significant increase of the corridor performance. To be able to optimize the corridor’s performance, free capacity on detours – especially at bottlenecks like ramps – has to be available. Nevertheless, in case of high penetration rates, straightforward broadcasting of incentives is not an option.
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Clark, John H., and Joshua L. Tucker. "A strategic market analysis of the Open Market Corridor." Monterey, California. Naval Postgraduate School, 2003. http://hdl.handle.net/10945/9844.
Full textAbstract:
Approved for public release; distribution is unlimited.MBA Professional Report
Approved for public release; distribution is unlimited.
The purpose of the MBA Project was to perform an analysis of the market and environment of Government and commercial e-commerce opportunities in order to identify key stakeholders, critical issues, and an overall marketing strategy for the Open Market Corridor. Through comprehensive literature review and information gathering, a focused analysis of a specific potential customer, Naval Supply Systems Command (NAVSUP), is conducted to highlight the threats and opportunities to the system.
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Tong, Chui-shan Zandie, and 唐翠珊. "Revitalization of Nathan Road corridor: landscape + consumerism = urban oasis." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2005. http://hub.hku.hk/bib/B45009685.
Full text
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Moss, Eric Brian. "Definition of the sea surface infrared sun glitter corridor." Thesis, Monterey, California. Naval Postgraduate School, 1992. http://hdl.handle.net/10945/23616.
Full textAbstract:
Approved for public release; distribution is unlimitedMeasurements of sea surface radiance were made in the 2-5.6 and 8-14 um wavebands near the azimuth of the sun at low solar observation angles. From these measurement, an analysis of the statistical and physical nature of a sun glitter channel as presented to a low altitude observer (i.e. shipboard) was conducted. findings showed strong correlations between wind speed and corridor width, and between wind speed and strength of source radiance, dominated primarily by the direct solar reflected contribution to sea radiance. 8-14 um radiances showed far less susceptibility to the detrimental effects of sun glitter on IE sensing systems. All patterns were Gaussian in shape across the azimuthal extent of each glitter corridor. The magnitude of glinting radiances decreased with increasing depression angles, presenting an approximate half Gaussian radiance distribution in elevation. A method to convert apparent radiant (as received at the sensor) to equivalent zero-range blackbody source radiance was formulated but showed weaknesses in computing the path radiance of the atmosphere intervening between the sea and the AGA 780 sensor, and in accounting for the emissivity of the sea surface as it affected the self-emitted component of sea surface source radiance.
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Gest, Patrick-Henri (Patrick-Henri Gerard) 1977. "Transport-- development : impact study of the London-Stockholm Corridor." Thesis, Massachusetts Institute of Technology, 2001. http://hdl.handle.net/1721.1/47908.
Full textAbstract:
Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2001.Includes bibliographical references (leaves 134-135).
Large-scale transport infrastructure projects are designed to enhance the rate of economic growth and income distribution of regions they link. They are often constrained by various social, economic, environmental and financial considerations. Projects are usually evaluated by economic and financial cost -benefit analysis obtained by a typical cash-flow study. This approach makes projects' appraisal deficient because it does not involve multifactor impacts of the projects. Those impacts that are not included in cost-benefit analysis are referred to as socio-economic effects. In the framework of the trans-European high-speed railway network, this thesis focuses on the London-Stockholm corridor that is only partially completed. Nowadays, one of the European Union's main objectives is a proper socio-economic integration of the different regions between themselves in order to foster regional development and sustainable mobility. Large-scale infrastructure effects on regional development and evaluation methods of such effects are analyzed to study the importance of socio-economic impacts. In megaprojects' evaluation, socio-economic impacts are no longer negligible in comparison to the financial benefits. Furthermore socio-economic impacts drive regional development and thus are the essential justification for implementing the infrastructure. Researchers are beginning to suggest that mega-projects should tend first to maximize the socio-economic benefits and second to being sound and profitable. The implication would be that governments should pay more attention to maximizing the socio-economic impacts and environmental standards and delegate to the private sector the task of making the projects profitable on a financial analysis basis.
by Patrick-Henri Gest.
S.M.
49
Ogunbekun, Tolulope A. (Tolulope Ayoade). "The impact of Amtrak performance in the Northeast Corridor." Thesis, Massachusetts Institute of Technology, 2015. http://hdl.handle.net/1721.1/99624.
Full textAbstract:
Thesis: M. Eng., Massachusetts Institute of Technology, Department of Civil and Environmental Engineering, 2015.Cataloged from PDF version of thesis.
Includes bibliographical references (pages 193-197).
The performance of Amtrak's Acela and Regional services in the Northeast Corridor (NEC) is a topic that, while frequently discussed as substandard by some travelers, has received minimal attention in the compendium of open source research literature. Amidst leading discussions in U.S. Congress to reduce Amtrak's funding, the finances and policies required for track renovation, infrastructure maintenance and quality train operations are also compromised. This provides a backdrop and motivation for the work done in this thesis. Amtrak is a vital transportation provider on the Northeast Corridor serving travelers between Boston, MA and Washington, DC, including major cities such as Providence, RI; New Haven, CT; New York, NY; Philadelphia, PA; and Baltimore, MD. In Fiscal Year 2014, Amtrak had a record high of 11.6 million passengers on the Acela and Regional services combined. However, in FY 2014 only 3.9 million passengers arrived at their destination at the scheduled arrival time, that is, 7.4 million passengers experienced delays for a myriad of reasons. Furthermore, in 1981, Amtrak advertised Acela's predecessor (Express Metroliner) as trains that made the trip between Washington, D.C. and New York in 2 hours, 59 "civilized" minutes with a 92% on-time performance. Thirty-three years later, travel times in the NEC have barely improved; the Washington, DC - New York trip currently takes 2 hours 44 minutes on Acela and 3 hours 24 minutes on the Regional. Additionally, in FY 2014 overall on-time performance on the Acela and Regional services were 74% and 77%, respectively, despite a 10-minute delay threshold. This thesis focuses on Amtrak's Acela and Regional passengers, as well as the travel time performance of these services in the last ten years (2005 to 2014). The thesis evaluates different factors that lead to variability in ridership and service performance, as well as the impact of service performance on ridership. Another objective of the thesis is to hypothesize about how service performance affects future demand on the Acela and Regional services. This research lays the foundation for future work on the impact of Amtrak's performance, and measures needed to strengthen and improve intercity passenger rail in the Northeast Corridor.
by Tolulope A. Ogunbekun.
M. Eng.
50
Verhoeven, Jack George. "Framework for Rating Roadway Assets at the Corridor Level." Thesis, Virginia Tech, 2010. http://hdl.handle.net/10919/34007.
Full textAbstract:
The United States relies on its vast network of roadways to transport people, goods, and services across the nation. These roads need to be maintained to an acceptable level in order to effectively provide a safe, reliable, and efficient road. The use of infrastructure management systems (IMS) has aided in keeping an inventory of existing roads, identifying assets in need of repair, and assisting in allocating funds for maintenance, repair, and rehabilitation.
The current practice in the United States has shown a lack of consistency in the way assets are rated in each state. Individual states have employed their own methodology for rating each asset type. This makes comparison of assets between states difficult. Several methods in use have provided a way to effectively rate an asset, but no method exists that can be used to compare ratings in different states.
To successfully maintain the network of roads across the United States, a method to assess assets between states is necessary. Consistency between states in their data collection, rating calculation, and rating reporting are all necessary to identify poor sections of roadway. Another useful reporting item will be a condition rating of all the assets contained within a corridor. A corridor is a series of travel routes which move people between two major points of interest.
By analyzing corridor level condition ratings, it will be possible to examine the overall condition of all the corridor sections across the nation and identify sections that need assistance in raising their condition.
The objective of this thesis was to develop a framework for rating assets at the corridor level. The framework was developed to be applied to any asset contained within a roadway and allow the combination of individual asset ratings into a single corridor rating. The final methodology not only reports the overall corridor condition, but the functional and structural health of each individual asset, the rating of all of an asset type within a corridor, and performance indicators for individual items on a single asset.
The methodology was tested using data provided by the Virginia Department of Transportation (VDOT) to test if the methodology would produce ratings similar to those in use. For the application methods were developed for two major roadway assets; pavements and bridges.
The product of this thesis is a general framework which can be applied to roadway corridors to assess the overall condition of all the assets contained within the corridorâ s boundaries. It can be used in conjunction with an IMS to help improve and maintain the overall condition of the roads, which are critical to the United States. Without unification of condition rating methods into a single method it will never be possible to compare assets from every state in the nation.
Master of Science