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1
Hidalgo-Mihart, Mircea G., Fernando M. Contreras-Moreno, Alejandro Jesús de la Cruz, and Rugieri Juárez-López. "Validation of the Calakmul–Laguna de Terminos corridor for jaguarsPanthera oncain south-eastern Mexico." Oryx 52, no. 2 (February 15, 2017): 292–99. http://dx.doi.org/10.1017/s0030605316001083.
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AbstractThe fragmentation of jaguarPanthera oncapopulations as a result of habitat loss is considered to be one of the main challenges for the conservation of the species. Corridors have been proposed as a means of maintaining connectivity and the long-term viability of jaguar populations. The corridor that connects the jaguar conservation units of Calakmul and Laguna de Terminos in Mexico has been considered to be a link for the movement of individuals between these units but its functionality had yet to be verified. During 2012–2014 we divided the corridor into four sections, where we used camera traps to verify the corridor's functionality. We obtained 106 photographs of jaguars, proving the presence of jaguars (including resident jaguars and females) in three of the corridor sections. We did not record any individuals in more than one section of the corridor. The presence of several resident jaguars and females throughout the corridor suggests that portions of the corridor should be incorporated into the Calakmul and Laguna de Terminos jaguar conservation units. Nevertheless, to confirm that the corridor is fully functional it is necessary to obtain evidence of movement of jaguars among the various sections of the corridor. Our results suggest that the area should be included in regional conservation strategies.
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Zemotel, Linda M., and David K. Montebello. "Interregional Corridors: Prioritizing and Managing Critical Connections Between Minnesota’s Economic Centers." Transportation Research Record: Journal of the Transportation Research Board 1817, no. 1 (January 2002): 79–87. http://dx.doi.org/10.3141/1817-10.
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Growth trends in Minnesota emphasize the need to ensure that travel on highway corridors linking regional trade centers in the state is safe, reliable, and efficient. In 1999, the Minnesota Department of Transportation initiated an interregional corridor study to define a system of interregional corridors that connect important regional trade centers. Minnesota’s effort to develop the interregional corridor system, performance expectations, and principles and policies for managing and guiding development along these corridors is described. The interregional corridor system and the corresponding management principles and policies were developed in several phases: ( a) definition of regional trade centers, ( b) identification of the interregional corridor system, ( c) development of interregional corridor principles and policies, and ( d) development of a corridor management plan guide. The study developed performance measures and performance targets to identify mobility risk corridors, which are corridors that perform below target speed or have a risk of signal proliferation. Methods used at a sketch-planning level to identify priority routes and performance levels are described. The study developed a more uniform process for developing corridor management plans.
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Yin, Weichuan, and Yingqun Zhang. "Identification Method for Optimal Urban Bus Corridor Location." Sustainability 12, no. 17 (September 2, 2020): 7167. http://dx.doi.org/10.3390/su12177167.
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Locating urban bus corridors based on corridor characteristics can increase the transportation capacity, improve transportation efficiency, and increase the attractiveness and commercial value of urban bus corridors. In this paper, we describe the comprehensive optimization of the urban bus corridor location and setting of bus lanes, while considering the aggregation effect of the corridor. First, we use a K-shortest path algorithm to generate a candidate set of bus corridors. Then, we analyze the influencing factors of the bus corridor. Following this, we take the minimum generalized cost and the maximum aggregation utility along the path as the objective function and design a bus corridor location identification optimization model, considering arc capacity, plot ratio, corridor development, and time constraints. Finally, we examine the real-world example of the Beijing city and identify the location of the bus corridors in the morning and evening peak hours. The one-way traffic of most of the roads identified as bus corridors was found to be greater than 6671 people/h. Thus, the location of the bus corridor and setting of bus lanes in the corridor are closely related to passenger flow, and the method can provide scientific guidance for transportation and urban planning departments and facilitate collaboration between these departments.
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Kowalski, Gabriele Joanna, Volker Grimm, Antje Herde, Anja Guenther, and Jana A. Eccard. "Does Animal Personality Affect Movement in Habitat Corridors? Experiments with Common Voles (Microtus arvalis) Using Different Corridor Widths." Animals 9, no. 6 (May 29, 2019): 291. http://dx.doi.org/10.3390/ani9060291.
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Animal personality may affect an animal’s mobility in a given landscape, influencing its propensity to take risks in an unknown environment. We investigated the mobility of translocated common voles in two corridor systems 60 m in length and differing in width (1 m and 3 m). Voles were behaviorally phenotyped in repeated open field and barrier tests. Observed behavioral traits were highly repeatable and described by a continuous personality score. Subsequently, animals were tracked via an automated very high frequency (VHF) telemetry radio tracking system to monitor their movement patterns in the corridor system. Although personality did not explain movement patterns, corridor width determined the amount of time spent in the habitat corridor. Voles in the narrow corridor system entered the corridor faster and spent less time in the corridor than animals in the wide corridor. Thus, landscape features seem to affect movement patterns more strongly than personality. Meanwhile, site characteristics, such as corridor width, could prove to be highly important when designing corridors for conservation, with narrow corridors facilitating faster movement through landscapes than wider corridors.
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Xu, Wen, Lushuang Zhao, Yunwei Zhang, and Zhaolin Gu. "Investigation on Air Ventilation within Idealised Urban Wind Corridors and the Influence of Structural Factors with Numerical Simulations." Sustainability 15, no. 18 (September 16, 2023): 13817. http://dx.doi.org/10.3390/su151813817.
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Wind corridors are expected to be effective in alleviating the canopy urban heat island effect and air pollution. However, investigations on airflow characteristics within wind corridors, especially the influences of structural factors, are still limited. This current work performed numerical simulations on a group of idealised wind corridor models with different aspect ratios (ARs) and varying heights and/or widths along the corridors. Simulations revealed that the AR value had a vital influence on the wind speed, and an AR value of 0.1 facilitated the best ventilation conditions within the wind corridor. Structural variations along the corridor have a critical influence on ventilation, where the width contraction (contraction structure) and high-rise buildings (protrusion structure) would considerably weaken the wind speed within the corridors. The results suggested that wider and step-up structural design along the corridor should be encouraged in urban wind corridor planning, which would be helpful in promoting ventilation efficiency; but contraction structures should be prevented for primary wind corridor design.
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Anggoro, Aditya Galih, Winoto Hadi, and Daryati Daryati. "Analisis Tingkat Pelayanan Terminal Transjakarta Pada Stasiun Harmoni Central Busway Berdasarkan Persepsi Penumpang." Menara: Jurnal Teknik Sipil 15, no. 1 (January 2, 2020): 30–36. http://dx.doi.org/10.21009/jmenara.v15i1.18063.
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The result of this research show that level of service (LOS) obtained at Harmoni Central Busway Station for Friday July 14th, 2017, corridor which included with category LOS A (very good) was corridor 8A. Then, corridors with category LOS B (good) were corridors 1A, 2, 2A, 3, 5C, and 8, while for corridors with category LOS D (bad) were corridors 1 and 9B. For Monday July 16th, 2017, corridors which included with category LOS A (very good) were corridors 1A, 2, 2A, 3, 5C, 8, and 8A, while for corridors with category LOS C (good enough) were corridors 1 and 9B. For Sunday July 17th, 2017, corridor which included with category LOS A (very good) was corridor 8A. For the next, corridors with category LOS B (good) were corridors 2, 5C, and 8. Then, corridors with category LOS C (good enough) were corridors 1A, 2A, and 3, while for corridors with cateogry LOS D (bad) were corridors 1 and 9B. Value of satisfaction index to 4 factor dimensions of serivce is 66,028%, enter good criteria according to Transjakarta passengers perception at Harmoni Central Busway Station.
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Arifin, Zainal. "ANALISIS PERBANDINGAN PEREKONOMIAN PADA EMPAT KORIDOR DI PROPINSI JAWA TIMUR." Jurnal Ekonomi Pembangunan 7, no. 1 (July 1, 2009): 77. http://dx.doi.org/10.22219/jep.v7i1.3585.
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The purpose of this study is to identify how the pattern of economic growth at the district level in each of the corridors in the province of East Java; identify what sectors could be developed in an effort to determine development priorities at the district level in each corridor in East Java Province, and to compare the level of the economy on four corridors in East Java Province. Based on comparative analysis of the economy can be explained that the North South Corridor has on the economy ranked first, followed by Southwest corridor, then the Eastern Corridor and the final ranking of the North Corridor
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Голкин, А. В., В. Г. Шамонин, С. А. Зуев, and С. Ю. Хатунцева. "DESIGN OF EMERGENCY EXITS IN CORRIDOR RING TYPE BUILDINGS. NARROW CORRIDOR." Актуальные вопросы пожарной безопасности, no. 1(19) (March 1, 2024): 6–9. http://dx.doi.org/10.37657/vniipo.avpb.2024.20.45.001.
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При проектировании зданий коридорного типа возникает вопрос о размещении эвакуационных выходов вдоль одной или обеих сторон длинного коридора. В данной статье рассматривается коридор, обе стороны которого представляют собой концентрические полуокружности для узких коридоров. Представлен алгоритм определения оптимального распределения выходов для узких коридоров. Проведен пробный расчет. When designing corridor type buildings, there is a question whether the exits should be located on one or both sides of a long corridor. In this paper there is considered a corridor where both sides of the corridor are concentric semicircles for narrow corridors. An algorithm is presented to determine the optimal exit allocation for narrow corridors. An experimental calculation is performed.
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Kweon, Oh Sang, Hyun Kang, and Heung-Youl Kim. "Experimental Study on the Spread Characteristics of Initial Fires According to Corridor Types." Journal of the Korean Society of Hazard Mitigation 21, no. 4 (August 31, 2021): 49–59. http://dx.doi.org/10.9798/kosham.2021.21.4.49.
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During an accidental fire in buildings, the corridor becomes the path for flame and smoke to spread, exposing the occupants to danger. Therefore, this study conducted real-scale fire experiments using corridors of size 2.4(L) × 10(W) × 2.4(H) m an “L-type” corridor for one-way evacuation and a “T-type” corridor for two-way evacuation to analyze the characteristics of fire according to the shape of corridors. The real-scale fire experiments were conducted in a fire room (2.4(L) × 3.6(W) × 2.4(H) m) with a single opening (2.0(W) × 1.8(H) m). The combustibles used inside the fire room were wood cribs, with a heat release rate of 651.4 kW, in the L-type corridor and chairs, with a heat release rate of 95.7 kW, in the T-type corridor. The temperature inside the corridor was measured during the real-scale fire experiments, and the average maximum measured temperature was 432.1 °C in the L-type corridor and 103.5 °C in the T-type corridor. The experimental results and the ventilation characteristics according to the corridor types were applied to BFD curves to show the process of designing fire growth models according to corridor types.
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Clarke, Donna J., Kate A. Pearce, and John G. White. "Powerline corridors: degraded ecosystems or wildlife havens?" Wildlife Research 33, no. 8 (2006): 615. http://dx.doi.org/10.1071/wr05085.
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Management of powerline corridors in Australia has traditionally focused on the complete removal of vegetation using short rotation times owing to the perceived hazard of fire associated with corridor vegetation. Because of the intense management associated with fire hazards, little thought has been given to use of powerline corridors by wildlife. This has resulted in corridors traditionally being viewed as a source of fragmentation and habitat loss within forested ecosystems. We investigated the responses of small mammal communities living in a powerline corridor to management-induced vegetation changes at different successional stages, to determine whether a compromise could be reached between managing corridors for fire and biodiversity. Habitat modelling in the corridor and adjacent forest for three native and one introduced small mammal species demonstrated that species responded to changes in vegetation structural complexity, rather than time-since-management per se. Early seral stages of vegetation recovery after corridor management encouraged the introduced house mouse (Mus domesticus) into corridors and contributed little to biodiversity. Mid-seral-stage vegetation, however, provided habitat for native species that were rare in adjacent forest habitats. As the structural complexity of the vegetation increased, the small mammal community became similar to that of the forest so that corridor vegetation contributed fewer biodiversity benefits while posing an unacceptable fire risk. If ecologically sensitive management regimes are implemented to encourage mid-seral vegetation and avoid complete vegetation removal, powerline corridors have the potential to improve biodiversity. This would maintain landscape connectivity and provide habitat for native species uncommon in the forest while still limiting fuel loads in the corridor.
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Milijic, Sasa, Nenad Spasic, and Marija Micic-Maksin. "Corridor X in Serbia: Approach to spatial planning." Spatium, no. 9 (2003): 14–21. http://dx.doi.org/10.2298/spat0309014m.
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For the infrastructural corridor's area, of the national importance, is predicted making spatial plans of area of special use, as the most complex instruments for the developing and arranging management of these areas. These plans should have an integrative and problem-oriented approach towards development planning and arrangement of such an area, and it is obliged to include: a complex evaluation of state and function of infrastructural system in the corridor; an analysis of infrastructural corridor influence on the development of the planning area and its surrounding; an alternative conception of long-term protection, improvement, organization and use of the planning area; a choice of the priorities and assumption of the realization phases; instructions for the implementation of the plan etc. The approach in making of this category of plans, as well as, experiences in planning, arrangement and use of multimodal corridors, have been considered on the example of Spatial plan of the infrastructural corridor E-75 section Belgrade-Nis area.
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Ye, Bojia, Zhao Yang, Lili Wan, and Yunlong Dong. "Multi-Objective Evaluation of Airborne Self-Separation Procedure in Flow Corridors Based on TOPSIS and Entropy." Sustainability 12, no. 1 (December 31, 2019): 322. http://dx.doi.org/10.3390/su12010322.
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This paper proposes a simulation-based framework for assessing airborne self-separation procedures in flow corridors with consideration of different performance metrics, including air traffic operations, corridor capacity, safety, and environmental impacts. Firstly, the airborne self-separation concept in flow corridors is introduced, followed by an agent-based flow corridor simulation model. Then, data were collected to initialize a parallel-lane flow corridor model connecting A461 upper air route from Beijing to Guangzhou in China which can also simulate aircraft self-separating in the flow corridor. The total control delay, flow corridor throughput, breakout rate, and the CO2 emissions of traffic flow were considered as the impact measurements, and the TOPSIS and entropy method was used to rank the performances of different self-separation procedures. We found that combining multiple objectives into one, the optimum scheme can be obtained to guide the design of self-separation procedures for flow corridors. The research results can be used by airspace managers to dynamically develop appropriate operational procedures and rules for flow corridors given different operational conditions and constraints. Also, the framework proposed in the research may be used to evaluate the design of airspace structure with consideration of multiple objectives.
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Eby, Adam, Peter Early, Simon Roe, Karl Kraus, Yuan Lingnan, and Jonathan Mochel. "Computed Tomographic Evaluation of Mid-thoracic Vertebral Corridors in Normal French Bulldogs." European Journal of Veterinary Medicine 2, no. 1 (February 1, 2022): 1–3. http://dx.doi.org/10.24018/ejvetmed.2022.2.1.21.
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Objectives: (1) To report internal measurements of thoracic vertebral bone morphology and (2) identify safe and clinically applicable surgical implant corridors in the T7-T9 thoracic vertebrae of French Bulldogs.
Study Design: Observational, cross‐sectional, descriptive study.
Sample Population: Seven client-owned French Bulldogs with normal thoracic vertebrae.
Methods: Computed tomographic (CT) studies of normal French Bulldogs were reviewed. Multiplanar reconstruction of the CT images was used to determine thoracic vertebral corridors. Corridor measurements included the width, length, insertion distance off midline, and angle off midline (sagittal) for each thoracic vertebra. One‐way analysis of variance was used to detect differences between groups.
Results: Measurements of vertebral corridor width (p>0.9848), length (p>0.8113), implant center (p>0.9282) and angle (p>0.3609) did not differ between each vertebra. The average vertebral corridor width was 4.5 ± 0.7 mm. The average corridor length was 17.2 ± 2.5 mm. The average corridor angle was 22.3 ± 1.9 °. The mean distance the proposed implant center was from the vertebral midline was 8.2 ± 1.1 mm. Inter-observer agreement of corridor length and implant center was good but poor for corridor angle and width.
Conclusion: Based on average corridor width and length, commercially available cortical screws or pins can be utilized for implants in this region of the thoracic spine. The angle of corridor trajectory from a dorsal approach seems most applicable for T7-T9.
Clinical Significance: Vertebral corridors can be measured using CT-MPR, and implant specifications and angles derived. Surgical guides can also be created to guide implant placement. This approach provides a simple and accurate method to guide the placement of thoracic vertebral implants.
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Prause, Gunnar. "A Green Corridor Balanced Scorecard." Transport and Telecommunication Journal 15, no. 4 (December 19, 2014): 299–307. http://dx.doi.org/10.2478/ttj-2014-0026.
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AbstractGreen transport corridors represent trans-shipment routes with a concentration of freight traffic between major hubs and long distances of transport marked by reduced environmental and climate impact. Important characteristics of green corridors are their network structures, their transnational character and their high involvement of public and private stakeholders, including political level requiring new governance models. Network-oriented controlling of green transport corridors require new concepts and instruments concentrating on multi-dimensional evaluation of collective strategies and processes in an international environment with a focus on cross-company aspects.Until now the scientific discussion focusses on different sets of Key Performance Indicators (KPI) for monitoring and management of green corridors, which mainly cover sustainable aspects of green corridor development by neglecting a network-oriented controlling approach so that a general concept for green corridor controlling is still missing. The current KPI approaches emphasize the operational aspects of the corridor performance so that a strategic management control system is needed to safeguard an efficient, innovative, safe and environmental friendly long-term development.The paper will present and discuss a management control system for green supply chains based on the balanced scorecard concept and link the ongoing scientific discussion to recent research results about green corridor management. The presented green corridor balanced scorecard tries to solve the strategic weakness of the existing green corridor controlling approaches by integrating cooperative and network-oriented concepts from supply chain management.
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Prause, Gunnar, and Meike Schröder. "KPI Building Blocks For Successful Green Transport Corridor Implementation." Transport and Telecommunication Journal 16, no. 4 (December 1, 2015): 277–87. http://dx.doi.org/10.1515/ttj-2015-0025.
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Abstract The green transport corridor concept represents a cornerstone in the development of integrated and sustainable transport solutions. Important properties of green corridors are their transnational character and their high involvement of large numbers of public and private stakeholders, including political level, requiring sophisticated approaches for implementation, management and governance. The current scientific discussion focusses on Key Performance Indicators (KPI) for monitoring and management of green transport corridor performance emphasizing the operational aspects. The green corridor balanced scorecard approach tried to mitigate the strategic weakness of KPI concept by integrating cooperative and long-term views in order to come closer to a comprehensive green corridor control system. Until now all discussed KPI sets are too small and narrow for a successful implementation of green corridors so there is a need for the development of an user-oriented model for green corridor control systems based on building blocks integrating existing KPI sets. The building block approach for implementation has been successfully used for implementation and simulation in supply chain management. Based on these results the paper will present a holistic control system for successful implementation of green transport corridors based on building blocks integrating recent results about KPIs and balanced scorecards approaches. The research will empirically be verified by empirical results from European green corridor projects.
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Ceballos, Gerardo, Joaquín Arroyo-Cabrales, and Eduardo Ponce. "Effects of Pleistocene environmental changes on the distribution and community structure of the mammalian fauna of Mexico." Quaternary Research 73, no. 3 (May 2010): 464–73. http://dx.doi.org/10.1016/j.yqres.2010.02.006.
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Biological communities in Mexico experienced profound changes in species composition and structure as a consequence of the environmental fluctuations during the Pleistocene. Based on the recent and fossil Mexican mammal checklists, we determine the distribution, composition, diversity, and community structure of late Pleistocene mammalian faunas, and analyze extinction patterns and response of individual species to environmental changes. We conclude that (1) differential extinctions occurred at family, genus, and species level, with a major impact on species heavier than 100 kg, including the extinction all proboscideans and several ruminants; (2) Pleistocene mammal communities in Mexico were more diverse than recent ones; and (3) the current assemblages of species are relatively young. Furthermore, Pleistocene relicts support the presence of biogeographic corridors; important refugia existed as well as centers of speciation in isolated regions. We identified seven corridors: eastern USA–Sierra Madre Oriental corridor, Rocky Mountains–Sierra Madre Occidental corridor, Central United States–Northern Mexico corridor, Transvolcanic Belt–Sierra Madre del Sur corridor, western USA–Baja California corridor, Tamaulipas–Central America gulf lowlands corridor, and Sonora–Central America Pacific lowlands corridor. Our study suggests that present mammalian assemblages are very different than the ones in the late Pleistocene.
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Shen, Jiake, and Yuncai Wang. "Optimizing Landscape Structure of Hybrid Land Use in Ecological Corridors Based on Comprehensive Benefit Index in Metropolitan Area." Forests 14, no. 9 (August 25, 2023): 1714. http://dx.doi.org/10.3390/f14091714.
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As an inherent part of the landscape ecological network (LEN), the ecological corridor is the bridge between ecological sources and also the key to ensuring urban ecological security. Existing studies on ecological corridors mostly stay in the large scale of landscape patterns and lack guidance for corridor structure design or optimization at the land use level. To provide a reference for the internal landscape structure adjustment of the ecological corridor composed of hybrid land use in the rapidly urbanized areas, first, we constructed the “Comprehensive benefit index of ecological corridors I” by using the three indexes of “Ecological benefit enhancement potential”, “Economic input cost” and “Social coordination cost”. Second, with the goal of maximizing the comprehensive benefits of the three aspects of ecological corridor construction, we established a functional relationship between the converted agricultural land area A, constructed land area C, and index I to determine the optimal proportion of agricultural lands and constructed lands converted into ecological lands within the planning scope of the ecological corridors. The results show that (1) according to the conversion ratio, the ecological corridors in the study area can be divided into three degrees of conversion rate: low, moderate, and high. (2) Among the 66 ecological corridors, the agricultural lands in 26 ecological corridors and the constructed lands in 35 ecological corridors need to be converted into ecological land at a high ratio to ensure the comprehensive benefits of the corresponding corridors. We also put forward suggestions for landscape structure adjustment and optimization for ecological corridors with different conversion degrees. This method can help balance the benefits of different stakeholders in the city and implement the results of ecological corridor planning on a large spatial and temporal scale at the land use level.
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Muna, Sabrina Islam, Srijita Mukherjee, Kamesh Namuduri, Marc Compere, Mustafa Ilhan Akbas, Péter Molnár, and Ravichandran Subramanian. "Air Corridors: Concept, Design, Simulation, and Rules of Engagement." Sensors 21, no. 22 (November 12, 2021): 7536. http://dx.doi.org/10.3390/s21227536.
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Air corridors are an integral part of the advanced air mobility infrastructure. They are the virtual highways in the sky for the transportation of people and cargo in a controlled airspace at an altitude of around 1000 ft. to 2000 ft. above ground level. These corridors will be utilized by (unmanned) air taxis, which will be deployed in rural and metropolitan regions to carry passengers and freight, as well as air ambulances, which will be deployed to offer first responder services such as 911 emergencies. This paper presents fundamental insights into the design of air corridors with high operational efficiency as well as zero collisions. It begins with the definitions of air cube, skylane or track, intersection, vertiport, gate, and air corridor. Then a multi-layered air corridor model is proposed. Traffic at intersections is analyzed in detail with examples of vehicles turning in different directions. The concept of capacity of an air corridor is introduced along with the nature of distribution of locations of vehicles in the air corridor and collision probability inside the corridor are discussed. Finally, results of traffic flow simulations are presented.
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Zhang, Tianxin, Yuliang Yang, Xin Fan, and Shengya Ou. "Corridors Construction and Development Strategies for Intangible Cultural Heritage: A Study about the Yangtze River Economic Belt." Sustainability 15, no. 18 (September 8, 2023): 13449. http://dx.doi.org/10.3390/su151813449.
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At present, there is obvious regional segmentation in the protection of intangible cultural heritage (ICH) in the Yangtze River Economic Belt. ArcGIS spatial analysis method and minimum cumulative resistance (MCR) models are used to investigate the distribution characteristics of ICH and the suitability of corridor construction in this region. On this basis, the strategies for heritage corridor construction are proposed. (1) The results show that the density and distribution of ICH in the Yangtze River Economic Belt have distinct regional characteristics: most of the high-density areas are in the eastern region, yet the low-density areas are mainly in the western region. (2) The suitability of heritage corridor construction decreases from west to east, and the unsuitable areas are mainly distributed in the western region. (3) According to the spatial characteristics of heritage distribution and the suitability of regional corridor construction, the ArcGIS spatial analysis method is used to determine 37 heritage corridors in the Yangtze River Economic Belt. (4) On this basis, a corridor construction method that uses linear landscape as the corridor theme and connects individual heritage points is proposed. The development strategy of heritage corridors should be in line with local conditions in different regions so as to realize regional collaborative development. Furthermore, the influence domain of heritage corridors should be further increased.
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Putri, Nisriena Rachmi, and Mohammad Muktiali. "Evaluasi Kebijakan Bus Trans Semarang pada Koridor I – Koridor VII." Teknik PWK (Perencanaan Wilayah Kota) 10, no. 2 (May 3, 2021): 138–44. http://dx.doi.org/10.14710/tpwk.2021.30800.
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In 2009, Semarang added a public transportation mode, the Trans Semarang Bus, which is a manifestation of the implementation of public transportation policies in Semarang. The research object to be discussed in this study is the policy of the Trans Semarang Bus which focuses on corridors I - corridor VII. The main problem of the research is that the Trans Semarang Bus policy has not been optimized. In fact, the number of passengers only fulfilled 76.99% of the target in Corridor I - Corridor VII. The purpose of evaluation of the Trans Semarang Bus policy is to look for the best and worst indicators, criteria and corridors of the Trans Semarang Bus policy implementation. The method is quantitative with AHP and scoring analysis techniques using 4 indicators namely Input, Process, Output and Outcome, also 6 criteria namely Effectiveness, Efficiency, Adequacy, Equity, Responsiveness and Accuracy which will be ranked by 4 experts. The result, Input indicator is ranked first, and the last is Output. The criteria that have the highest accumulative score is Justice, while the lowest is Sufficiency. The corridor which has the highest accumulative score of all indicators is Corridor I, while the lowest is Corridor VII.
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Hunke, Kristina, and Gunnar Prause. "Management of Green Corridor Performance." Transport and Telecommunication Journal 14, no. 4 (December 1, 2013): 292–99. http://dx.doi.org/10.2478/ttj-2013-0025.
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Abstract In the context of a harmonized transnational transport system the green corridor concept represents a cornerstone in the development and implementation of integrated and sustainable transport solutions. Important properties of green corridors are their transnational character and their high involvement of public and private stakeholders, including political level, requiring new governance models for the management of green corridors. Stakeholder governance models and instruments for green corridor governance are going to be developed and tested in different regional development projects in order to safeguard a better alignment of transport policies at various administrative levels and a strengthening of the business perspective. A crucial role in this context belongs to involvement of public and private stakeholders in order to safeguard efficient corridor performance. The paper presents recent research results about green supply chain management in the frame of network and stakeholder model theory and its application to the stakeholders of green transport corridors.
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Butler, David R. "Geomorphic process-disturbance corridors: a variation on a principle of landscape ecology." Progress in Physical Geography: Earth and Environment 25, no. 2 (June 2001): 237–38. http://dx.doi.org/10.1177/030913330102500204.
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The paradigm of landscape ecology describes a landscape as a mosaic of landscape elements including the matrix, patches and corridors. Corridors are described as linear disruptions to the matrix, produced by anthropogenic actions or by streams which produce riparian corridors. Snow avalanches and debris flows are other geomorphic processes that should be considered as geomorphic process corridors rather than as disturbance patches. They possess requisite linearity, and they accomplish the five functions of a corridor: habitat, conduit, filter, source and sink. The definition of corridor in landscape ecology should be modified to embrace the concept of geomorphic process corridors.
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Wang, Jiaojiao, Fenli Chen, Weihong Wang, and Libao Dou. "Research on Ecological Corridor Planning of Lanzhou Yuzhong Ecological Innovation City from the Perspective of Ecological Civilization." Frontiers Research of Architecture and Engineering 4, no. 2 (November 29, 2021): 21. http://dx.doi.org/10.30564/frae.v4i2.3456.
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The practice and research of ecological civilization is a focus of current planning and design, as well as a scientific strategy under the current situation of resource constraint, environmental degradation and ecosystem degradation. Urban elements such as buildings, green land, farmland,water systems and mountains can be connected by ecological corridors into a green ecological system design.At present, many ecological and environmental problems, such as urban heat island effect, fog and haze, automobile exhaust have a negative effect on the construction of social ecological environment. In order to build a new modern city with prosperous economy, beautiful environment and social civilization, scientific and efficient ecological corridors should be designed to improve the environmental quality of the eco-city, and promote the construction and development of ecological civilization and green cities. Based on the relevant research and specific practices of ecological corridors at home and abroad,combine the needs of the planning and construction of the Yuzhong Ecological Innovation City, and discuss on the connotation and characteristics of ecological corridors, and discuss the key elements of ecological corridor planning.This article will take the ecological corridor planning of Yuzhong Eco Innovation City as an example. We design ecological corridor based on field investigation, literature and geographic information system..The planning and design of the ecological corridor in the planning area proposed in this paper can provide positive suggestion on the planning and design of the ecological corridor in other ecological innovation cities.
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Zhang, Shi Xiang. "Research on Energy Transportation Corridors Network Construction in China." Advanced Materials Research 361-363 (October 2011): 1311–14. http://dx.doi.org/10.4028/www.scientific.net/amr.361-363.1311.
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The development of energy transportation corridor is a vital part of the national economy and social sustainable development. Energy transportation corridor construction and development present situation in China is analyzed in detailed. Several particular steps are planned for optimal designing energy transportation corridor networks in China. Various restricting factors lies in the key transportation corridors distribution and its reasonable operation mode are also pointed out.
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Yue, Fengting, Xiaoqin Li, Qian Huang, and Dan Li. "A Framework for the Construction of a Heritage Corridor System: A Case Study of the Shu Road in China." Remote Sensing 15, no. 19 (September 22, 2023): 4650. http://dx.doi.org/10.3390/rs15194650.
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Heritage corridors are methods to effectively protect and utilize linear cultural heritage based on the concept of regional conservation. The construction of a heritage corridor system is extremely important to preserve the natural environment of the heritage corridor area as well as the history and culture alongside. The majority of the research on the construction of heritage corridors heretofore focused on the generation of corridors, whereas studies on the classification of corridors are relatively limited, without a complete system for the construction of heritage corridors. Therefore, this paper aimed to (1) establish a comprehensive system for the construction of heritage corridors, (2) provide new ideas for the construction of heritage corridors, and (3) guide the scientific development of heritage corridors combining conservation and tourism. In the first place, the minimum cumulative resistance (MCR) model was applied to analyze the spatial structure of the study area and explore site selection of the heritage corridors; secondly, spatial syntax was used to measure the heritage corridors and determine the level of the heritage corridors; last but not least, the kernel density analysis was used to classify the types of heritage corridors. The present study shows that the heritage corridor system is built in a scientific approach, covering all aspects including construction, protection, and development.
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Lasserre, Frédéric. "Le corridor ferroviaire transcaspien : vers une marginalisation de la Russie dans les routes de la soie ?" Revue internationale et stratégique N° 131, no. 3 (September 29, 2023): 33–45. http://dx.doi.org/10.3917/ris.131.0033.
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Le corridor transcaspien ou médian, également connu sous le nom de Middle Corridor , gagne en popularité en tant que lien ferroviaire stratégique entre l'Asie et l'Europe, en particulier depuis l'invasion de l'Ukraine par la Russie et les sanctions décrétées principalement par les pays occidentaux. Tout d'abord, ce corridor médian offre un itinéraire plus court de 2 000 kilomètres que les corridors Nord, qui passent par la Russie. Plus important encore, il permet aux entreprises d'atténuer les risques et les incertitudes liés aux sanctions et à la dégradation des relations avec Moscou. Le trafic connaît une augmentation rapide depuis quelques mois, alors qu'il semble diminuer de manière significative au niveau des corridors septentrionaux. Quel est l'avenir de ce nouveau corridor ? Peut-il se substituer à la route traversant la Russie ? Quelle est l'attitude à son endroit de la Chine et pourquoi est-il soutenu par la Turquie comme par le Kazakhstan ?
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Dowling, Richard G., Douglas McLeod, Martin Guttenplan, and John D. Zegeer. "Multimodal Corridor Level-of-Service Analysis." Transportation Research Record: Journal of the Transportation Research Board 1802, no. 1 (January 2002): 1–6. http://dx.doi.org/10.3141/1802-01.
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The 2000 release of the Highway Capacity Manual (HCM) provides for the first time a corridor analysis method that guides users in the application of various chapters of the HCM to the analysis of automobiles and transit in a corridor. Together with the recent publication of the Transit Capacity and Quality of Service Manual (TCQSM), the HCM 2000 represents a significant advance in the direction of multimodal level-of-service (LOS) analysis. However, relatively little guidance is given in either the HCM or the TCQSM on the compilation of automobile and transit segment levels of service into a measure of corridor level of service. In addition, bicycles and pedestrians are ignored in the corridor methodology. A methodology was developed and tested in Florida for measuring and reporting the user-perceived quality of service for highway corridors from a multimodal perspective. Automobile and transit LOS analyses are based on the HCM 2000 and TCQSM, respectively. Bicycle and pedestrian levels of service are based on the bicycle and pedestrian LOS models, respectively. Four classes of corridors are recommended, and the methodology was tested on two classes of urban corridors, with and without a freeway. The methodology is applied in three steps: ( a) corridor definition, ( b) computation of modal level of service, and ( c) reporting of results. The methodology was applied to six case studies throughout Florida at generalized and conceptual planning levels. Conclusions about the methodology were drawn from the case studies; the main conclusion is that the methodology provided a reliable overall indicator of corridor level of service by mode.
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Houston, Douglas, Marlon G. Boarnet, Gavin Ferguson, and Steven Spears. "Can compact rail transit corridors transform the automobile city? Planning for more sustainable travel in Los Angeles." Urban Studies 52, no. 5 (April 22, 2014): 938–59. http://dx.doi.org/10.1177/0042098014529344.
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Directing growth towards compact rail corridors has become a key strategy for redirecting auto-oriented regions towards denser, mixed-use communities that support sustainable travel. Few have examined how travel of near-rail residents varies within corridors or whether corridor land use–travel interactions diverge from regional averages. The Los Angeles region has made substantial investments in transit-oriented development, and our survey analysis indicates that although rail corridor residents drove less and rode public transit more than the county average, households in an older subway corridor with more near-transit development had about 11 fewer daily miles driven and higher transit ridership than households along a newer light rail line, a difference likely associated with development patterns and the composition and preferences of residents. Rail transit corridors are not created equally, and transit providers and community planners should consider the social and development context of corridors in efforts to improve transit access and maximise development.
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Li, Dongbo, Christopher F. Clements, Isobel L. G. Shan, and Jane Memmott. "Corridor quality affects net movement, size of dispersers, and population growth in experimental microcosms." Oecologia 195, no. 2 (January 9, 2021): 547–56. http://dx.doi.org/10.1007/s00442-020-04834-2.
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AbstractCorridors are expected to increase species dispersal in fragmented habitats. However, it remains unclear how the quality of corridors influences the dispersal process, and how it interacts with corridor length and width. Here we investigate these factors using a small-scale laboratory system where we track the dispersal of the model organism Collembola Folsomia candida. Using this system, we study the effects of corridor length, width, and quality on the probability of dispersal, net movement, body size of dispersers, and the rate of change in population size after colonization. We show that corridor quality positively affected dispersal probability, net movement, and the rate of change in population size in colonised patches. Moreover, corridor quality significantly affected the size of dispersers, with only larger individuals dispersing through poor quality corridors. The length and width of corridors affected both the rate at which populations increased in colonised patches and the net number of individuals which dispersed, suggesting that these physical properties may be important in maintaining the flow of individuals in space. Our results thus suggest that corridor quality can have an important role in determining not only the probability of dispersal occurs but also the phenotypes of the individuals which disperse, with concomitant effects on the net movement of individuals and the rate of change in population size in the colonised patches.
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Filipovic, Dejan, and Ljubica Petrovic. "The significance of the Danube ecological corridor in the proceedings of implementing ecological networks in Serbia." Glasnik Srpskog geografskog drustva 95, no. 2 (2015): 109–24. http://dx.doi.org/10.2298/gsgd1502109f.
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With the modern processes for exploiting land people have altered the original appearance of areas and created cultural environments. The remaining natural environments, whether protected or not, take up a relatively small portion of space and represent isolated islands which in itself can not be sufficient for the preservation of biodiversity or for the fulfillment of national, regional or international goals and commitments related to their preservation. In order to secure the preservation of biodiversity, the strengthening of integrity and the natural processes, such as animal migrations, succession of vegetation and evolution processes, the communication between natural habitats is imperative. Ecological corridors, as integral elements of ecological networks, ensure the preservation of vital ecological interactions by providing a connection between different habitats or areas. Depending on a range of factors, from the fulfillment of demands of different species to the connecting of regions, corridors of local, sub-regional, regional and international importance are identified. The Danube ecological corridor is one of the most significant corridors of international importance which encompasses a large number of habitats which are part of the natural watercourse of the corridor. There are numerous protected areas in the Danube coastal area on Serbia's territory which present themselves as central areas for forming the ecological network, such as: Gornje Podunavlje, Karadjordjevo, Fruska Gora, Titelski Breg hill, Kovalski rit marsh, Dunavski loess bluffs, the Sava mouth, Labudovo okno, Deliblato sands, Djerdap and Mala Vrbica. The diverse and mosaic vegetation of the floodplain, as well as the consistency of the protected areas within the Danube corridor have a direct influence on the quality and functionality of this corridor. The goal of this paper is to show the significance of the Danube ecological corridor in the process of implementing ecological networks, the potential of the area in question for forming corridors, but also to present the limitations which may decrease the functionality of the corridors as well as the guidelines for a sustainable management of the corridor on Serbia's territory.
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Chen, Yi Zhou, Si Jing Cai, and Yun Feng Deng. "Simulation Study on Main Affect Factors to the Evacuation Corridor." Applied Mechanics and Materials 170-173 (May 2012): 3533–38. http://dx.doi.org/10.4028/www.scientific.net/amm.170-173.3533.
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The primary goal of emergency evacuation for pedestrians is evacuating as many people as possible to safe areas in a shortest time when the accident occurred. And the primary factor of pedestrian evacuation is egress. According to the literature, we can know that the reasonable design of the evacuation corridor and the right guidance to pedestrians are very important, and analyzed main affect factors to the evacuation corridor, which affect of the evacuation speed for corridor at different pedestrian flows intensity, the width of evacuation corridor, setting canalization to corridor and the size of space of corridor peripheral. This paper use VISSIM simulation software to study on pedestrian flows evacuation. So the formulation for pedestrian evacuation program should consider a variety of elements for the design of the evacuation egress and corridors to increase efficiency and reliability for pedestrian evacuation.
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Ford, Thomas B., Donald E. Winslow, Donald R. Whitehead, Matthew A. Koukol, and M. du Plessis. "Reproductive Success of Forest-Dependent Songbirds Near an Agricultural Corridor in South-Central Indiana." Auk 118, no. 4 (October 1, 2001): 864–73. http://dx.doi.org/10.1093/auk/118.4.864.
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Abstract Potential source populations of forest-breeding Neotropical migrant birds may be threatened by anthropogenic changes that increase brood parasitism by Brown-headed Cowbirds (Molothrus ater) and nest predation in heavily forested breeding areas. In south-central Indiana, corridors of agriculture and rural development, ranging from <50 m to several thousand meters in width, penetrate interior portions of the heavily forested landscape. These corridors provide habitat for cowbirds and nest predators. We monitored breeding success of six species of Neotropical migrants and one resident species near an agricultural corridor and in interior forest. We found that nest survival was lower near the agricultural corridor for most of the species in the nestling stage, but no consistent difference in nest survival was detected during the egg stage. Levels of cowbird parasitism were generally elevated near the agricultural corridor. Estimates of the number of fledglings per nesting attempt indicated that seasonal productivity was lower near the agricultural corridor for six of the seven species. Status of populations of birds in south-central Indiana as sources in the Midwest may be compromised by extensive intrusion of agricultural corridors within the contiguous, heavily forested landscape.
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Malysheva, D. "Russia and Eurasia’s Transit Corridors." Russia and New States of Eurasia, no. 2 (2023): 91–102. http://dx.doi.org/10.20542/2073-4786-2023-2-91-102.
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The importance of the transit corridors that connect Russia with Eurasian South and East, have increased against the backdrop of the Ukrainian crisis, the blocking of Russian communications in the European direction and “the sanctions curtain” lowered on Russia by the West. In connection with all this, the role of the North-South International Transportation Corridor has grown, whilst within the frameworks of its Western Route (Caspian-Azerbaijan-Iran), Russia began expanding its transport and logistics structure. Given complex geopolitical upheavals in the Transcaucasian and the Caspian regions, issues of other alternative transport routes become relevant. The Zangezur corridor project and the Trans-Caspian Trade and Transit Corridor (the Middle Corridor) are among them. Most of planned logistic pathways are less convenient and cheap in comparison with time-tested trade routes that run through the territory of Russia. In addition, the development of new transport corridors is slowed down due to Eurasia’s unstable international political environment.
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Giliba, Richard A., Christian Kiffner, Pascal Fust, and Jacqueline Loos. "Modelling elephant corridors over two decades reveals opportunities for conserving connectivity across a large protected area network." PLOS ONE 18, no. 10 (October 13, 2023): e0292918. http://dx.doi.org/10.1371/journal.pone.0292918.
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Protected area (PA) connectivity is pivotal for the persistence of wide-ranging wildlife species, but is challenged by habitat loss and fragmentation. We analyzed habitat suitability and connectivity for the African elephant (Loxodonta africana) across PAs in south-western Tanzania in 2000, 2010, and 2019. We quantified land-use changes through remote sensing data; estimated habitat suitability through aerial survey data, remotely sensed variables and ensemble species distribution models; modelled least-cost corridors; identified the relative importance of each corridor for the connectivity of the PA network and potential bottlenecks over time through circuit theory; and validated corridors through local ecological knowledge and ground wildlife surveys. From 2000 to 2019, cropland increased from 7% to 13% in the region, with an average expansion of 634 km2 per year. Distance from cropland influenced elephant distribution models the most. Despite cropland expansion, the locations of the modelled elephant corridors (n = 10) remained similar throughout the survey period. Based on local ecological knowledge, nine of the modelled corridors were active, whereas one modelled corridor had been inactive since the 1970s. Based on circuit theory, we prioritize three corridors for PA connectivity. Key indicators of corridor quality varied over time, whereas elephant movement through some corridors appears to have become costlier over time. Our results suggest that, over the past two decades, functional connectivity across the surveyed landscape has largely persisted. Beyond providing crucial information for spatial prioritization of conservation actions, our approach highlights the importance of modeling functional connectivity over time and verifying corridor models with ground-truthed data.
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Jurković, Željka, and Danijela Lovoković. "Corridor Planning–Sustainable Planning?" Sustainability 15, no. 21 (October 31, 2023): 15502. http://dx.doi.org/10.3390/su152115502.
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Climate change and accelerated development that threaten the survival of humankind require an urgent review of planning approaches to achieve sustainable development, including transport systems, since the quantity of motorised traffic and GHG emissions is increasing yearly. Urban planning of post-industrial cities, the digital age, climate change—all this requires that urban planning is not only the planning of settlements where residents will meet their functional needs, but also for cities to be leaders in the fight against climate change. The question arises as to which planning approach is the most suitable for planning sustainable cities in the 21st century. After a literature review and research of the authors, urban corridor planning is suggested as one of the possible planning strategies. When planning new or revitalising existing intra-city corridors within urban areas, to take into account their spatial, environmental, social and economic sustainability is necessary. After an analysis, indicators of urban corridor planning were extracted, and the article highlights the advantages and priorities. The contribution of the article is in determining the ten basic principles of urban corridor planning. It is concluded that implementation of urban corridor planning principles in the planning of intra-city corridors achieves the result of urban sustainability.
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Wilson, Mel B., and R. Travis Belote. "The Value of Trail Corridors for Bold Conservation Planning." Land 11, no. 3 (February 27, 2022): 348. http://dx.doi.org/10.3390/land11030348.
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Conservationists are calling for bold strategies to connect wildlands and halt extinctions. A growing number of scientists recommend that 50% of all land must be held in a protected area network to maintain biodiversity. We assessed lands adjacent to the Pacific Crest Trail (PCT) and Continental Divide Trail (CDT) as possible wildlife corridors connecting protected areas in the American West. We evaluated the connectivity, wildness, and biodiversity values of the lands of each corridor and determined the conservation and land management status. We found that our corridors connect 95 protected areas creating two linear protected area chains from Mexico to Canada. Both the PCT and CDT corridors follow many of the best corridor routes previously found in the literature and hold high wildland conservation values. The American public already owns the majority of land units around the modeled PCT (88%) and CDT (90%) corridor. Therefore, we recommend further analysis of the lands adjacent to recreational trails as wildlife corridors. Employing our methodology on multiple scales could reveal that other recreational trails should be buffered and conserved for wildlife movement.
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Zhang, Yanjie, and Wei Song. "Identify Ecological Corridors and Build Potential Ecological Networks in Response to Recent Land Cover Changes in Xinjiang, China." Sustainability 12, no. 21 (October 28, 2020): 8960. http://dx.doi.org/10.3390/su12218960.
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Using Linkage Mapper corridor simulation software, which is based on minimum cost distance, we identify ecological corridors and build potential ecological networks in response to recent land cover changes in Xinjiang, China. Based on the analysis of land use/cover changes, the change of landscape pattern index is also calculated. The results show that: (1) During the year 2000–2015, cultivated land and built-up areas of Xinjiang showed an increasing trend. Due to urbanization, Xinjiang’s landscape connectivity is getting worse, and the landscape is becoming more and more fragmented and isolated. (2) We have constructed 296 ecological corridors, with a total length of 2.71 × 104 km and an average corridor length of 90.98 km. A total of 145 ecological source patches and 500 ecological nodes were connected by 296 ecological corridors. (3) The ecological corridor of Xinjiang presents the characteristics of “dense-north and sparse-south” in space. The areas with dense distribution of ecological corridors mainly include Urumqi, Changji, Turpan, Tacheng, Kizilsu Kirgiz, Karamay, and Yining, and the Taklimakan desert fringe. The sparse distribution is mainly in the whole Taklimakan desert.
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Khalid, Mariya, Sidra Javed, Palwasha Ihsan, Maria Naeem, Muhammad Ali Chughtai, Ehtesham Khan, and Amina Tariq. "Perception about Importance of Buccal Corridor and its Width in Smile Esthetics." Pakistan Journal of Medical and Health Sciences 15, no. 10 (October 30, 2021): 3033–36. http://dx.doi.org/10.53350/pjmhs2115103033.
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Aim: To assess the perception of dental students and house officers regarding role of buccal corridor in smile esthetics and to determine the most esthetically pleasing buccal corridor width. Methods: A photograph of the patient’s face, smiling with the teeth visible up to the first molar was modified digitally to create smiles with no buccal corridor, increasing buccal corridors widths of 5%, 10%, 15%, 20 % and 25% respectively compared with the width of inner oral commissure. A total of 376 dental students and HOs participated in the study and data was collected in questionnaires. Results: Buccal corridor is considered to affect the smile esthetics of an individual by 72.4% of house officers, 67.6% of second year students, 48.7% of 3rd year students and 52.4% of fourth year students(P value: 0.002). Visibility of around 5-10% of buccal corridor was considered most esthetically pleasing, however, the result was not significant. Conclusion: Buccal corridor is an important component in smile esthetics considered by students and house officers of dental colleges. Buccal corridor width of 5-10 % was considered most esthetically pleasing among participants. Keywords: Buccal corridor, Esthetics, perception
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Vasa, Laszlo, and Peter Barkanyi. "Geopolital and Geo-Economic Importance of the Middle Corridor: A Chompreshive Overview." Eurasian Journal of Economic and Business Studies 2, no. 67 (June 30, 2023): 20–32. http://dx.doi.org/10.47703/ejebs.v2i67.295.
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The aim of the paper is to investigate the changing importance of the Middle Corridor in geopolitical and geo-economic contexts using analytical and case study methodology. The conflict in Ukraine has disrupted the traditional trade route between Asia and Europe via Russia, leading to the emergence of alternative transport options such as the Trans-Caspian International Transport Route (TITR), also known as the Middle Corridor (MC). This study examines the evolving importance of the Middle Corridor in the geopolitical and geo-economic context and highlights its potential as an alternative trade route for China-Europe trade. However, the corridor currently operates at only 10% of the capacity of the Northern Corridor, and significant efforts are needed to increase its capacity and ensure its efficient use. Successful corridor initiatives depend on effective management, trade facilitation and cross-border cooperation to overcome geographical disparities. As a result, the Trans-Caspian International Transport Route (TITR), also known as the Middle Corridor (MC), is emerging as a promising alternative for the foreseeable future. Overall, the growing importance of the Middle Corridor and other Asian economic corridors is changing regional trade and transport dynamics, requiring comprehensive management, trade facilitation and infrastructure development.
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Ferris, Gavin, Vincent D'Amico, and Christopher K. Williams. "Determining Effective Riparian Buffer Width for Nonnative Plant Exclusion and Habitat Enhancement." International Journal of Ecology 2012 (2012): 1–7. http://dx.doi.org/10.1155/2012/170931.
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Nonnative plants threaten native biodiversity in landscapes where habitats are fragmented. Unfortunately, in developed areas, much of the remaining forested habitat occurs in fragmented riparian corridors. Because forested corridors of sufficient width may allow forest interior specializing native species to retain competitive advantage over edge specialist and generalist nonnative plants, identifying appropriate corridor widths to minimize nonnative plants and maximize ecosystem integrity is of habitat management concern. We measured the occurrences of 4 species of nonnative plants across the widths of 31 forested riparian corridors of varying widths in the White Clay Creek watershed of Pennsylvania and Delaware. Using repeated measures ANOVA, Japanese honeysuckle (Lonicera japonica) and multiflora rose (Rosa multiflora) prevalence did not significantly decline across buffer widths. However, garlic mustard (Alliaria petiolata) and oriental bittersweet (Celastrus orbiculatus) declined strongly within the first 15–25 m. Managing for riparian corridor widths a minimum of 15–25 m has the potential to enhance habitat quality but no corridor width (≤55 m) will exclude all invasive plants.
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Allen, Duncan W. "Cross-Corridor Comparison of Operating Costs for High-Speed Ground Transportation." Transportation Research Record: Journal of the Transportation Research Board 1584, no. 1 (January 1997): 8–16. http://dx.doi.org/10.3141/1584-02.
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The U.S. Department of Transportation’s commercial feasibility study (CFS) of high-speed ground transportation (HSGT) included a detailed estimate of operating and maintenance (O&M) costs for eight HSGT technologies across nine intercity corridors in the United States. The number of cases examined in detail provides a wealth of information that can support general conclusions about HSGT O&M costs under the normative assumptions of the CFS. These conclusions are expressed primarily in terms of six parameters: the nominal maximum authorized speed of the technology; revenue seat-miles; revenue seat-hours; corridor passenger traffic density; specific trip length; and corridor length. The total O&M unit costs per passenger-mile estimated for the CFS are related to these parameters: It is concluded that most of the variation among operating and maintenance cost estimates can be explained by a set of four descriptive parameters in conjunction with a choice of technology option; for a given corridor length and amount of transportation provided, the total O&M costs for other than maintenance of way increase only modestly with higher speeds and more advanced technologies; maintenance of way costs exhibit economies of scale but can vary widely among corridors, depending on the ownership and operating arrangement for the corridor, the lowest unit-cost option for a corridor is strongly determined by traffic density and by the potential for market growth with increased operating speeds; the importance of specific trip length relative to passenger traffic density increases with density; and generalizations drawn from CFS results in terms of corridor length or density alone do not necessarily apply to other corridors, particularly when one or more of the other four parameters differ.
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Kim, Younsil, and Joongwon Bae. "Risk-Based UAV Corridor Capacity Analysis above a Populated Area." Drones 6, no. 9 (August 24, 2022): 221. http://dx.doi.org/10.3390/drones6090221.
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To integrate unmanned aerial vehicles (UAVs) into the national airspace in a safe manner, a risk-based approach to the regulation of UAVs is adopted in many countries. Thus, the capacity to permit UAVs in urban airspace also needs to be evaluated in a risk-based sense. In this regard, this paper proposes a methodology to analyze the capacity of UAV corridors on the basis of third-party risk on the ground. By linking the collision rate of the corridor and the failure rates of UAVs with the number of fatalities on the ground, the capacity of the UAV corridor is derived to satisfy the target level of safety. To model the collision rate of UAVs in the corridor, the Reich collision risk model is utilized. Moreover, a ground risk map is generated to compute the third-party risk on the ground using the databases for Seoul, Korea. The results show that the failure rate of UAVs is the dominant factor for determining the capacity of the corridor, even if the number of corridors increases. The proposed methodology could be useful to manage the number of flights for applications where the UAV corridor is fixed and flight continues, such as package delivery.
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Bij de Vaate, A., K. Jazdzewski, H. A. M. Ketelaars, S. Gollasch, and G. Van der Velde. "Geographical patterns in range extension of Ponto-Caspian macroinvertebrate species in Europe." Canadian Journal of Fisheries and Aquatic Sciences 59, no. 7 (July 1, 2002): 1159–74. http://dx.doi.org/10.1139/f02-098.
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Range extensions of aquatic Ponto-Caspian macroinvertebrate species in Europe have mainly been facilitated by the interconnection of river basins through man-made canals and intentional introductions. Three inland migration corridors can be distinguished: (i) a northern corridor: Volga [Formula: see text] Lake Beloye [Formula: see text] Lake Onega [Formula: see text] Lake Ladoga [Formula: see text] Neva [Formula: see text] Baltic Sea, (ii) a central corridor connecting the rivers Dnieper [Formula: see text] Vistula [Formula: see text] Oder [Formula: see text] Elbe [Formula: see text] Rhine, and (iii) a southern corridor connecting the Danube and Rhine rivers. Important trade harbours in Europe were connected via these corridors allowing further range extensions of macroinvertebrate species attached to a vessel's hull or in ballast water. The central corridor was the main migration route before 1992, after which the southern corridor became the most important migration route for the range expansions to the west because of the reopening of the Main-Danube Canal, connecting the Rhine and Danube basins. Especially the water level maintenance in the upper part of the canal, with water supply from the Danube basin, facilitated migration of mobile animals (e.g., crustaceans) from the Danube basin towards the Rhine basin; however, contribution of other transport mechanisms (e.g., shipping) is expected in the near future.
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Rosenberg, Daniel K., Barry R. Noon, John W. Megahan, and E. Charles Meslow. "Compensatory behavior of Ensatina eschscholtzii in biological corridors: a field experiment." Canadian Journal of Zoology 76, no. 1 (January 1, 1998): 117–33. http://dx.doi.org/10.1139/z97-178.
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Despite the general lack of theoretical or empirical support, biological corridors are assumed to mitigate the detrimental effects of habitat fragmentation by increasing landscape connectivity. To test the hypothesis that mechanisms which affect immigration rates from a source to a target patch are affected by the presence of a corridor in an otherwise unsuitable matrix, we created two strongly contrasting pathways in replicated field experiments. One pathway type included only bare mineral soil, the other included a potential corridor. We conducted these experiments with Ensatina eschscholtzii, a salamander in the family Plethodontidae. Pathways with surface organic material removed provided a harsh environment for E. eschscholtzii, which was reflected by lower selection, shorter residency time, and higher movement rates than on pathways that contained vegetation (corridor pathways). However, the numbers of E. eschscholtzii reaching target patches connected by corridor pathways were greater than those reaching target patches connected by bare pathways only in plots in which the matrix environment seemed most severe. Our results suggest that identifying candidate corridor areas on conservation maps might be difficult because animals may show compensatory behavioral responses to different types of habitat separating source and target patches. We argue that knowledge of a species' habitat-specific dispersal behaviors is critical to reliably designating corridors as functional components of reserve design.
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Ozkaya, Sait I. "Use of Exclusion Zones in Mapping and Modeling Fracture Corridors." SPE Reservoir Evaluation & Engineering 13, no. 04 (August 12, 2010): 679–87. http://dx.doi.org/10.2118/120136-pa.
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Summary Fracture corridors are fault-related, subvertical, tabular fracture clusters that traverse the entire reservoir vertically and extend for several tens or hundreds of meters horizontally. Conductive fracture corridors may have significant permeability and may profoundly affect reservoir-flow dynamics. Therefore, it is important to map conductive fracture corridors deterministically for reservoir evaluation and well planning. Deterministic mapping of fracture corridors requires locating fracture corridors and assigning to them length, orientation, fluid conductivity, and connectivity. Estimation of orientation, length, and—especially—connectivity is a major challenge in fracture-corridor mapping. An exclusion zone is a region that cannot have a conductive fault or fracture corridor passing through. Borehole images, open-hole logs, flow profiles, and lost-circulation data can be used to identify horizontal wells with no fracture-corridor intersection. Well tests, production/injection history, Kh ratio (permeability times thickness) well-test/core ratio, first water arrival, and oil-column-thickness maps can be used to identify vertical “matrix” wells that do not intersect fracture corridors. Adjacent matrix wells may be surrounded by inferred exclusion zones. The confidence level of inferred exclusion zones depends on factors such as interwell distance, matrix permeability, width, orientation, and spacing of fracture corridors. Overlapping of exclusion zones from independent data sources such as well testing and oil-column thickness have higher confidence than non-overlapping zones. Only borehole images provide orientation and only well tests provide length of fracture corridors. In the absence of well testing and borehole imaging, exclusion zones provide constraints and aid both in locating fracture corridors and assigning them orientation and length. Perhaps the most significant contribution of exclusion zones to fracture-corridor mapping is in identifying interconnected and isolated fracture corridors. An interconnected network of fracture corridors may extend laterally for several kilometers as major fracture permeability pathways, which not only improve pressure support, bottom upsweep of oil, but also cause rapid water breakthrough.
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Pu, Jing, Aixin Zhu, Junqiu Wu, Fuzhong Xie, and Fujian Jiang. "Investigation on the Natural Convection Inside Thermal Corridors of Industrial Buildings." Buildings 14, no. 5 (May 14, 2024): 1406. http://dx.doi.org/10.3390/buildings14051406.
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The installation of successional heating devices in industrial buildings will result in thermal corridors. To improve the thermal environment in and around these corridors, buoyancy-driven ventilation is commonly utilized to dissipate heat, which is based on the natural convection design for buildings. However, the flow and heat exchange patterns of natural convection related to thermal corridors have not been clearly clarified, and no relevant correlations have been established to quantify them. The conducted numerical study aimed to analyze the flow and heat transfer characteristics of natural convection within thermal corridors in industrial buildings. Experimental data were utilized to validate a computational fluid dynamics (CFD) model developed for this purpose. The study considered the influence of various parameters on the results obtained. In the side corridor, the prevalence of reverse flow dominates much of the channel, while in the middle corridor, reverse flow near the bottom corner is observed. The ambient air temperature significantly impacts the temperature distribution in both corridors. Increasing the ambient air temperature at the inlet from 22 to 28 °C results in a substantial temperature rise within the corridor, by approximately 6–7 °C. When the outlet size is constant and the inlet size drops by 30%, the air temperature in the corridor increases by 3 °C. Finally, correlations were established based on the simulation data to predict the surface-averaged Nu¯ of the heated wall and the induced mass flow rate, m˙, of the natural convection. The correlations have relative errors of less than 16% when compared to the simulation data.
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Hambuckers, Alain, Johann Delcourt, Bryan Leborgne, and Jennifer R. A. Cahill. "Artificial Green Corridors in an Andean City as Effective Support of Avian Diversity." Diversity 15, no. 2 (February 18, 2023): 302. http://dx.doi.org/10.3390/d15020302.
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Ensuring connectivity in the countryside and cities is a key element of nature protection, allowing genetic fluxes between populations in fragmented ecosystems. We tested the hypothesis that artificial green corridors are effective for birds in the city of Cochabamba (Bolivia). We compared the following aspects of natural corridors, with generally preserved vegetation, to those of artificial corridors, constituting parks and gardens in a matrix of streets densely planted with trees: species abundance and richness, functional diversity, and the traits of bird communities. We used canonical redundancy analysis to relate species abundance to the corridor type, noise, tree vegetation structure, richness, and functional diversity. We also tested the explanatory factors for relationships with bird species richness, functional diversity, and traits. We found that most species were shared between the corridor types; the corridor type, nevertheless, had significant effects, with bird species in the green corridors being more common and heavier and having a lower beak depth/mass. By contrast, noise-reflecting urbanization deeply affected all of the studied traits, indicating large shifts in species composition. In conclusion, green corridors seem reliable enough to maintain birds at a level almost comparable to that in linear corridors, but noise is a limiting factor for efficiency for both types.
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Lei, Jiawei. "The Construction of “China- Central Asia- West Asia Economic Corridor” In the Post- Covid Era: Challenges, Prospects and Responses." Journal of Education, Humanities and Social Sciences 8 (February 7, 2023): 1526–33. http://dx.doi.org/10.54097/ehss.v8i.4514.
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The COVID-19 outbreak since 2020 has had a profound impact on the world. The international cooperation environment in the Belt and Road Initiative is facing new changes and new tasks. China-Central Asia-West Asia Economic Corridor is the most sophisticated one with the largest number of countries and the highest geopolitical complexity among the six economic corridors under the Best and Road initiative. The epidemic has brought more new challenges to the China-Central Asia-West Asia Economic Corridor. Based on the current status of the economic corridor after the epidemic, this paper analyzes the practical problems and challenges that the economic corridor will face from the perspective of the global situation and regional cooperation. From a global perspective, China-Central Asia-West Asia Economic Corridor needs to face the challenges of the "Cold War mentality" caused by the COVID-19 and the trend of anti-globalization. From a regional perspective, the regime, sovereignty and security problems of countries of the route are more serious, the economic structure is irrational, and the level of technological innovation is insufficient. It is suggested that China should work with countries along the route to optimize the economic structure, build the Digital Silk Road, build a community of shared future for mankind, determine the top-level design, formulate specific routes, and promote the construction of economic corridors. This article has guiding significance for the direction of continuing to promote the construction of the Belt and Road Initiative in response to the difficulties of China's construction of economic corridors in the post-COVID era.
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Gunarta, IGW Samsi, Wimpy Santosa, and Anastasia Caroline Sutandi. "KESESUAIAN PENYEDIAAN INFRASTRUKTUR PADA PENGEMBANGAN KORIDOR EKONOMI INDONESIA." Jurnal HPJI 7, no. 1 (August 31, 2022): 1–10. http://dx.doi.org/10.26593/jhpji.v7i1.4548.1-10.
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Abstract The Indonesian Economic Corridor is 1 of the 3 pillars in the Master Plan for the Acceleration and Expansion of Indonesia's Economic Development 2011–2025. This initiative applies the concept of a modern corridor, which divides Indonesia's territory into 6 economic corridors, according to the competitive advantages of each region. This study aims to compare whether the infrastructure planned and built by the Government for each economic corridor is in-line with the expectations of the people who live in that economic corridor. In this study, a survey was conducted to determine the public's perception of the infrastructure needed for the development of an economic corridor. The results are then compared with the infrastructure provision plan that has been and will be developed by the Government. The study shows that there are differences between the infrastructure provided by the Government and those needed by the people in each corridor. Kalimantan Corridor shows the best proportion of supply-demand suitability which provided 3 out of 5 required infrastructures.Overall, there are infrastructures, which are commonly needed to ensure the growth of economic corridor, namely a well-connected transportation backbone, availability of alternative transportation modes and their inter-modal facility, ports with good services, and the availability of high-speed internet networks. Corridors that can be selected as a model for corridor development are the Java and the Bali-NTB-NTT Corridors, because these corridors have a high number of infrastructure suitability and have all the infrastructure needed by each corri-dor. Keywords: economic corridor; infrastructure; infrastructure provision; infrastructure needs; public perception. Abstrak Koridor Ekonomi Indonesia adalah 1 dari 3 pilar dalam Masterplan Percepatan dan Perluasan Pembangunan Ekonomi Indonesia 2011–2025. Prakarsa ini menerapkan konsep koridor modern, yang membagi wilayah Indonesia menjadi 6 koridor ekonomi, sesuai dengan keunggulan masing-masing wilayahnya. Penelitian ini bertujuan untuk membandingkan apakah infrastruktur yang direncanakan dan dibangun oleh pemerintah untuk setiap koridor ekonomi sesuai dengan harapan oleh masyarakat yang ada di koridor ekonomi tersebut. Pada penelitian ini dilakukan survei untuk mengetahui persepsi masyarakat tentang infrasruktur yang dibutuhkan untuk pengembangan suatu koridor ekonomi. Hasil survei ini selanjutnya dibandingkan dengan rencana penyediaan infrastruktur yang telah dan akan dikembangkan oleh pemerintah. Hasil studi ini menunjukkan bahwa terdapat perbedaan antara infrastruktur yang direncanakan oleh pemerintah dan yang dibutuhkan oleh masyarakat di setiap koridor. Proporsi kesesuaian antara pasokan dan permintaan terbaik terdapat di Koridor Kalimantan, yang mendapatkan pasokan pemerintah berupa 3 dari 5 infrastruktur yang dibutuhkan. Secara keseluruhan, terdapat kesamaan infrastruktur yang benar-benar diperlukan untuk pengembangan suatu koridor ekonomi, yaitu backbone transportasi yang terkoneksi baik, ketersediaan moda transportasi alternatif beserta fasilitas integrasinya, pelabuhan dengan pelayanan yang baik, serta ketersediaan jaringan internet dengan kecepatan tinggi. Koridor yang dapat dipilih sebagai model pengembangan koridor adalah Koridor Jawa dan Koridor Bali-NTB-NTT, karena memiliki jumlah kesesuaian infrastruktur yang tinggi dan memiliki seluruh infrastruktur yang sangat dibutuhkan oleh setiap koridor. Kata-kata kunci: koridor ekonomi; infrastruktur; penyediaan infrastruktur; kebutuhan infrastruktur; persepsi masyarakat.KESESUAIAN PENYEDIAAN INFRASTRUKTUR PADA PENGEMBANGAN KORIDOR EKONOMI INDONESIA
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Riggio, Jason, Katie Foreman, Ethan Freedman, Becky Gottlieb, David Hendler, Danielle Radomille, Ryan Rodriguez, Thomas Yamashita, John Kioko, and Christian Kiffner. "Predicting wildlife corridors for multiple species in an East African ungulate community." PLOS ONE 17, no. 4 (April 5, 2022): e0265136. http://dx.doi.org/10.1371/journal.pone.0265136.
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Wildlife corridors are typically designed for single species, yet holistic conservation approaches require corridors suitable for multiple species. Modelling habitat linkages for wildlife is based on several modelling steps (each involving multiple choices), and in the case of multi-species corridors, an approach to optimize single species corridors to few or a single functional corridor for multiple species. To model robust corridors for multiple species and simultaneously evaluate the impact of methodological choices, we develop a multi-method approach to delineate corridors that effectively capture movement of multiple wildlife species, while limiting the area required. Using wildlife presence data collected along ground-based line transects between Lake Manyara and Tarangire National Parks, Tanzania, we assessed species-habitat association in both ensemble and stacked species distribution frameworks and used these to estimate linearly and non-linearly scaled landscape resistances for seven ungulate species. We evaluated habitat suitability and least-cost and circuit theory-based connectivity models for each species individually and generated a multi-species corridor. Our results revealed that species-habitat relationships and subsequent corridors differed across species, but the pattern of predicted landscape connectivity across the study area was similar for all seven species regardless of method (circuit theory or least-cost) and scaling of the habitat suitability-based cost surface (linear or non-linear). Stacked species distribution models were highly correlated with the seven species for all model outputs (r = 0.79 to 0.97), while having the greatest overlap with the individual species least-cost corridors (linear model: 61.6%; non-linear model: 60.2%). Zebra was the best single-species proxy for landscape connectivity. Overall, we show that multi-species corridors based on stacked species distribution models achieve relatively low cumulative costs for savanna ungulates as compared to their respective single-species corridors. Given the challenges and costs involved in acquiring data and parameterizing corridor models for multiple species, zebra may act as a suitable proxy species for ungulate corridor conservation in this system.