Academic literature on the topic 'Corridors'
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Journal articles on the topic "Corridors"
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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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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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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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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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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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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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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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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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Chen, Can. "Control method of mechanical smoke emission in high-rise building corridor." Thermal Science 25, no. 6 Part A (2021): 4099–106. http://dx.doi.org/10.2298/tsci2106099c.
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The traditional method has a large control error in the corridor mechanical smoke control method. Therefore, a multi-task convolutional neural network-based high-rise building corridor mechanical smoke control method is proposed. Through the mechanical smoke exhaust principle of high-rise building corridors, the threshold of mechanical smoke exhaust is set to predict the mechanical smoke exhaust volume of high-rise building corridors. The movement of mechanical smoke in high-rise building corridors is simulated according to fire dynamics simulator to determine the turbulence state of mechanical smoke in high-rise building corridors. Input the mechanical smoke exhaust data of high-rise building corridors into the multi-task convolutional neural network to complete the mechanical smoke exhaust control of high-rise building corridors. Experimental results show that the maximum accuracy of this method is about 98%, and the control time is always less than 1 second.
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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.
Dissertations / Theses on the topic "Corridors"
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Ferentinos, Andrew (Andrew George Phillip). "Constellations and anti-corridors." Thesis, Massachusetts Institute of Technology, 2012. http://hdl.handle.net/1721.1/72812.
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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Architecture, 2012.Page 77 blank. Cataloged from PDF version of thesis.
Includes bibliographical references (p. 67-69).
To perceive the many stars in the sky, corridic logic would force one to view one star at a time, one after the other in a linear order. An anti-corridic logic, on the other hand, is non-linear and permits constellations to emerge: many stars can be perceived at once and the imagination can link them into any desired figure. The space of corridors is linear: rooms are perceived and passed in a fixed sequence of one space following another. The space of anti-corridors is non-linear: rooms are dispersed into a field. Many spaces can be perceived at once and one can pass through them in any order. Desired constellations can emerge. Airports and intermodal hubs typically follow corridic logic. An airport/intermodal hub that is anti-corridic disperses all spaces into a field of options whereby individuals with different itineraries can perceive and move through a field of spatial choices resulting in ideally perceived and desired spatial constellations. This thesis proposes a prototype for an anti-corridic airport/ intermodal hub.
by Andrew Ferentinos.
S.M.
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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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Öberg, Maria. "Governance structure for transport corridors." Licentiate thesis, Luleå tekniska universitet, Arkitektur och vatten, 2014. http://urn.kb.se/resolve?urn=urn:nbn:se:ltu:diva-18742.
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Transport plays essential roles in almost all economic activities and our daily lives. Transport flows are often agglomerated in soͲcalled transport corridors linking urban and/or commercially important areas.Clearly, it is desirable for transport to be efficient and sustainable, thus there are several onͲgoing initiatives to develop major, often transnational, transport corridors.Diverse stakeholders are affected by and/or involved in the development of these corridors, including travellers, transport buyers,transport service providers and transport authorities (local, regional, national and transnational). Governance of the corridors can be regarded as the interactive involvement of these stakeholders in their development and subsequent management.This is a licentiate by publications based on a covering essay that summarises and synthetises four articles. The topic focuses on the development of a framework for designing governance structures formajor transport corridors, by examining the variables that should be considered, the structural and procedural organisational possibilities, and both stakeholders’ participation and interactions. A qualitative research approach has been applied, as deeper understanding of the underlying issues is needed. Several studies have been performed, in conjunction with the Bothnian green logistic corridorproject, to illustrate key concerns. These studies have included literature reviews, studies of documents describing governance of major European transport initiatives, and interviews with key individualsinvolved in the development of European transport corridors. An international study has been established and supervised to gather experiences from other research projects, including an open workshop for discussion between representatives of various stakeholder groups. In addition, a casestudy of the Bothnian corridor has been performed, including focus group discussions with principal stakeholders.Main findings from the literature studies concern both the design of governance structures and their socioͲpolitical integration. The findings show that there is no universal solution for governance structuresas they have to be adapted to the social, economic and political context, and should have a sufficient flexibility to meet changing requirements. They also show that collaboration between public, private and other stakeholders to address issues earlier handled by a single authority is becoming increasinglycommon, also within the field of transport, particularly when public investment budgets are restricted. Another main finding is that broad stakeholder inclusion is advantageous and engaged leadership crucial for a successful outcome. Both structural and procedural aspects of a governance structure influence theoutcome and need to be considered when designing one. The international study and the workshop confirmed most of these literature findings and additionally highlighted the need for clear goals, objectives and rules for collaboration. Stakeholders´ diverse needs of connecting to a governancestructure were discussed in the workshop. The document studies and the interviews enhanced knowledge of European transport corridor establishment and management practices.Godkänd; 2014; 20140516 (obemar); Nedanstående person kommer att hålla licentiatseminarium för avläggande av teknologie licentiatexamen. Namn: Maria Öberg Ämne: Arkitektur/Architecture Uppsats: Governance Structure for Transport Corridors Examinator: Professor Kristina L Nilsson, Institutionen för samhällsbyggnad och naturresurser, Luleå tekniska universitet Diskutant: PhD, Senior Advisor/Research Fellow Björn Hasselgren, Div. Samhällsplanering och miljö, KTH, Stockholm Tid: Fredag den 19 september 2014 kl 10.00 Plats: F1031, Luleå tekniska universitet
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Benton, Christine S. "Corridors in Conservation and Philosophy." Thesis, University of North Texas, 2003. https://digital.library.unt.edu/ark:/67531/metadc4346/.
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My thesis focuses on philosophical themes implicit in corridor conservation, using the Big Thicket National Preserve as an example. The way in which corridors, boundaries and communities are ambiguous, as both limits and connections, is dealt with. Corridor-patch matrices assemble ecological and human groups into temporary communities, often with conflicting interests. Such constellations foreground how a foreigner's boundary crossing is a notion important to both conservation and a philosophical study of being, seen as being always in relation with otherness. In this context, the notion of foreignness and Jean-Luc Nancy's idea of being-with is explored. Understanding the complex network of relations in which an entity exists leads to an awareness of its ambiguous nature. To facilitate judgment with such ambiguity, one needs a contextual understanding of a situation.
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Bertuzzo, Enrico. "River Networks as Ecological Corridors." Doctoral thesis, Università degli studi di Padova, 2008. http://hdl.handle.net/11577/3425150.
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River networks and the transport processes that take place in them provide a natural integrating framework for the study of hydrologic, biologic and ecologic processes in river basins. The profound commonalities existing among all types of river basins and their drainage networks, together with the key role that hese structures play in the above dynamics, encourage the search for general behaviours. The aim of this work is to put the basis for a general framework for the analysis of complex system associated with dendritic landscapes. In particular we investigate how the environmental matrix constituted by the ecological corridors defined by the river network could affect patterns and dynamics of the system itself. We first analyze invasion, an ecological process that describe the growth and the spreading of a species in a new territory, finding that the speed
of colonization is strongly affected by the structure of the network and the bias of the transport. These hydrological controls provide a null model for the comparison with more complex ecologic processes like the spreading of waterborne diseases. We compare epidemiological data from the real world with the spacetime evolution of infected individuals predicted by a theoretical scheme based on reactive transport of infective agents through a biased network portraying actual river pathways. The scheme is remarkably capable of reproducing actual outbreaks and shows that spatial distribution of different communities and how they are interconnected trough the river network, could indeed affect epidemic dynamics. The previous models are then generalized studying river biogeography.
We analyse how the dispersion and growth of several species that compete for the same resources control river biodiversity. We propose a neutral metacommunity model that incorporates network structure. The scheme, along with a proper description
of the habitat capacity distribution, is able to simultaneously reproduce several biodiversity patterns of the Missisiippi-Missouri freshwater fishes biota. Overall the results represent a first step toward the understanding of general hydrologic controls on complex ecologic systems.
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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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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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Viggiano, Cecilia A. (Cecilia Ann). "Bus use behavior in multi-route corridors." Thesis, Massachusetts Institute of Technology, 2013. http://hdl.handle.net/1721.1/82858.
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Thesis (S.M. in Transportation)--Massachusetts Institute of Technology, Department of Civil and Environmental Engineering, 2013.Cataloged from PDF version of thesis.
Includes bibliographical references (pages 139-140).
Multi-route corridors are a common feature of bus networks. In these corridors, passengers select between a set of parallel routes. Understanding how passengers make these decisions can help better measure passenger experience and inform network and service planning. This thesis develops three methods for characterizing passenger behavior based on automatically collected data. The first is an empirical analysis relating bus arrivals to bus ridership on each route. The second is a probabilistic model that infers passengers' route choice strategies based on the headways that preceded their bus boarding. The third method is a panel analysis of individuals' stop and route choices over time. These methods are applied to two corridors in London, one that has only local service and another that has both local and limited stop service. On the local-only corridor, the analysis infers that the majority of passengers board the first bus that serves their destination. On the corridor with limited stop service, many passengers opt to wait specifically for the limited stop service route. This boarding strategy is increasingly prevalent as the length of the bus trip increases. Passenger behavior was also found to be affected by crowding, passenger experience on the corridor, and access to real-time information. In addition to the analysis of automated data, this research includes a web-based surveys of users of the limited stop corridor. This survey demonstrates the viability of web-based surveys for collecting detailed information about passenger behavior on a large scale. The survey data shows that passengers' route choice strategies are influenced by factors including trip length, trip purpose, respondent income, use of countdown information, attitudes towards crowding, waiting, and walking, and levels of risk aversion. The thesis relates the analysis of passenger behavior to a set of recommendations for multi-route corridor planning. The advantages and disadvantages of corridor-level scheduling and operation are discussed, and service configuration changes for the limited stop corridor are proposed. Given the prevalence of multi-route corridors and the variety of passengers' route choice behavior within them, the incorporation of an understanding of passenger behavior into network and service planning has the potential to improve passenger experiences on bus networks.
by Cecilia A. Viggiano.
S.M.in Transportation
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Seegmiller, Lindsi. "Modeling and optimization of least-cost corridors." Licentiate thesis, KTH, Geoinformatik, 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-291279.
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Given a grid of cells, each having a value indicating its cost per unit area, a variant of the least-cost path problem is to find a corridor of a specified width connecting two termini such that its cost-weighted area is minimized. A computationally efficient method exists for finding such corridors, but as is the case with conventional raster-based least-cost paths, their incremental orientations are limited to a fixed number of (typically eight orthogonal and diagonal) directions, and therefore, regardless of the grid resolution, they tend to deviate from those conceivable on the Euclidean plane. Additionally, these methods are limited to problems found on two-dimensional grids and ignore the ever-increasing availability and necessity of three-dimensional raster based geographic data. This thesis attempts to address the problems highlighted above by designing and testing least-cost corridor algorithms. First a method is proposed for solving the two-dimensional raster-based least-cost corridor problem with reduced distortion by adapting a distortion reduction technique originally designed for least-cost paths and applying it to an efficient but distortionprone least-cost corridor algorithm. The proposed method for distortion reduction is, in theory, guaranteed to generate no less accurate solutions than the existing one in polynomial time and, in practice, expected to generate more accurate solutions, as demonstrated experimentally using synthetic and real-world data. A corridor is then modeled on a threedimensional grid of cost-weighted cubic cells or voxels as a sequence of sets of voxels, called ‘neighborhoods,’ that are arranged in a 26-hedoral form, design a heuristic method to find a sequence of such neighborhoods that sweeps the minimum cost-weighted volume, and test its performance with computer-generated random data. Results show that the method finds a low-cost, if not least-cost, corridor with a specified width in a threedimensional cost grid and has a reasonable efficiency as its complexity is O(n2) where n is the number of voxels in the input cost grid and is independent of corridor width. A major drawback is that the corridor found may self-intersect, which is often not only an undesirable quality but makes the estimation of its cost-weighted volume inaccurate.Med tanke på ett rutnät av celler, som vart och ett har ett värde som indikerar dess kostnad per areaenhet, är en variant av det billigaste banproblemet att hitta en korridor med en specificerad bredd som förbinder två terminaler så att dess kostnadsviktade område minimeras. Det finns en beräkningseffektiv metod för att hitta sådana korridorer, men som är fallet med konventionella rasterbaserade lägsta kostnadsspår är deras inkrementella orienteringar begränsade till ett fast antal (vanligtvis åtta ortogonala och diagonala) riktningar, och därför, oavsett nätupplösning tenderar de att avvika från de tänkbara på det euklidiska planet. Dessutom är dessa metoder begränsade till problem som finns i tvådimensionella nät och ignorerar den ständigt ökande tillgängligheten och nödvändigheten av tredimensionell rasterbaserad geografisk data. Denna avhandling försöker ta itu med problemen som belyses ovan genom att utforma och testa korridoralgoritmer till lägsta kostnad. Först föreslås en metod för att lösa det tvådimensionella rasterbaserade problemet med billigaste korridorer med minskad förvrängning genom att anpassa en distorsionsminskningsteknik som ursprungligen utformades för billigaste vägar och tillämpa den på en effektiv men distorsionsbenägen billigaste korridoralgoritm. Den föreslagna metoden för distorsionsminskning är i teorin garanterad att generera inte mindre exakta lösningar än den befintliga i polynomtid och i praktiken förväntas generera mer exakta lösningar, vilket demonstreras experimentellt med syntetiska och verkliga data. En korridor modelleras sedan på ett tredimensionellt rutnät av kostnadsvägda kubikceller eller voxels som en sekvens av uppsättningar av voxels, kallade "stadsdelar", som är ordnade i en 26-hedoral form, designar en heuristisk metod för att hitta en sekvens av sådana stadsdelar som sveper den lägsta kostnadsviktade volymen och testar dess prestanda med datorgenererade slumpmässiga data. Resultaten visar att metoden hittar en låg kostnad, om inte minst kostnad, korridor med en specificerad bredd i ett tredimensionellt kostnadsnät och har en rimlig effektivitet eftersom dess komplexitet är O (n2) där n är antalet voxlar i ingångskostnadsnätet och är oberoende av korridorbredd En stor nackdel är att korridoren som hittas kan korsa sig själv, vilket ofta inte bara är en oönskad kvalitet utan gör uppskattningen av dess kostnadsviktade volym felaktig.
QC 20210309
Books on the topic "Corridors"
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Creamore, Marc. Corridors. Vancouver: Frog Hollow Books, 2000.
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Fuchs, Doris, Marlyne Sahakian, Tobias Gumbert, Antonietta Di Giulio, Michael Maniates, Sylvia Lorek, and Antonia Graf. Consumption Corridors. 1 Edition. | New York : Routledge, 2021. |: Routledge, 2021. http://dx.doi.org/10.4324/9780367748746.
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Vasuki, S. Chimerical corridors. Calcutta: Writers Workshop, 1992.
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Edwards, Ruth Dudley. Corridors of death. Bath, England: Chivers Press, 2000.
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Gay, Mackintosh, and Defenders of Wildlife, eds. Preserving communities & corridors. Washington, D.C: Defenders of Wildlife, 1989.
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Hamilton, Sheila. Corridors of Babel. Salzburg: Poetry Salzburg at the University of Salzburg, 2007.
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Nellis, Lee. Protecting stream corridors. Chicago, IL: Council of Planning Librarians, 1993.
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Kerr, Aubrey. Corridors of time. Calgary, Alta: S.A. Kerr, 1988.
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Bishop, Kirk R. Designing urban corridors. Chicago, IL (1313 E. 60th St., Chicago 60637): American Planning Association, 1989.
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Senate, United States Congress, ed. The Brumidi Corridors. [Washington, D.C.?]: U.S. Senate, 1999.
Find full textBook chapters on the topic "Corridors"
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Dixon, Geoffrey M. "Corridors." In Division Algebras, 191–216. Boston, MA: Springer US, 1994. http://dx.doi.org/10.1007/978-1-4757-2315-1_8.
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Boudell, Jere A. "Corridors." In The Wetland Book, 1–3. Dordrecht: Springer Netherlands, 2016. http://dx.doi.org/10.1007/978-94-007-6172-8_91-1.
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Boudell, Jere A. "Corridors." In The Wetland Book, 101–3. Dordrecht: Springer Netherlands, 2018. http://dx.doi.org/10.1007/978-90-481-9659-3_91.
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Colombo, Francisco, Jeroen van Schaick, and Peter Paul Witsen. "Corridors." In Shaping Holland, 126–59. New York: Routledge, 2022. http://dx.doi.org/10.4324/9781003182603-5.
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Fuchs, Doris, Marlyne Sahakian, Tobias Gumbert, Antonietta Di Giulio, Michael Maniates, Sylvia Lorek, and Antonia Graf. "Consumption corridors as a vehicle to pursue the good life." In Consumption Corridors, 33–54. 1 Edition. | New York : Routledge, 2021. |: Routledge, 2021. http://dx.doi.org/10.4324/9780367748746-3.
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Fuchs, Doris, Marlyne Sahakian, Tobias Gumbert, Antonietta Di Giulio, Michael Maniates, Sylvia Lorek, and Antonia Graf. "What’s stopping us?" In Consumption Corridors, 55–70. 1 Edition. | New York : Routledge, 2021. |: Routledge, 2021. http://dx.doi.org/10.4324/9780367748746-4.
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Fuchs, Doris, Marlyne Sahakian, Tobias Gumbert, Antonietta Di Giulio, Michael Maniates, Sylvia Lorek, and Antonia Graf. "Our vision." In Consumption Corridors, 6–32. 1 Edition. | New York : Routledge, 2021. |: Routledge, 2021. http://dx.doi.org/10.4324/9780367748746-2.
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Fuchs, Doris, Marlyne Sahakian, Tobias Gumbert, Antonietta Di Giulio, Michael Maniates, Sylvia Lorek, and Antonia Graf. "Visionary change." In Consumption Corridors, 71–75. 1 Edition. | New York : Routledge, 2021. |: Routledge, 2021. http://dx.doi.org/10.4324/9780367748746-5.
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Fuchs, Doris, Marlyne Sahakian, Tobias Gumbert, Antonietta Di Giulio, Michael Maniates, Sylvia Lorek, and Antonia Graf. "Living well within limits." In Consumption Corridors, 1–5. 1 Edition. | New York : Routledge, 2021. |: Routledge, 2021. http://dx.doi.org/10.4324/9780367748746-1.
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Clark, Tanya, Tara Rava Zolnikov, and Frances Furio. "Wildlife Corridors." In The Palgrave Encyclopedia of Urban and Regional Futures, 1–4. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-51812-7_32-1.
Full textConference papers on the topic "Corridors"
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Guo, Yingying, and Andrew Wojtanowicz. "Well Testing of Fracture Corridors in Naturally - Fractured Reservoirs (NFR)." In ASME 2021 40th International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2021. http://dx.doi.org/10.1115/omae2021-63106.
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Abstract Geological folding/faulting may create naturally fractured reservoirs containing a semi-parallel system of sparsely-spaced fracture corridors. The pressure behavior of wells completed either in highly conductive corridors (fracture wells) or in the exclusion zone (matrix wells) would be quite different. In this study, a unique simulation model has been built for corridor type naturally fractured reservoirs by combining a local model of fracture well or matrix well with adjacent fracture corridor(s) and a “homogenized” global model of the remaining corridor network. The global model generalizes the corridor network using the single-porosity and radial permeability approach, which is verified as being sufficiently accurate. Pattern recognition technique is used to analyze diagnostic plots of pressure drawdown generated by simulated flow tests with commercial software (CMG). This study aims to build a new simulation model for corridor-type NFRs and apply the well testing technique to differentiate corridor-type NFRs from conventional NFRs, detect the well’s location, and estimate reservoir properties. This study also employs cumulative logit statistics to assess the accuracy of the estimated well-to-corridor distance.
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Prasun, Samir, and Andrew K. Wojtanowicz. "Statistical Assessment of Alternative Methods for Well Recovery Estimation in Naturally Fractured Reservoirs With Fracture Corridors." In ASME 2020 39th International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/omae2020-19355.
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Abstract Reliable predictions of well recovery are crucial for designing reservoir development. In the bottom-water naturally-fractured reservoirs (NFRs), comprising a network of distributed fracture “corridors,” spacing (and apertures) of the corridors varies throughout the reservoir. This makes oil well’s recovery a probabilistic variable as it depends upon uncertain well’s location in the network. The uncertainty is two-fold; it concerns well’s location within corridor network and well’s possible intersection with the nearest corridor. In any network’s location (with closely- or sparsely–spaced corridors), wells may intercept fracture corridors (fracture well) or go in-between two corridors in a matrix block (matrix-well). A simplified way of estimating well recovery is to ignore well’s location within corridor network and consider only probability and performance of fracture well and matrix well in a statistically-equivalent reservoir with uniform spacing and aperture equal to their expected values derived from their known statistics. Another (fully probabilistic) method considers the combined probabilities of the well’s location in the network and being a fracture well or matrix well. The study evaluates discrepancy between the two methods, explains its statistical nature, and demonstrates their implementation in a corridor-type NFR described in the literature. In the study, recovery process is simulated by coupling the inner (near-well) zone’s discrete single-porosity flow model with the outer zone Dual Porosity Dual Permeability (DPDP) simulator. The matrix well’s inner zone extends from the well to the nearest corridor and for the fracture well inner zone covers the corridor and adjacent matrix blocks. In the simulations, matrix and fracture-wells are operated at maximum rate constrained by minimum downhole flowing pressure and the surface handling limit. The study is performed using statistical data from a corridor-type NFR with power-law-distributed spacing size from 19 ft to 153 ft and corridor apertures varying from 8ft to 31ft correlated with the spacing. The simplified method gives recovery values ranging from 28% to 37%, and the single value of total recovery 33% — normalized by the matrix and corridor size fractions of the total reservoir area. Alternatively, the probabilistic method gives two separate distributions of the fracture and matrix wells’ recoveries that are weighted by their probability and converted to a single distribution of total recovery using statistical concept of weighted average. The probabilistic estimation gives higher values of recovery — from 32% to 38% with the expected value of 36.6%. Moreover, there is a considerable 30% probability of having recovery greater than 36.6%. A mathematical proof provides explanation why the probabilistic method gives recovery estimate greater than that from the simplified method. Another advantage of the method is the cumulative probability plot of well recovery that, in practical applications, would let operators make reservoir development decisions based upon the risk-benefit consideration.
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Mundra, Anand D., and Elliott M. Simons. "Self-separation corridors." In 2007 IEEE/AIAA 26th Digital Avionics Systems Conference. IEEE, 2007. http://dx.doi.org/10.1109/dasc.2007.4391883.
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Berawi, Mohammed Ali, Perdana Miraj, and Gunawan Saroji. "Mapping Industrial Corridors." In SPBPU IDE '19: International Scientific Conference on Innovations in Digital Economy 2019. New York, NY, USA: ACM, 2019. http://dx.doi.org/10.1145/3372177.3373315.
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Eyquem, Alexandre J. M., Joseph Lee Hutchins, Christopher Taylor, and John Falcetta. "Shared Use of Railway Corridors by Public Transit Vehicles." In 2011 Joint Rail Conference. ASMEDC, 2011. http://dx.doi.org/10.1115/jrc2011-56060.
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As transportation corridors become an ever more important asset, existing rail freight corridors are under increasing pressure to be shared for transit purposes. In defining the expanded corridor use a comprehensive look at factors was undertaken on behalf of Transport Canada by AECOM. Understanding the issues is imperative in navigating this complex subject. In locations where the transit network and expected ridership-generation points are compatible with existing railway networks, the best use of a network of corridors for freight and transit should be one of the first steps in municipal and regional planning. Finding a best use of existing network typically does not happen for two reasons. First, the public entities typically do not observe the complete “freight network” and have a limited stake in its function and complexity. Unlike public roads or transit, public entities tend to look at single opportunities such as little used freight segments, or specific corridors that they can afford to pursue with a specific public purpose. As a result, freight railways often find themselves responding to a specific request for a segment in the context of their network and whether it serve a functional need. Second, the private freight railways similarly do not have opportunity or patience to investigate the public contribution to their networks. The point of view of what might be done if the potential transit services were understood and what it could mean to freight business with capital investment in an improved and/or rationalized freight delivery system may be hard to define, and the benefits may only occur in the distant future. They have a priority to pursue their immediate business model and therefore tend to wait until the public entity comes forward and asks about a specific corridor or opportunity. The issue of assets inventory, rationalization paired with transit planning, is the first step in evaluating efficient transportation systems through urban centres. Furthermore, the ability of some transit vehicles to be used on both on dedicated railway transit corridors, where it makes sense, as well as for street services, provide for greater flexibility in transit networks. What is missing is a review of freight networks from a regional perspective relative to all potential transit routes. The first question to be asked when looking at the freight network of an urban area is: where is it going, why is it going there, and could it be handled more effectively, and if so what are the overall benefits to all parties.
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Mendoza G., Pedro, Maximiliano Arroyo Ulloa, and Vincenzo Naso. "The Bioceanic Amazon Corridors: An Opportunity for Development of Sustainable Energy System." In ASME 2004 Power Conference. ASMEDC, 2004. http://dx.doi.org/10.1115/power2004-52040.
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The bioceanic Amazon corridor represents a development opportunity for the Peruvian and Brazilian economy but this economic evolution is linked to the production and use of energy. Energy is a conditioning factor of economic growth and development and the application of conventional (or alternative) energy systems is strongly influenced by both quantitative and qualitative trends in energy consumption. Decentralized production of energy is necessary, and new decentralized energy technologies based on renewable sources could provide additional income opportunities, decreasing environmental risk along Amazon corridor, and providing clean fuel and electricity. It’s necessary that the bioceanic Amazon corridors call for the application of energy systems related to the renewable local resources in coast, mountain and forest. In Peru, firewood is the principal energy source for cooking and heating and this fuel is used in inefficient combustion system that increases the impact on ecosystems. Typical Peruvian biomass source are wood, agricultural residues, agro industrial waste and municipal solid waste. The most obvious it’s the availability of agricultural and agro industrial residues that could be used as a biomass fuel source in modern plant to produce electricity. Today, there is a growing interest for ethanol production from sugar cane, but it couldn’t be applied along bioceanic corridors; therefore it is necessary to integrate other renewable sources.
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Magel, Eric E., Brian Helfrich, and Ali Tajaddini. "Optimizing Wheel/Rail Performance on High Speed, Mixed Traffic Corridors." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36155.
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Between 2001 and 2009, a series of field, laboratory and theoretical studies were conducted with FRA sponsorship to better understand the wheel/rail interaction on Amtrak’s multi-user Northeast Corridor. The development of a new wheel profile, optimized rail profiles, friction management practices and a grinding strategy were key aspects of the program. The experience gathered over an eight year period, including many lessons learned, has been collected and provides a template for how optimization of the wheel/rail interaction can be undertaken on high speed, shared use railway corridors.
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Chatelée, S., J. Lamarche, and B. D. M. Gauthier. "Fracture Corridors in Carbonates." In 77th EAGE Conference and Exhibition - Workshops. Netherlands: EAGE Publications BV, 2015. http://dx.doi.org/10.3997/2214-4609.201413528.
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Zarembski, Allan M., James Blaze, and Pradeep Patel. "Shared Corridors, Shared Interests." In 2011 Joint Rail Conference. ASMEDC, 2011. http://dx.doi.org/10.1115/jrc2011-56095.
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What are some of the practical obstacles to a “shared interests” between a freight railway business and the proposed new higher speed passenger entity? This paper discusses the real “tension” between the two business interests that fund freight trains versus those that support and fund higher speed passenger trains as they attempt to share the same tracks in a safe manner. There are fundamental laws of physics that have to be addressed as the two different sets of equipment are “accommodated” on a shared corridor. This may not always be an easy accommodation between the two commercial parties. One real tension between the two commercial interests involves the physical problem of accommodating two radically different train sets on areas of curved track. For one example, what will be the passenger train required future higher speeds and how will these speeds be accommodated in existing main line tracks with curves varying from 1% to 6% in degrees? How much super elevation will need to be put back into the heretofore freight train tracks? How will the resulting super elevation affect the operation of so called drag or high tonnage slow speed bulk cargo trains? Accommodating such differences in train set types, axle loadings, freight versus passenger train set speeds, requires making detailed choices at the engineering level. These may be shared interests, but they are also variables with far different outcomes by design for the two different business types. The freight railways have spent the last few decades “taking the super elevation out” because it is not needed for the modern and highly efficient freight trains. Now the requirements of the passenger trains may need for it to be replaced. What are the dynamics and fundamental engineering principles at work here? Grade crossings have a safety issue set of interests that likely require such things as “quad” gates and for the highest passenger train speeds even complete grade separation. Track accommodating very high speed passenger trains requires under federal regulations much closer physical property tolerances in gauge width, track alignment, and surface profile. This in turn increases the level of track inspection and track maintenance expenses versus the standard freight operations in a corridor. Fundamentally, how is this all going to be allocated to the two different commercial train users? What will be the equally shared cost and what are examples of the solely allocated costs when a corridor has such different train users? In summary, this paper provides a description of these shared issues and the fundamental trade-offs that the parties must agree upon related to overall track design, track geometry, track curvature, super elevation options, allowed speeds in curves, more robust protection at grade crossings, and the manner in which these changes from the freight only corridors are to be allocated given the resulting much higher track maintenance costs of these to be shared assets.
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Melibaeva, Sevara, Joseph Sussman, and Travis P. Dunn. "Comparative Study of High-Speed Passenger Rail Deployment in Megaregion Corridors: Current Experiences and Future Opportunities." In 2011 Joint Rail Conference. ASMEDC, 2011. http://dx.doi.org/10.1115/jrc2011-56115.
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Deployment of high-speed passenger rail services has occurred around the world in densely-populated corridors, often with the effect of either creating or enhancing a unified economic “megaregion” agglomeration. This paper will review the technical characteristics of a variety of megaregion corridors, including Japan (Tokyo-Osaka), France (Paris-Lyon), and Germany (Frankfurt-Cologne), and their economic impacts. There are many lessons to be drawn from the deployment and ongoing operation of high-speed passenger rail service in these corridors for other countries now considering similar projects, such as the US and parts of the European Union. First, we will review three international cases, describing the physical development of each corridor as well as its measured impacts on economic development. In each case, the travel time reductions of the high-speed service transformed the economic boundaries of the urban agglomerations, integrating labor and consumer markets, while often simultaneously raising concerns about the balance of growth within the region. Moreover, high-speed travel within the regions has had important implications for the modes and patterns of travel beyond the region, particularly with respect to long-distance air travel. An example is the code-shared rail-air service between DeutscheBahn and Lufthansa in the Frankfurt-Cologne corridor. Next, we will examine the implications of these international experiences for high-speed rail deployment elsewhere in the world, particularly the US and Portugal, one of the EU countries investing in high-speed rail. Issues considered include the suitability of high-speed passenger rail service in existing megaregions as well as the potential for formation of megaregions in other corridors. By understanding the impact of high-speed passenger service on economic growth, labor markets, urban form, and the regional distribution of economic activity, planners can better anticipate and prepare countermeasures for any negative effects of high-speed rail. Examples of countermeasures include complementary investments in urban and regional transit connections and cooperation with airlines and other transportation service operators. High-speed passenger rail represents a substantial investment whose implementation and ultimate success depends on a wide range of factors. Among them is the ability of planners and decision-makers to make a strong case for the sharing of benefits across a broad geography, both within and beyond the megaregion (and potential megaregion) corridors where service is most likely to be provided. This paper provides some useful lessons based on international experiences.
Reports on the topic "Corridors"
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Editors, Intersections. Building Humanitarian Corridors. Intersections, Social Science Research Council, December 2023. http://dx.doi.org/10.35650/int.4014.d.2024.
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Turner, R. J. W., J. J. Clague, and B. J. Groulx. Mountain corridors, our economic lifelines. Natural Resources Canada/ESS/Scientific and Technical Publishing Services, 1996. http://dx.doi.org/10.4095/208250.
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Madrzykowski, Daniel. The reduction in fire hazard in corridors and areas adjoining corridors provided by sprinklers. Gaithersburg, MD: National Institute of Standards and Technology, 1991. http://dx.doi.org/10.6028/nist.ir.4631.
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Chandra, Shailesh, Aastha Chaudhary, Prakhar Srivastava, and Jose Torres-Aguilera. Evaluating Automated Truck Platoon (ATP) Deployment for the Los Angeles–Inland Empire Trade Corridor Enhancement. Mineta Transportation Institute, March 2023. http://dx.doi.org/10.31979/mti.2023.2244.
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The California Freight Mobility Plan 2020 lists the Los Angeles-Inland Empire trade corridor region as a prominent industrial hub experiencing an increase in freight flows. The California Freight Mobility Plan also regards automated truck platoon (ATP) as an emerging opportunity to minimize congestion on the trade corridor routes. Percentage change in accessibility from 2022 (“without” ATP) to 2040 (“with” ATP) is calculated for the eighteen industry sectors of the Los Angeles-Inland Empire trade corridor. The application of the accessibility formulation was carried out with data on travel time from I-710 and I-10 within Los Angeles County. The findings suggest that all the industry sectors have a very high positive percentage change in accessibility by transforming from “without” to “with” ATP deployment-based accessibility. In the vicinity of the prominent freight corridors of I-710 and I-10 within Los Angeles County, notably, the largest increase in accessibility above 90% will be observed for the industry sectors of Agriculture, Forestry, Fishing and Hunting, Health Care and Social Assistance, Finance and Insurance, Transportation and Warehousing, and Retail Trade of the Los-Angeles-Inland Empire. Thus, these findings suggest the deployment of ATP on specific freight routes to enhance and sustain economic activity across the Los Angeles-Inland Empire trade corridors.
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Schorung, Matthieu. A Geographical Contribution on Interurban Passenger Rail Transportation in the United States. Mineta Transportation Institute, February 2022. http://dx.doi.org/10.31979/mti.2022.2212.
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Why does the rail infrastructure of the United States lag behind those of many other developed countries? Where is U.S. high-speed rail? This research approaches this in a dilemma by exploring Amtrak’s traditional rail services and high-speed rail projects in the nation to understand the workings of public rail transportation policies, what they contain, and how they are developed and pursued by the different stakeholders. This research utilizes case studies and a multiscale approach to analyze the territorialization of intercity rail transportation policies. The analysis demonstrates the emergence of a bottom-up approach to projects, notably apparent in the California HSR project and in the modernization of the Cascades corridor. Furthermore, this research concluded that, first, the development of uniform arguments and recommendations to encourage new rail policies emphasizes structuring effects and economic role of high-speed rail, congestion reduction, modal shift. Second, a tangible though uneven pro-rail position exists among public actors at all levels. Stakeholders prioritize improving and modernizing existing corridors for the launch of higher-speed services, and then on hybrid networks that combine different types of infrastructures. Although there are no publicly backed projects for new lines exclusively dedicated to high-speed rail, most of the high-speed corridors are in fact “higher-speed” corridors, some of which are intended to become high-speed at some time in the future.
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Walker, Randy M., David E. Hill, Cyrus M. Smith, Frank A. DeNap, James D. White, Ian G. Gross, Bryan L. Gorman, Lee M. Hively, and Robert K. Abercrombie. Requirements Definition for ORNL Trusted Corridors Project. Office of Scientific and Technical Information (OSTI), February 2008. http://dx.doi.org/10.2172/932605.
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Braun, Lindsay, Jesus Barajas, Bumsoo Lee, Rebecca Martin, Rafsun Mashraky, Shubhangi Rathor, and Manika Shrivastava. Construction of Pedestrian Infrastructure along Transit Corridors. Illinois Center for Transportation, March 2021. http://dx.doi.org/10.36501/0197-9191/21-004.
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The availability and quality of pedestrian infrastructure play key roles in enabling access to transit. Many transit operators face challenges in facilitating this access, however, because they lack land use authority and encounter other institutional and programmatic impediments to effecting changes in the pedestrian environment. This report identifies the barriers to pedestrian access to transit in suburban communities located in the Pace Suburban Bus service area in northeastern Illinois and suggests potential solutions to overcome these barriers. The research team led several activities to collect data, including: conducting an academic literature review; reviewing pedestrian plans, policies, and programs in the region; surveying and interviewing key stakeholders; reviewing pedestrian funding sources; surveying and conducting case studies of peer transit agencies; conducting physical audits of pedestrian infrastructure; and interviewing residents of six municipalities about their transit access experiences. Lack of adequate funding, difficulties planning across jurisdictional boundaries, and conflicts in transportation priorities are major impediments to building pedestrian infrastructure. While planners and decision-makers tend to value pedestrian planning, challenges such as funding constraints and the need to retrofit suburban infrastructure are key barriers to implementation. Peer transit agencies face similar barriers to Pace and use strategies such as plan and policy development, diverse funding opportunities, and collaborative partnerships with stakeholder agencies and advocacy groups to overcome these barriers. Transit riders generally reported positive experiences with pedestrian access to transit in their communities. Many locations had robust infrastructure, but common deficiencies included poor sidewalk connectivity, incomplete crossings, lack of lighting and transit shelters, and deficiencies in Americans with Disabilities Act (ADA) infrastructure. A suite of policy recommendations for Pace and other partners that focus on planning, policy, funding, interagency coordination, education and training, infrastructure prioritization, and transit amenities address the full range of physical and institutional barriers identified in the research.
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Shoemaker, Carissa. Corridors for change: Exploring a multifunctional corridor concept for climate change mitigation, adaptation, and justice in Iowa. Ames (Iowa): Iowa State University, January 2021. http://dx.doi.org/10.31274/cc-20240624-430.
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Hubbard, T. D., R. D. Koehler, and R. A. Combellick. High-resolution lidar data for Alaska infrastructure corridors. Alaska Division of Geological & Geophysical Surveys, 2011. http://dx.doi.org/10.14509/22722.
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Bennett, Victoria J., Winston P. Smith, and Matthew G. Betts. Toward understanding the ecological impact of transportation corridors. Portland, OR: U.S. Department of Agriculture, Forest Service, Pacific Northwest Research Station, 2011. http://dx.doi.org/10.2737/pnw-gtr-846.
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