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1
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.
2
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.
3
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.
4
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.
5
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.
9
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.
10
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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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.
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Guan, Peiying, Guixing Chen, Wenxin Zeng, and Qian Liu. "Corridors of Mei-Yu-Season Rainfall over Eastern China." Journal of Climate 33, no. 7 (April 1, 2020): 2603–26. http://dx.doi.org/10.1175/jcli-d-19-0649.1.
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AbstractSuccessive mesoscale convective systems may develop for several days during the mei-yu season (June–July) over eastern China. They can yield excessive rainfall in a narrow latitudinal band (called a corridor), causing severe floods. The climatology of rainfall corridors and related environmental factors are examined using 20 yr of satellite rainfall and atmospheric data. A total of 93 corridors are observed over eastern China, with maximum occurrence at 27°–31°N. They typically last 2–3 days, but some persist ≥4 days, with an extreme event lasting 11 days. These multiday convective episodes exhibit primary and secondary peaks in the morning and afternoon, respectively, with a diurnal cycle that is in contrast to other afternoon-peak rain events. On average, the corridors occur in ~23% days of the mei-yu season, but they can contribute ~51% of the total rainfall. They also vary with years and explain ~70% of the interannual variance of mei-yu-season rainfall. Composite analyses show that most corridors develop along zonally oriented quasi-stationary mei-yu fronts over central China where monsoon southwesterlies converge with northerly anomalies from the midlatitudes. The monsoon flow accelerates at ~0200 LST and forms a regional wind maximum or low-level jet over South China, which induces moisture flux convergence in morning-peak corridors. The nocturnal acceleration is less evident for afternoon-peak corridors. The mei-yu front and monsoon southwesterlies also influence the corridor’s duration, which is regulated by a dipole of geopotential anomalies, with positive in the tropics and negative in the midlatitudes. The dipole expresses a joint influence of the blocking patterns in midlatitudes and the El Niño–related anomalous high over the western Pacific Ocean, and the dipole's intensity explains well the interannual variations of the corridors.
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Gregory, Andrew, Emma Spence, Paul Beier, and Emily Garding. "Toward Best Management Practices for Ecological Corridors." Land 10, no. 2 (February 1, 2021): 140. http://dx.doi.org/10.3390/land10020140.
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Ecological corridors are one of the best, and possibly only viable, management tools to maintain biodiversity at large scales and to allow species, and ecological processes, to track climate change. This document has been assembled as a summary of the best available information about managing these systems. Our aim with this paper is to provide managers with a convenient guidance document and tool to assist in applying scientific management principles to management of corridors. We do not cover issues related to corridor design or political buy in, but focus on how a corridor should be managed once it has been established. The first part of our paper outlines the history and value of ecological corridors. We next describe our methodologies for developing this guidance document. We then summarize the information about the impacts of linear features on corridors and strategies for dealing with them—specifically, we focus on the effects of roads, canals, security fences, and transmission lines. Following the description of effects, we provide a summary of the best practices for managing the impacts of linear barriers. Globally, many corridors are established in the flood plains of stream and rivers and occur in riparian areas associated with surface waters. Therefore, we next provide guidance on how to manage corridors that occur in riparian areas. We then segue into corridors and the urban/suburban environment, and summarize strategies for dealing with urban development within corridors. The final major anthropic land use that may affect corridor management is cultivation and grazing agriculture. We end this review by identifying gaps in knowledge pertaining to how best to manage corridors.
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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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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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Pham Ngoc, Tru. "Development of economic corridors in Nghe An province for the period to 2030." Journal of Science Social Science 67, no. 3 (July 2022): 121–33. http://dx.doi.org/10.18173/2354-1067.2022-0046.
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This research aims at clarifying a variety of issues concerning the development of economic corridors in Nghe An province until 2030. The author proposes a plan for Nghe An province’s economic corridors’ development based on the existing status of the province's five economic corridors and the anticipated effects of the formation of expressways (East and West), high-speed railways, and the development of an industrial-urban site in the East. The orientation of key industries and sectors, such as transportation, manufacturing, services, agriculture, and urban, that are important for the growth of each corridor is also suggested. The author highlights the need of expanding legality in the creation of economic corridors in the province together with specialized policies, particularly for the economic centers along the corridor.
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Antonowicz, Mirosław. "Rail Transport Corridors of the Organisation for Co-operation of Railways." Problemy Kolejnictwa - Railway Reports 65, no. 191 (June 2021): 65–73. http://dx.doi.org/10.36137/1911e.
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International transport corridors are part of the global transport system and are an important part of the activities of the Organisation for Co-operation of Railways2. The development activities in the Eurasian space are aimed at modernising and developing rail transport by upgrading the technical and operational parameters of the corridors in order to improve the competitiveness of railways in freight transport in Asia and Europe. These corridors are widely used to plan and organise the routing of container trains in international traffic between the OSJD member states. Today, nearly 300 container trains are in continuous operation. The aim of the article is to present the activities to date in the development of corridors, their role and importance in rail transport in the area of the member states of the Organisation for Co-operation of Railways. The article presents issues related to the development and freight transport on 13 international rail transport corridors from the Eurasian railway area. New corridor solutions were highlighted, as well as the New Silk Road3 which is part of China’s broader so-called One Belt, One Road Initiative concept. It is a global infrastructure plan developed in China and implemented in more than 100 countries, mainly in countries referred to as emerging markets. Keywords: international transport corridor, rail transport corridor, indicators for transport corridors, New Silk Road
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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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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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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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Liu, Xiao Dong, Wei Guo Song, Wei Lv, and Fei Zhou Huo. "Modeling of Pedestrian Counter Flow in Corridors with Different Barriers." Applied Mechanics and Materials 444-445 (October 2013): 1685–89. http://dx.doi.org/10.4028/www.scientific.net/amm.444-445.1685.
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An improved cellular automata model is proposed to study the pedestrian counter flow in corridors with different placements of barriers. The model considers the sensing region, collision avoidance, following, position exchange, and other common pedestrian behaviors. The sensing region here considers not only the number of pedestrians, but also their distances, velocities, both of which affect pedestrians’ transition probabilities. For example, when confronting with opposite pedestrians in high speed, the pedestrian may prefer to slow down or change the original direction. In the model, the pedestrians can change their velocities according to different situations. Simulations are conducted with the proposed model and the effect of different placements of barriers in corridors is studied in detail. The flow rates in different situations are compared, and it is found that certain placements of barriers can obviously improve the corridor’s pedestrian capacity, which may contribute to corridor design in the future.
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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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Eriandy, Firnanda Melia. "Analisis Aglomerasi Pada Koridor Ekonomi di Indonesia." Jurnal Ekonomi Akuntansi dan Manajemen 20, no. 2 (October 4, 2021): 134. http://dx.doi.org/10.19184/jeam.v20i2.25775.
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Economic development that tends to be centered on developed regions causes a spatial concentration of economic activity. One of the efforts to build growth centers in each corridor, the Master Plan for the Acceleration of Expansion of Indonesian Economic Development (MP3EI) divides Indonesia into six economic development corridors. The purpose of this study is to determine the level of economic agglomeration in each economic corridor in Indonesia, and to analyze the determinants of economic agglomeration in these corridors. This type of research data uses secondary data consisting of time series data for 2010-2019 and cross section data of six economic corridors in Indonesia. Data analysis using Herfindahl-Hirschman Index and Panel Data Regression. The results of this study are that the regional government budget has a significant and positive effect on economic agglomeration in economic corridors in Indonesia. The number of workers has a significant and negative relationship to economic agglomeration. Meanwhile, investment does not have a significant positive effect on economic agglomeration in economic corridors in Indonesia.
Keywords: Economic Agglomeration, Regional Government Budget, Investment, Herfindahl-Hirschman Index, Panel Data Regression.
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Resor, Randolph R., and T. R. Hickey. "Shared-Use Rail Corridors." Transportation Research Record: Journal of the Transportation Research Board 1930, no. 1 (January 2005): 38–43. http://dx.doi.org/10.1177/0361198105193000105.
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Many urban rail transit systems share a common transportation corridor or right-of-way with FRA-compliant freight or passenger trains. Existing federal railroad safety statutes do not specify requirements for this sort of application. As the mileage of shared-use corridors increases, there is increasing concern among federal and state regulators, railroads, and transit agencies about the potential for accidents that could stem from FRA-compliant and noncompliant rolling stock operating near each other in a shared-use corridor. This paper describes the extent and characteristics of shared-use corridors in the United States, derived from a recent survey undertaken on behalf of the FRA. The paper provides an overview of current practice in the design and operation of shared-use corridors and suggests a need for research leading to standardizations of practice to address potential safety and regulatory concerns.
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L’Homme, Maelle. "Humanitarian Corridors." Journal of Humanitarian Affairs 4, no. 1 (May 26, 2022): 48–52. http://dx.doi.org/10.7227/jha.081.
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In the absence of a normative framework, the concept of humanitarian corridors lacks a consistent definition and is highly vulnerable to political interpretation. The notion underwent multiple semantic shifts, from referring to a right of passage in situations of armed conflict, to an appeal to facilitated access in the face of bordure closures or bureaucratic constraints. The diverse range of situations in reference to which the terms ‘humanitarian corridor’, ‘relief corridor’ or ‘access corridor’ are used, often interchangeably, is matched only by the diverse range of actors that use them. Calls for their opening have become so common that corridors seem increasingly considered a relevant modality of humanitarian action despite much ambiguity around what they are expected to achieve, how much protection they offer, and how they are likely to affect the overall dynamic of conflicts. Meant to allow the unobstructed deployment of humanitarian aid and/or the evacuation of civilians, humanitarian corridors are by definition temporary and limited in geographical scope. As such, they are a timid assertion of the principle of free access to victims, prone to manipulation by belligerents or third parties to serve war strategies or to project an image of civility. Looking at the wide array of its application in history, the author puts the use of the concept into perspective, drawing on a variety of examples to illustrate how both the idea and its implementation have been problematic. A few operational recommendations are then derived from this analysis for humanitarian practitioners to consider and adapt in light of their particular context.
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Kumar, Nikhil, Haruka Kitagawa, Muhammad Nur Fajri Alfata, Tasuku Maeda, Daiki Nakahara, Tetsu Kubota, Takashi Asawa, Yukari Hirayama, and Andhang Rakhmat Trihamdani. "Experimental study on vertical void for improving natural ventilation in midrise double-loaded apartments." E3S Web of Conferences 396 (2023): 02024. http://dx.doi.org/10.1051/e3sconf/202339602024.
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Affordable apartments in tropical developing countries generally have double-loaded corridors to maximise the total floor areas. Building designs with double-loaded corridors often suffer from poor environmental conditions. Passive design using a vertical void can help improve the natural ventilation in the such building design. This study investigates the effectiveness of vertical voids in enhancing the wind speed in the building. An experimental building with a vertical void, open pilotis, penthouse at rooftop and wind fin on the ground floor to help direct air to the void was constructed in Tegal, Indonesia. Five cases were considered by controlling the window openings, louver openings on the roof and change in fin size at pilotis. Wind speed and direction were recorded at one-second intervals. High wind speed was experienced in the pilotis and void when the wind direction is from the north and the wind speed in the void improved due to the wind fin being placed on the south corridor of the building. The results show the average wind speed in the void is twice as high as compared to the corridors. The building design performed best with high wind speeds in the void and corridores when all windows were kept open.
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Ridwan, Vita Fajriani, Haeril Abdi Hasanuddin, and Sarif Sarif. "Trans Mamminasata Bus Service Coverage Area in Corridors 2 and 3, Indonesia, using Network Analysis." Civil Engineering Dimension 25, no. 1 (March 31, 2023): 48–52. http://dx.doi.org/10.9744/ced.25.1.48-52.
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This study examines issues related to the Trans Mamminasata Bus/Teman Bus, Indonesia, particularly in Corridors 2 and 3. Using primary and secondary data obtained from a survey, this study explores the service coverage area for three facilities (housing facilities, government and educational infrastructures) along the Corridors 2 and 3 using network analysis in Quantum GIS (QGIS). Two variables, pedestrian distance (400 meters) and cyclist distance (2000 meters), were applied in this study. The results showed that Corridor 2 served 86 infrastructures for the pedestrian distance variable and 367 infrastructures for the cyclist distance variable, while Corridor 3 served 89 infrastructures for the pedestrian distance variable and 217 infrastructures for the cyclist distance variable. The study found that the total service coverage area along Corridors 2 and 3 is wider for cyclists than for pedestrians. Moreover, this study highlights the presence of urban sprawl in the regions served by both Corridors.
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Areeba Arif. "Politics of Economic Corridors in South Asia." Strategic Studies 39, no. 4 (February 6, 2020): 73–88. http://dx.doi.org/10.53532/ss.039.04.0098.
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Rise of Asia has necessitated the greater interconnection and economic integration around the globe. The scope of development is not limited to a nation or a particular region only, in fact, it is taking place across nations as well as regions and sub-regions in Asia. The concept of ‘Economic Corridor’ is used to explain this phenomenon of connectivity. Economic corridors work as a catalyst for regional integration and a driver for inclusive growth by bringing underdeveloped regions into the upward growth trajectory. South Asia is characterised with booming economic growth while economic corridors are playing the role of a catalyst for regional and economic integration. However, such corridors are also creating many political challenges in the region. Hostility among the regional states is a critical factor. In this background, this paper analyses the shaping of economic corridors along regional transport routes and tries to address this question as to how industrial expansion and assortment can bring vibrant change in the region. Moreover, the role of economic corridors is being discussed as a key factor for regional integration in South Asia. The paper also addresses the key political challenges in the implementation of these networks. While discussing the Belt and Road Initiative (BRI), the China-Pakistan Economic Corridor (CPEC) and the Bangladesh-China-India-Myanmar Economic Corridor (BCIMEC) are the main focus of this paper.
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Lakhminarayanan, S., Shalini R. Nair, and P. Chandrasekar. "Economic Growth and Spatial Analysis in Transport Corridors: A Preliminary Review." Journal of Applied Engineering Sciences 14, no. 1 (May 1, 2024): 117–24. http://dx.doi.org/10.2478/jaes-2024-0014.
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Abstract The construction and development of international transport corridors have become a means of cross-border space governance, promoting the flexibility of international industrial chains and supply chains. Due to the uncertainty of cooperation, the development of international transport corridors entails a long-term and complex system of engineering. Transport corridors can generate wider economic benefits and costs through their effects on a potentially diverse set of development outcomes, such as economic growth, poverty, jobs, equity, environmental quality, and economic resilience. The focus on roads, rails, and waterways is justified, as transport corridors based on these modes have clearer potential for economic spillovers than, for example, airline routes. The current paper describes a multi-method approach involving spatial and non-spatial analysis to investigate spatial disparity along a proposed corridor and examine its integration within the existing settlement structure. The conceptual structure for the review is guided by a simple canonical model describing the policy maker’s problem in maximizing the net wider economic benefits of corridors. The meta-analysis confirms that characteristics of individual studies, as well as the placement and design of transport infrastructures, systematically influence the findings of corridor studies. It also shows that, on average, estimated impacts of corridor interventions on economic welfare and equity tend to be beneficial, while they are often detrimental to environmental quality, and possibly also to social inclusion.
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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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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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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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Hu, Jiaqi, Sheng Jiao, Huiwen Xia, and Qiaoyun Qian. "Construction of Rural Multifunctional Landscape Corridor Based on MSPA and MCR Model—Taking Liukeng Cultural and Ecological Tourism Area as an Example." Sustainability 15, no. 16 (August 11, 2023): 12262. http://dx.doi.org/10.3390/su151612262.
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Rapid urbanization has caused serious negative impacts on the ecological and human landscapes of rural areas in China. By constructing a network of multifunctional landscape corridors, we can effectively connect landscape patches, reduce the danger of landscape fragmentation, and effectively protect rural areas′ ecological and human landscape resources. With the help of the Morphological Spatial Pattern Analysis (MSPA) research method, the source sites for constructing landscape corridors were selected from the core areas that play an essential role in the performance of regional ecological functions, using the Liukeng Cultural and Ecological Tourism Area as the study area. The results of MSPA analysis are incorporated into the construction of the landscape resistance surface, the landscape corridor network is constructed using the minimum resistance model (MCR) and gravity model, and the landscape corridor network is improved by adding ecological steppingstones and humanistic landscape nodes. The results showed that ten important corridors and 13 secondary corridors were constructed based on 12 source patches in the study area; 5 ecological steppingstones and ten humanistic landscape nodes were added to the optimized network, 21 corridors were added, and 48 ecological breakpoints were proposed to be restored. The optimized network closure (0.65), line point rate (2.15), network connectivity (0.73), and other indicators indicate that the optimized study area has good connectivity of landscape corridors. The study provides a comparative analysis of landscape granularity suitable for mesoscale. Integrating historical and humanistic landscapes into the construction of landscape corridors is an optimization of previous studies that focused only on natural ecology and neglected historical and humanistic landscapes. The study can be a reference for future research on multi-functional landscape corridors and ecological networks in mesoscale and rural areas. At the same time, the construction of multifunctional landscape corridors can promote the conservation of natural and historical human landscapes and the future development of tourism in rural areas.
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Qiao, Qinghua, Ying Zhang, Jia Liu, Lin Gan, and Haiting Li. "Study on the Extraction Method for Ecological Corridors under the Cumulative Effect of Road Traffic." Applied Sciences 13, no. 10 (May 16, 2023): 6091. http://dx.doi.org/10.3390/app13106091.
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Research on ecological corridor extraction methods has made some progress and has been gradually applied to the planning and construction of regional ecological corridors, which play a role in biodiversity conservation efforts. However, the factors affecting species migration in ecological environments are very complex, especially anthropogenic disturbances, typically including noise pollution. Their effects on species habitats, reproduction, predation, and other activities are currently underestimated. In this paper, we propose an algorithm for superposition analysis of multiple road impacts and construct an ecological corridor extraction method that considers landscape pattern, habitat quality, remote sensing ecology, and road traffic resistance to address the shortcomings of current ecological corridor extraction methods that underestimate the potential impacts of road traffic. An extraction of ecological corridors was completed in Wuhan, and a quantitative comparative analysis was conducted from multiple perspectives. The results show that the improved method was effective, with the proportion of ecological corridors not re-identified due to road traffic impacts being 0.45% and the proportion of ecological corridors with significant changes in spatial location, represented by regions far from roads or high road network density, being 22.15% in the whole of Wuhan.
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Hahm, Hongjoo, and Selim Raihan. "The Belt and Road Initiative: Maximizing benefits, managing risks—A computable general equilibrium approach." Journal of Infrastructure, Policy and Development 2, no. 1 (February 9, 2018): 97. http://dx.doi.org/10.24294/jipd.v2i1.140.
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Using a Global Trade Analysis Project (GTAP) model, and China as the base for analytical comparison, this paper shows that there are significant economic benefits to China and the participating countries along all six Belt and Road Initiative (BRI) economic corridors. However, to maximize these benefits, the social and environmental risks need to be well managed. The analysis shows a clear sequencing in terms of priority corridors. Two corridors have minimal investments and immediate returns, two corridors have significant investments with huge returns, and two corridors have high investments with lower returns. Overall, the paper demonstrates that to ensure the sustainability of any BRI corridor development, there is a need to consider its costs and benefits from the economic, social and environmental perspectives.
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Campbell, Tyler A., Nicole L. Constantine, William M. Baughman, Timothy B. Harrington, Brian R. Chapman, and Karl V. Miller. "Small Mammal Distributions Relative to Corridor Edges Within Intensively Managed Southern Pine Plantations." Southern Journal of Applied Forestry 29, no. 3 (August 1, 2005): 148–51. http://dx.doi.org/10.1093/sjaf/29.3.148.
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Abstract We characterized small mammal communities in three loblolly pine (Pinus taeda) stands in the Lower Coastal Plain of South Carolina during June 1998–Aug. 2000 to investigate influence of corridor edges on small mammal distribution. We live-trapped small mammals in three regenerating stands following clearcutting. Harvested stands were bisected by 100-m-wide, 20–23-year-old pine corridors. During 47,040 trap nights, we recorded 907 captures of 661 individual small mammals. Species captured included southern short-tailed shrews (Blarina carolinensis), cotton mice (Peromyscus gossypinus), cotton rats (Sigmodon hispidus), eastern harvest mice (Reithrodontomys humulis), marsh rice rats (Oryzomys palustris), and golden mice (Ochrotomys nuttalli). We did not observe an edge effect (i.e., preference or avoidance) in small mammal captures at the corridor edge. Rodent captures were greatest in harvested stands, declined near the edge of mature pine corridors, and were lowest within corridors. Shrew captures were generally greatest in mature pine corridors and least in the interior of harvested stands. Retention of mature pine corridors of only 100 m may maintain some small mammals (i.e., shrews) that would not occur if stands were completely harvested. South. J. Appl. For. 29(3):148–151.
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Li, Yanyan, Xinhao Wang, and Xiaofeng Dong. "Delineating an Integrated Ecological and Cultural Corridor Network: A Case Study in Beijing, China." Sustainability 13, no. 1 (January 5, 2021): 412. http://dx.doi.org/10.3390/su13010412.
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This study shows that an integrated ecological and cultural corridor network can help guide city development strategies to better preserve ecological and cultural assets. Traditionally, protection zones and suitable development areas are often identified by separately considering natural elements of the ecosystem and elements of cultural significance. To achieve the purpose of cohesively protecting areas of ecological and/or cultural significance, we have developed a corridor-based spatial framework by integrating ecological and cultural assets. Ecological sources are identified by combining protection prioritization, nature reserves, and water bodies. Ecological corridors are delineated by using the minimum cumulative resistance (MCR) model on a resistance surface constructed from land-use data to connect ecological sources. Ecologically important areas are then delineated by creating a 5-km buffer zone from ecological sources and ecological corridors. Cultural corridors are historical routes and rivers surrounded by abundant cultural nodes. Like ecologically important areas, culturally important areas are delineated by creating a 5-km buffer zone from cultural corridors. Comprehensive regions are the overlap of ecologically and culturally important areas. Finally, the integrated network connects all comprehensive regions following ecological corridors and cultural corridors in such a way that the largest number of ecological sources and cultural nodes are reached. We applied this framework in Beijing, China, and the results show that there are 2011 km2 of ecological sources, 30 ecological corridors, 423 cultural nodes, seven cultural corridors, and 10 comprehensive regions covering 2916 km2 in the integrated network. The framework adds new insights to the methodology of considering ecological and cultural assets together in developing protection and development strategies.
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Lalechère, Etienne, and Laurent Bergès. "A Validation Procedure for Ecological Corridor Locations." Land 10, no. 12 (December 1, 2021): 1320. http://dx.doi.org/10.3390/land10121320.
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Connectivity conservation analysis is based on a wide range of approaches designed to pinpoint key ecological corridors in order to maintain multispecies flows. However, the lack of validation procedures with accessible data prevents one from evaluating the accuracy of ecological corridor locations. We propose a new validation procedure to evaluate the accuracy of ecological corridor locations in landscape connectivity approaches. The ability of the procedure to properly rank the accuracy of different landscape connectivity approaches was illustrated in a study case. Maxent model and circuit theory were used to locate ecological corridors for forest bird species, following three approaches based on land cover, umbrella species and multispecies presence data. The validation procedure was used to compare the three approaches. Our validation procedure ranked the three approaches as expected, considering that accuracy in locating ecological corridors is related to the biological realism of calibration data. The corridors modelled were more accurate with species presence data (umbrella and multispecies approaches) compared to land cover proxy (habitat-based approach). These results confirm the quality of the validation procedure. Our validation procedure can be used to: (1) evaluate the accuracy of the location of ecological corridors; (2) select the best approach to locate ecological corridors, and (3) validate the underlying assumptions of landscape connectivity approaches (e.g., dispersal and matrix resistance values).
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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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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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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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Xu, Haiyun, Tobias Plieninger, and Jørgen Primdahl. "A Systematic Comparison of Cultural and Ecological Landscape Corridors in Europe." Land 8, no. 3 (February 27, 2019): 41. http://dx.doi.org/10.3390/land8030041.
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Landscape corridors are narrow strips of land that differ from the matrix on either side. In addition to providing connectivity between fragmented landscapes, these corridors serve scenic, cultural, social, ecological, and recreational purposes. We systematically reviewed reports and studies related to 92 cultural and ecological landscape corridors in Europe, focusing, in particular, on their planning and management, problems addressed, approaches and tools used, stakeholders involved and spatial scales. Biodiversity conservation was found to be the most frequently stated aim (67% of the cases), followed by recreation and tourism (62%). The planning processes for cultural and ecological landscape corridors were dominated by similar, quite narrow, stakeholder groups, but via a wide variety of approaches and tools. Ecological corridors existed at larger and more variable scales relative to cultural landscape corridors. Significant differences were found in many aspects of the two types of corridors, although a complete separation of the two categories was difficult since most of the cases reviewed were designed to serve multiple aims. We close the paper by making a few recommendations for decision makers concerning future corridor planning.
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Li, Xiaoxia, Guozhu Xia, Tao Lin, Zhonglin Xu, and Yao Wang. "Construction of Urban Green Space Network in Kashgar City, China." Land 11, no. 10 (October 18, 2022): 1826. http://dx.doi.org/10.3390/land11101826.
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With the new round of western development being pushed forward and territorial spatial planning being put into place, northwest China’s urbanization rate has sped up. Urbanization will inevitably affect the city’s general landscape pattern and features, aggravating the landscape’s fragmentation and destroying the urban ecological environment. That threatens the well-being of the residents and the city’s biodiversity. Urban green space provides a habitat for the creatures in the city, and its connectivity provides corridors. Researchers and planners have developed green space networks to protect urban biodiversity and satisfy urban residents’ needs for recreation and ecologically friendly open space. This study uses RS, GIS, SeNtinel Application Platform (SNAP), and Conefor Sensinode. Applying the landscape connectivity index, least-cost path model, and corridor curvature analysis to identify potential recreation and biodiversity conservation corridors with a reasonable width, identifies good quality green space patches and corridors, or which ones need improvement. The results show that: (1) The patches selected by the possible connectivity index (PC) calculated with a threshold of 100 m in the urban area of Kashgar have higher recreational attributes. (2) There are 24 effective recreational corridors in Kashgar, with a total length of 43.44 km, and 53 effective biodiversity conservation corridors, a total of 78.23 km. Suppose recreational and ecological functions are considered to build a comprehensive green space network. The 50 m recreational corridor is mainly distributed in the center, and the 30 m biodiversity conservation corridor is primarily distributed on edge. (3) We can determine the location of the new green space suitable for protection or development by analyzing the corridor curvature. Through the constructed green space network, we can find that green space planning has severe fragmentation, unfair distribution, and other problems. Based on these issues, optimizing urban green space can promote the connectivity of urban green space. Furthermore, studying the width of corridors suitable for dense urban areas is conducive to protecting urban biodiversity and resident well-being.
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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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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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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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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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Hoffman, Alwyn J., Crynos Mutendera, and Willem C. Venter. "Comparing Transport Corridors Based on Total Economic Cost." Journal of Advanced Transportation 2023 (January 21, 2023): 1–15. http://dx.doi.org/10.1155/2023/6336630.
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This paper compares the performance of three competing corridors serving landlocked SADC countries (Beira, Dar es Salaam, and Durban) based on total economic cost from the perspective of transporters, retailers, and manufacturers. The motivation for the research is the paradox that, while Beira is closest to the hinterland served by these corridors, it attracts the least cargo. Historical research compares corridors in terms of both direct costs and time delays, but without translating time delays and variability in time delays into the economic costs experienced by corridor users. Unpredictable time delays reduce the competitiveness of cargo owners forming part of global just-in-time value chains. Our novel TEC model includes direct costs and the cost impact of delays and variability in delays and quantifies the relative contributions of ports, border posts, and road travel. The Port’s efficiency proved to be the biggest differentiator between these corridors, followed by border posts and road links. We found that while the Beira corridor has the lowest cost if only average travel time is considered, the Durban corridor proves to be the most competitive when variability in time delays is also considered, explaining why Durban enjoys the largest share of cargo transported to the landlocked hinterland.
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Jiang, Yunfang, Jing Huang, Tiemao Shi, and Xiaolin Li. "Cooling Island Effect of Blue-Green Corridors: Quantitative Comparison of Morphological Impacts." International Journal of Environmental Research and Public Health 18, no. 22 (November 13, 2021): 11917. http://dx.doi.org/10.3390/ijerph182211917.
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The patterns of green corridors in urban riverfront districts provide different synergistic cooling effects of blue-green space in urban areas. The purpose of this study is to quantify the spatial morphological impact of green corridors in riverfront block-scale area on the cooling effect. Three representative patterns (radiate, grid and dendritic) were selected in the study. The comprehensive influences analysis between multi-dimensional factors of spatial structure and morphology of green corridors and Ta (air temperature) distribution are processed by Envi-met4.4.5 simulation data and statistical analysis methods, such as regression tree model (BRT), were combined. The results showed that the D (distance from riverbank) has the greatest impact on the cooling effect of each belt green space. The D in the range of 600–750 m was affected by the cooling effect of blue-green space; The orientation with parallel to (southeast–northwest) or roughly the same as the prevailing wind direction (north–south) green corridors had relatively better cooling effect. When the width of green corridor was 20–25 m, the ME (marginal effect) of cooling was the largest; at 30–35 m (corridor width), the overall ME of cooling was the best; When the dPC (decreased probability connectivity, here the index was adapted to describe the connectivity degree) of green corridors was in the range of 0.5–1.5, the cooling effect of green corridor could be significantly improved. When dPC is 1.5, its marginal effect on temperature reached the maximum. The study provided a quantitative correlation technology for the morphological influence of blue-green space on the distribution of UCI (urban cooling island), which can guide the spatial layout control of green corridors in the planning and design of urban riverfront district.