Academic literature on the topic 'Corridors in art'
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Journal articles on the topic "Corridors in art"
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Verstraete, Ginette. "Timescapes." European Journal of Cultural Studies 12, no. 2 (May 2009): 157–72. http://dx.doi.org/10.1177/1367549409102423.
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This article focuses on the development of trans-European corridors of mobility to the east of Europe. It argues that the European Union's infrastructures are intent upon erasing the past and integrating the new places with as little tension as possible, for economic purposes only. Running counter to this late-capitalist investment is the collective video project Timescapes, which includes Angela Melitopoulos' road movie Corridor X, on the history of the Balkan Highway between Germany and Turkey. The deeply historical and transnational networking practices at the heart of this art project offer us a possible paradigm for rethinking what Europe could mean in an age of EU enlargement to the east.
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Sztaba, Wojciech. "Zamknięcie Kunstanii." Przestrzenie Teorii, no. 31 (December 6, 2019): 389–98. http://dx.doi.org/10.14746/pt.2019.31.21.
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The Closing of Kunstania is a short tale about art that has been hidden away from its audience in a garden behind high walls. In this refuge, there are neither audio-guides nor art education nor interactive apps. Kunstania reminds us of another possibility to encounter art without mediators, without an aura of masterpieces, and without the promise of an extraordinary event. Instead, a way through a labyrinth of rooms and corridors, where, perhaps, things and tales are stored, but must be found on your own, wandering, returning and recollecting.
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Zhou, Min. "Ecological Art Planning and Design of the Headspace of Urban Buildings Combining with Ecological Science and Technology and Art Culture." Open House International 43, no. 1 (March 1, 2018): 52–57. http://dx.doi.org/10.1108/ohi-01-2018-b0011.
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With the accelerating process of urbanization, the greening areas in high density cities are becoming less and less, and the aerial greening provides a possible way for the update of the urban building headspace greening. Based on this, the application of aerial greening in the urban headspace was studied. Starting from the plant, water, landscape sketch, pavement and other construction elements, the ecological art planning and design of the urban building headspace was studied. Then, the transformation of an old factory was studied, and the rain-flood gardens and infiltration floors linked to biological corridors were introduced in the high flood risk areas. In the building headspace, a rainwater harvesting system and an air garden were designed, and the ecological planning of aerial walkway was carried out to the front abandoned viaduct. The practice proves that the introduction of ecological science and technology and art culture in the urban headspace plays an important role in purifying urban air and increasing urban greening.
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Shi, Xiaowei, Zhiwei Chen, Mingyang Pei, and Xiaopeng Li. "Variable-Capacity Operations with Modular Transits for Shared-Use Corridors." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 9 (July 30, 2020): 230–44. http://dx.doi.org/10.1177/0361198120928077.
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Since passenger demand in urban transit systems is asymmetrically distributed across different periods in a day and different geographic locations across the cities, the tradeoff between vehicle operating costs and service quality has been a persistent problem in transit operational design. The emerging modular vehicle technology offers us a new perspective to solve this problem. Based on this concept, we propose a variable-capacity operation approach with modular transits for shared-use corridors, in which both dispatch headway and vehicle capacity are decision variables. This problem is rigorously formulated as a mixed integer linear programming model that aims to minimize the overall system cost, including passenger waiting time costs and vehicle operating costs. Because the proposed model is linear, the state-of-the-art commercial solvers (e.g., Gurobi) can be used to obtain the optimal solution of the investigated problem. With numerical experiments, we demonstrate the feasibility of the mathematical model, verify the effectiveness of the proposed model in reducing overall system costs in transit systems, as well as the robustness of the proposed model with different parameter settings.
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Liu, Meiqi, Serge Hoogendoorn, and Meng Wang. "Receding Horizon Cooperative Platoon Trajectory Planning on Corridors with Dynamic Traffic Signal." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 12 (October 10, 2020): 324–38. http://dx.doi.org/10.1177/0361198120954869.
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In this paper, a trajectory control approach using model predictive control is proposed for cooperative (automated) vehicles. This control approach optimizes accelerations of the controlled connected and automated vehicle (CAV) platoon along a corridor with signalized intersections. The objectives of the proposed approach are to maximize the throughput first and optimize comfort, travel delay, and fuel consumption simultaneously after that. The throughput is determined according to the maximal number of CAVs that can pass the intersection during the green phase. Safety is included by penalizing smaller gaps between CAVs in the running cost. The red phase is taken into account as a virtual vehicle at the stop-line during the red time, thus the safe gap penalty with the virtual vehicle causes the first-stopping vehicle to decelerate or even stop facing the red phase. The acceleration and speed are constrained within the upper and lower bounds. The proposed approach is flexible in dealing with platoon merging, splitting, stopping, and queue-discharging characteristics at signalized intersections. Finally, the proposed control approach is verified by simulation under a baseline scenario and four scenarios, which consider signal settings and the anticipation of the red phase. The simulation results demonstrate the benefits of the proposed control approach on fuel savings, compared with the state-of-art approach which used the virtual vehicle term without anticipation. The adjustments of signal parameters in Scenario 3 and Scenario 4 demonstrate the applicability of the control approach under actuated signal control.
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Milijic, Sasa, Nenad Spasic, and Marija Micic-Maksin. "Corridor X in Serbia: Approach to spatial planning." Spatium, no. 9 (2003): 14–21. http://dx.doi.org/10.2298/spat0309014m.
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For the infrastructural corridor's area, of the national importance, is predicted making spatial plans of area of special use, as the most complex instruments for the developing and arranging management of these areas. These plans should have an integrative and problem-oriented approach towards development planning and arrangement of such an area, and it is obliged to include: a complex evaluation of state and function of infrastructural system in the corridor; an analysis of infrastructural corridor influence on the development of the planning area and its surrounding; an alternative conception of long-term protection, improvement, organization and use of the planning area; a choice of the priorities and assumption of the realization phases; instructions for the implementation of the plan etc. The approach in making of this category of plans, as well as, experiences in planning, arrangement and use of multimodal corridors, have been considered on the example of Spatial plan of the infrastructural corridor E-75 section Belgrade-Nis area.
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Nugroho, Budi Adi. "Identitas Kota: Pembangunan Imaji Kota melalui Karya Seni di Ruang Publik." JURNAL RUPA 3, no. 1 (October 11, 2018): 44. http://dx.doi.org/10.25124/rupa.v3i1.1328.
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City has a character that reflects the inhabitants and idealism of leaders who try to shape the image of their city. Imagery or images would later describe a city as a whole in a certain picture that put the city in the scale fromthe smallest to global regions. The control upon its image is carried out with image management that appears in the front corridors of the city, as is done by the City of Bandung in building the image of the city as a positioning strategy for the part of the world's creative and design cities. The research method will use interdisciplinary research, involving anthropological approaches, material exploration, and fine art works. Public understanding, decision makers up to the capital are needed in supporting the development of the image of the city. The level of importance in understanding the work of art in the public space as one component that can help build the image of the city of Bandung. This research will produce work proposals that can help support the overall image of the city of Bandung that is integrated with the character and development of the city.
Keywords: city, identity, management, Bandung, space, public art
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Leal, Diego F., Ragini Saira Malhotra, and Joya Misra. "Visualizing Feminized International Migration Flows in the 1990s." Socius: Sociological Research for a Dynamic World 5 (January 2019): 237802311881994. http://dx.doi.org/10.1177/2378023118819940.
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The authors estimate migration flows of women in the 1990s at a global scale and provide a description of these migratory movements. The authors produce these data combining the 2011 World Bank Global Migrant Stock Database and state-of-the-art techniques to estimate migratory flows from stock data. The authors examine these flows in light of the global demand for care workers in the 1990s, showing that migration flows of women in that decade map onto the global care chains discussed in the qualitative literature. The data show that feminized migration flows in the period under analysis have a strong regional component. Yet the data also show that some of the largest feminized migratory corridors are in fact cross-regional.
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Yeon, Suyong, ChangHyun Jun, Hyunga Choi, Jaehyeon Kang, Youngmok Yun, and Nakju Lett Doh. "Robust-PCA-based hierarchical plane extraction for application to geometric 3D indoor mapping." Industrial Robot: An International Journal 41, no. 2 (March 11, 2014): 203–12. http://dx.doi.org/10.1108/ir-04-2013-347.
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Purpose – The authors aim to propose a novel plane extraction algorithm for geometric 3D indoor mapping with range scan data. Design/methodology/approach – The proposed method utilizes a divide-and-conquer step to efficiently handle huge amounts of point clouds not in a whole group, but in forms of separate sub-groups with similar plane parameters. This method adopts robust principal component analysis to enhance estimation accuracy. Findings – Experimental results verify that the method not only shows enhanced performance in the plane extraction, but also broadens the domain of interest of the plane registration to an information-poor environment (such as simple indoor corridors), while the previous method only adequately works in an information-rich environment (such as a space with many features). Originality/value – The proposed algorithm has three advantages over the current state-of-the-art method in that it is fast, utilizes more inlier sensor data that does not become contaminated by severe sensor noise and extracts more accurate plane parameters.
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Spinova, Yuliia. "Biotopes mapping in the aspect of local econetworks formation on the example of the “Kreidova Flora” Nature Reserve." NaUKMA Research Papers. Biology and Ecology 4 (July 20, 2021): 47–50. http://dx.doi.org/10.18523/2617-4529.2021.4.47-50.
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The article presents the results of mapping the biotopes of the “Kreidova Flora” Nature Reserve, which is one of the key areas of the eco-network of the local level of the newly created Kramatorsk district. This district includes almost entirely “Sviati Hory” National Nature Park, an object of the Nature Reserve Fund of Ukraine (NRF) with the highest amount of estimated points for a comprehensive assessment of sozological value, which belongs to a group of the first class. Two NRF objects (including the “Kreidova Flora” Nature Reserve) were from the group of the second class: one from the group of the third: nine from the group of the fifth class: and one from a group of the sixth class. The total number of points of the studied NRF objects of the newly created district is 465, which is a significant indicator. The key areas of the local level eco-network are the NRF with adjacent natural areas, which together form clusters. The ecological corridors of the local level are the river network of the district and the network of forest belts. As buffer zones for river-type eco-corridors, it is proposed to consider a minimum 200-meter water protection zone in accordance with Art. 87 of the Water Code of Ukraine. Restoration areas of the local econetwork of Kramatorsk district should be all areas with disturbed natural landscape (abandoned quarries, heaps), as well as abandoned agricultural lands, where it is proposed to introduce revalidation measures. The obtained maps and databases of distribution of different types of biotopes on the territory of the reserve will be the basis for its management plan, and this technique can be used within other structural elements of ecological networks. According to the same principle, it is considered necessary to conduct research in the entire study area, as well as other areas of Donetsk region.
Dissertations / Theses on the topic "Corridors in art"
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Turner, Blake C. "Determining Process: An Analysis of Corridor #1." The Ohio State University, 2016. http://rave.ohiolink.edu/etdc/view?acc_num=osu1460630059.
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Stoffle, Richard W., Lawrence L. Loendorf, Diane E. Austin, David B. Halmo, Angelita S. Bulletts, and Brian K. Fulfrost. "Tumpituxwinap (Storied Rocks): Southern Paiute Rock Art in the Colorado River Corridor." Bureau of Applied Research in Anthropology, University of Arizona, 1995. http://hdl.handle.net/10150/279732.
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The Bureau of Reclamation (BOR) is interested in understanding the human and environmental consequences of past Glen Canyon Dam water release policies and using these data to inform future water release and land management policies. One step in this direction is to understand how American Indian people have used the Colorado River and adjoining lands in Glen Canyon and Grand Canyon. The BOR, through its Glen Canyon Environmental Studies (GCES) office, has provided funds for various American Indian groups to identify places and things of cultural significance in the 300 mile long river and canyon ecosystem that has come to be called the Colorado River Corridor. This study is the second to report on the cultural resources of the Southern Paiute people found in this riverine ecosystem.
The rock art study funded by the BOR and managed by the Glen Canyon Environmental Studies (GCES) office is the basis of this report. This study is unique in the history of rock art studies and is unusual when compared with other American Indian cultural resource assessments.
There are five unique features of this study. First, all funds for conducting the research were contracted to the Southern Paiute Consortium. Second, the Southern Paiute people decided during the previous studies that their next study would be about rock art. Third, the GCES /BOR permitted research to be conducted in terms of Paiute perceptions of the study area rather than specifically in terms of the scientifically established study area for the project. Thus, it was possible to conduct the Kanab Creek side canyon study. Fourth, all interviews were guided by a ten -page survey instrument, so Southern Paiute responses could be systematically compared. Fifth, both all-male and all- female research trips were conducted, thus producing the first gender - specific interviews of rock art sites. The resulting study is both interdisciplinary and multivocal.
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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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Kraus, Daniel L. "Public art as a catalyst for sustainable communities: the Rock Island Corridor and Raytown, Missouri." Kansas State University, 2012. http://hdl.handle.net/2097/13705.
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Master of Landscape ArchitectureDepartment of Landscape Architecture/Regional and Community Planning
Blake Belanger
Anticipating a thirty five percent population increase over the next thirty years, the Mid-America Regional Council (MARC) developed the Creating Sustainable Places: A Regional Plan for Sustainable Development in Greater Kansas City (CSP) as a comprehensive strategy to guide the Greater Kansas City Metropolitan Region (KC Metro) to grow sustainably into the future. The Rock Island Corridor (RIC) is one of six key corridors identified by the Smart Moves Regional Transit Vision Alternatives Analysis to be redeveloped with the first phase extending seventeen miles from Downtown Kansas City, MO to Pleasant Hill, MO. Phase one will include a mixed use trail and commuter rail line with the second phase planning to extend the mixed use trail to Windsor, MO; becoming the primary link between the KC Metro and the 238 mile long Missouri Katy Trail State Park. Reactivating the RIC, having zero gateways and untouched for thirty years, suggests the corridor communities will require a true collaboration to develop the gateways as destinations at the proposed commuter rail stations. Involving an artist(s) with the interdisciplinary professionals during the entire gateway development project will allow public art to be more successfully integrated into the proposal from the onset. Proposing collaborative gateway design process guidelines, with background information on public art and the collaborative process, will guide the corridor communities in creating a destination for the RIC and the individual communities “achieving the shared vision of creating more vibrant, connected and green centers and corridors” (MARC CSP 2011, 1). Raytown, Missouri is used as an example demonstrating the materials which should be discussed during the initial design meeting in the collaborative gateway design process between the Consultant Team and the Design Advisory Council. Thinking of the RIC as an alternative transit amenity, establishing a collaborative design process and a general understanding of its components will allow for a true collaborative process to develop a destination for the community, the RIC, and KC Metro. Including public art in the collaborative design process will encourage more community involvement, potentially fostering a greater sense of ownership in the gateway, and personal investment in the community; engaging the residents to establish the foundation for a sustainable community capable of developing socially and economically over time.
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Mock, Melody. "Hojas Volantes: José Guadalupe Posada, the Corrido, and the Mexican Revolution." Thesis, University of North Texas, 1996. https://digital.library.unt.edu/ark:/67531/metadc277946/.
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This thesis examines the imagery of Jose Guadalupe Posada in the context of the Mexican Revolution with particular reference to the corrido as a major manifestation of Mexican culture. Particular emphasis is given to three corridos: "La Cucaracha," "La Valentina," and "La Adelita." An investigation of Posada's background, style, and technique places him in the tradition of Mexican art. Using examples of works by Posada which illustrate Mexico's history, culture, and politics, this thesis puts Posada into the climate of the Porfiriato and Revolutionary Mexico. After a brief introduction to the corrido, a stylistic analysis of each image, research into the background of the song and subject matter, and comments on the music draw together the concepts of image, music, and text.
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Veselý, Ondřej. "Analýza logistické části Lend-lease Act (Public Law 77-11)." Master's thesis, Vysoká škola ekonomická v Praze, 2010. http://www.nusl.cz/ntk/nusl-75110.
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The diploma thesis discusses the issues of help mainly by the United States under the Lend- Lease Act during the Second World War. The theoretical part deals with the historical context and the economic s and political framework of the rise of the programme with an emphasis on the USA. The following part is focused on the quantification of the whole extent. A great part of the thesis is devoted to the issues of help by the Soviet Union. The emphasis is placed not only on the content, but mainly on the logistic issues. Following the historical context there are also four major transportation corridors discussed and their occupancy at the time, material flow and mode of transport are analysed.
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Cooledge, Mia. "Sustainable Urban Rail Trails: Designing the Cross Kirkland Corridor." Scholarship @ Claremont, 2013. http://scholarship.claremont.edu/scripps_theses/139.
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This thesis is a guide to building a sustainable rail-trail, wherein I focus on invasive species removal, green pavement, and creating an inviting space with the inclusion of integrated art. When the City of Kirkland, WA purchased the 5.75 mile long section of railroad going through the city, I approached city manager Kurt Triplett to ask about his plans for the corridor. He liked the idea of aiming for a sustainable trail, so I wrote a guide to building an environmentally friendly trail based on a number of prominent readings on sustainable design.
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Bouroncle, Alberto. "The politics of symbolic negotiation : tauromachy and the making of Spain /." [Göteborg] : Göteborg university, 2000. http://catalogue.bnf.fr/ark:/12148/cb37218400x.
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Demos, Laura. "The unexpected in unlikely spaces: an experience along the Rock Island corridor." Kansas State University, 2012. http://hdl.handle.net/2097/13680.
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Master of Landscape ArchitectureDepartment of Landscape Architecture/Regional and Community Planning
Blake Belanger
Metropolitan Kansas City is a growing area, and the communities are considering new transportation options including a fixed guideway system. The addition of a fixed guideway system is often seen as controversial to people of the communities it affects, and many will not be in favor of it. Rail lines are great option for transportation because they are designed for the efficiency of getting people from place to place. However, they typically do not offer much of a visual experience to commuters. Making the transportation corridor more than just a transportation corridor through interactive, art installations will open people up to the idea of a fixed guideway system, provide trail users with destinations, and provide commuters with something interesting to look at creating a vibrant, visual experience. The RIC will become a place of destinations, recreation, vibrancy, sustainable features, and visual stimulants through the connection of the rail line, MetroGreen trails, installations, and the RIC communities. Locating literature related to the commuter rail, visual design, experience, aesthetics, and sustainability helped to determine how these elements fit into this project. Conducting precedent studies helped set guidelines for the design of installations. A process of using certain specifications in ArcGIS determined general suitability for installations resulting in twenty-eight identified sites. The development of a basic design framework through a set of matrices involving installation attributes and site conditions helped to determine site suitability for specific types of installations, which allowed me to develop a design specific to the site conditions taking the number of suitable sites down to twenty-one. Each site has a set of parameters specific to each installation. Some sites are fully designed and developed, while others are to be commissioned out to artists for design and development. This set of proposals presents a vision of the RIC as a place of destinations, recreation, vibrancy, sustainable features, and visual stimulants through the connection of the rail line, MetroGreen trails, installations, and the RIC communities. The transformation of the corridor through art installations enhances people’s experience of the corridor, promotes both the rail line and the MetroGreen trails, connects people to the corridor, and encourages sustainability.
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Heau, Catherine. "Une Révolution chantée les corridos de Zapata." Lille 3 : ANRT, 1987. http://catalogue.bnf.fr/ark:/12148/cb375983313.
Full textBooks on the topic "Corridors in art"
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Iglesias, Cristina. DC, Cristina Iglesias: Drei hängende Korridore = three suspended corridors. Köln: Museum Ludwig, 2006.
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Gosudarstvennyĭ russkiĭ muzeĭ (Saint Petersburg, Russia), ed. Vrata i dveri. [Sankt-Peterburg]: Palace Editions, 2010.
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Andrea Pozzo e il Corridoio di S. Ignazio: Una "bellissima idea". Roma: Artemide, 2014.
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Pollock, Phillip M. 300ʹx35mi.: Corridor to the past. Tallahassee, FL: Copies available from the Florida Dept. of Transportation, Media Center Maps and Publications Sales, 1986.
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Kamprath, Michael T. Feasibility of protecting corridors through the National Environmental Policy Act. Charlottesville, Va: Virginia Transportation Research Council, 2004.
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Lund, Jens. Central Washington heritage corridor tour guide: Othello to Omak. Olympia, Wash: Washington State Arts Commission, 1995.
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US GOVERNMENT. An Act to Establish the Cache la Poudre River Corridor. [Washington, D.C.?: U.S. G.P.O., 1996.
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Carlson, Daniel. Transportation corridor management: Are we linking transportation and land use yet? [Seattle, Wash.]: Institute for Public Policy and Management, Graduate School of Public Affairs, University of Washington, 1996.
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United States. Congress. Senate. Energy and Natural Resources. Fox River National Heritage Corridor Act: Report (to accompany S. 2006). [Washington, D.C.?: U.S. G.P.O., 1992.
Find full textBook chapters on the topic "Corridors in art"
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Panagakos, George, and Harilaos Psaraftis. "How Green are the TEN-T Core Network Corridors?" In Towards Innovative Freight and Logistics, 307–24. Hoboken, NJ, USA: John Wiley & Sons, Inc., 2016. http://dx.doi.org/10.1002/9781119307785.ch21.
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Kawai, Hiroyuki, Hisato Kobayashi, Yoshiyuki Hino, and Kazushige Matsuda. "Corridor Sensor Arrays for Dementia Group Home." In Inclusive Society: Health and Wellbeing in the Community, and Care at Home, 19–26. Berlin, Heidelberg: Springer Berlin Heidelberg, 2013. http://dx.doi.org/10.1007/978-3-642-39470-6_3.
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Hernandez, Ariel Macaspac. "Ideal Types—Theoretical Models as Agent of Transformation Towards Sustainability." In Taming the Big Green Elephant, 143–76. Wiesbaden: Springer Fachmedien Wiesbaden, 2020. http://dx.doi.org/10.1007/978-3-658-31821-5_8.
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AbstractThis chapter introduces the ideal types of a transformative policy pathway as the agencies of transformation: democratic, authoritarian, institutional, activistic, technocratic or bureaucratic, and post-democratic. Functioning as ‘corridors’ where transformation is facilitated, each of these ideal types of policy models may have distinct preferences regarding procedures of collective decision-making. These procedures are, for example, highly dependent upon existing path dependencies defined by how each ideal type tends to draw legitimacy in front of its audience.
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Jansman, Hugh A. H. "Animal Conservation in the Twenty-First Century." In The International Library of Environmental, Agricultural and Food Ethics, 27–45. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-63523-7_2.
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AbstractBiodiversity on Earth is rapidly decreasing and the situation in the Netherlands is in that perspective a textbook example. The main causes for species extinction are habitat loss, landscape degradation and overuse. Conservation efforts should focus more on the level of viable ecosystems. A strategic plan to do so is called Cores, Corridors and Carnivores (rewilding’s three C’s). This requires strong Cores of nature, mutually connected via robust Corridors. Based on island biogeography theory it can be calculated that if we want to conserve roughly 85% of the current biodiversity, 50% of the Earth’s surface needs to be protected, ‘Nature needs half’. For healthy ecosystems we need to get top-down forcing by apex consumers back in ecosystems. These apex consumers are mainly large Carnivores, and bringing them back asks for coexistence. If we want to keep our living conditions on planet Earth healthy we have to change our unsustainable way of living and change our way of thinking with respect to nature, natural processes and our relation with other species. The loss of biodiversity can only be halted or reversed if we save more space for nature and natural processes including top-down forcing and last but not least, find a way of coexistence with our fellow creatures.
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"Video Installation Art as Uncanny Shock, or How Bruce Nauman’s Corridors Expand Sensory Life." In Transmedia Frictions, 291–315. University of California Press, 2019. http://dx.doi.org/10.1525/9780520957695-020.
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Arakali, Amogh, and Jyothi Koduganti. "Large Infrastructure Projects." In Future Challenges of Cities in Asia. Nieuwe Prinsengracht 89 1018 VR Amsterdam Nederland: Amsterdam University Press, 2019. http://dx.doi.org/10.5117/9789463728812_ch11.
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Asia is witnessing a substantial increase in large-scale infrastructure projects, often in the form of regional corridors. In this chapter, we analyze the emergence of corridors in Asia and attempt to place it within the economic, political, and social contexts within which this emergence is taking place. We delineate the key characteristics of Asian corridors and examine cases of Japan, India, and Malaysia to draw out their common characteristics. We argue that corridors are spatial forms seeking to integrate regions by transcending existing political and economic boundaries while remaining tied to a particular set of economic objectives. In our conclusion, we argue that in order for corridors to effectively integrate regions, the objectives of corridor planning need to be broadened.
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Vulevic, Ana, Rui Alexandre Castanho, José Manuel Naranjo Gómez, José Cabezas, Luis Fernández-Pozo, Jacinto Garrido Velarde, José Martín Gallardo, Sérgio Lousada, and Luís Loures. "Common Regional Development Strategies on Iberian Territories - A Framework for Comprehensive Border Corridors Governance: Establishing Integrated Territorial Development." In Peripheral Territories, Tourism, and Regional Development. IntechOpen, 2021. http://dx.doi.org/10.5772/intechopen.95617.
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Although the Trans-European Transport Network (TEN-T) has made a considerable contribution to increasing transport infrastructure and improving transport services, it still often seems that border regions have reduced accessibility compared to central regions. The Iberian border regions of Alto-Alentejo (Portugal) and Badajoz (Spain) were analyzed. Studies conducted in the Iberian territories confirm some of these regions’ unsustainability and the non-impact on the inhabitants’ quality of life. Also, a few questions arise: Can we verify the change in methods and measures used by development strategies? Is it necessary to acquire a more comprehensive view of corridor flows and interactions through common regional development strategies for managing development corridors? Will we influence the change of the methodological approach to be strategic and that it does not imply a corridor only in terms of the flow and mobility of people and goods, but also the search for the causes of movements in growth corridors? So, infrastructure and connectivity planning, regional economic development, and land use planning are critical contexts in developing territorial policies in the planning of development of corridors and their integration into development processes. This study proposes a framework for strategic corridor governance to increase accessibility and regional equity.
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Schwieterman, Joseph P. "Comparing the Size of the Market in Potential High Speed Rail Corridors of the Midwest." In Advances in Civil and Industrial Engineering, 34–52. IGI Global, 2016. http://dx.doi.org/10.4018/978-1-5225-0102-2.ch003.
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Transportation planners in the Midwest are advancing an agenda for high-speed rail while simultaneously investing in numerous corridors that have different strengths and weaknesses. To assist in establishing priorities, this paper compares the size of the travel markets in seven of these Midwestern corridors. Using a technique known as the gravity model, it demonstrates that the corridors linking Chicago to Cincinnati and Detroit likely exceed the others on the basis of total passenger traffic, and, along with the Chicago – Twin Cities route, rank at the top with respect to the passenger-miles of travel. The routes to Cleveland, St. Louis, and other locales compare less favorably. The top corridors, while shown to be only a fraction of the size of the California and Northeast Corridor routes, are found to be appreciably larger than most of the country's proposed high speed rail corridors, suggesting they have considerable potential for rail-passenger development.
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Pal, Kamalendu. "Software Agent-Based Simulation for Pan-European Transport Corridor Management in Supply Chain." In Advances in Logistics, Operations, and Management Science, 325–39. IGI Global, 2021. http://dx.doi.org/10.4018/978-1-7998-8040-0.ch015.
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Software agent-based computing is emerging as an essential technology for developing commercial distributed systems to deal with the uncertainty in a dynamic business environment. Supply chain management (SCM) systems help to manage industry-specific business processes, services, and information flow among the stakeholders. Transportation network design and development is an essential part of effective supply chain management. The transport networks use different travel corridors for regular operations. The global supply chain transport corridors include various infrastructural components (e.g., border clearance authority, package handling machinery, weighbridge). The traffic and transportation systems domain are well suited for an agent-based approach because transportation systems are usually geographically distributed in a dynamic changing environment. This chapter describes a multi-agent software system to model and simulate transportation corridor use cases. The experimental simulation results provide potential guidance.
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Balakrishnan, Jaydeep, Tianyuan Zhu, and Peter Wallis. "High Speed Rail in Canada." In Advances in Civil and Industrial Engineering, 173–223. IGI Global, 2016. http://dx.doi.org/10.4018/978-1-5225-0102-2.ch009.
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High Speed Rail (HSR) is gaining popularity around the world for a variety of reasons. However, North America lags behind and in particular Canada, where there is no HSR. There has been discussion of implementing HSR in Canada since the 1970s in two possible corridors (one in central Canada and the other in Alberta). In this chapter, the feasibility studies that have been done on both corridors are discussed. In this respect, the focus is on the recent studies, from different sources including the Alberta Legislature, Ontario and Quebec Governments, consulting companies, and a non-profit transportation institute. The factors that influence the viability of HSR are discussed and reference is made to HSR implementations in other countries that could inform the development of HSR in Canada. On a positive note, it appears that the Ontario government plans to move ahead with HSR in part of the central Canadian corridor.
Conference papers on the topic "Corridors in art"
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Costa Seijas, José Daniel, and José Manuel Cubela. "EXTRATEGIAS DE MEJORA DE LÍNEAS FERROVIARIAS." In CIT2016. Congreso de Ingeniería del Transporte. Valencia: Universitat Politècnica València, 2016. http://dx.doi.org/10.4995/cit2016.2016.4081.
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The main objectives of investment on railway are improving connectivity and access to services; generate employment and amenities; while delivering cuts in carbon emissions, reductions in traffic noise, pollution and congestion. Within that general context, the existing options to improve a railway line are the upgrading of the existing line, which is called the brown field option, or to build a brand new line in the corridor, which is called the green field option and which is assumed a state of art line, i.e. a High Speed Line. There is, nevertheless, a third option that could be followed in which, first the existing line is upgraded and then a new High Speed Line is built in the same corridor. This latter option is acknowledged as economically inefficient, but it is needed to find out to what extend that assertion is true. The purpose of this study is, then, to reach a conclusion on that statement through the analyses of actual cases, i.e. not through a theoretical exercise but through an empirical research. In the first stage of the research two corridors that met the requirements of the study were identified: the Madrid - Valencia Line in Spain and Bordeaux – Spain Line in France. From the analysis of those corridors it was learnt that, indeed, building a new High Speed Line after upgrading the existing line in that corridor will not be economically efficient unless the new line is built after a number of years. That delay could be around 10 years, and will depend on the level of investment carried out for the upgrading and the expected growth of transport demand in the corridor.DOI: http://dx.doi.org/10.4995/CIT2016.2016.4081
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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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García García, Hugo Alberto, Rafael Prieto, and Samuel Abello. "Evaluation and Monitoring of Geotechnical Hazards Using UAV Based Digital Photogrammetry." In ASME 2017 International Pipeline Geotechnical Conference. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/ipg2017-2509.
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Unmanned aerial vehicles (UAV), also known as drones, have become a very reliable and convenient tool to many engineering applications. Pipeline corridors are often exposed to geotechnical risk that may interrupt proper service. The risk sources vary, and range from steep hills to many site conditions such as ancient landslides, changes on phreatic water level, creeping soils, or geomorphological changes on the environment. Knowing and understanding the level of risk is highly dependent on identifying any geotechnical hazard in due time, before it materializes. Pipeline corridors are measured in kilometers, and the area that may adversely affect the corridor can vary from a few meters to several hundred on each side of the corridor. This paper presents an application of UAV based digital photogrammetry to evaluate and monitor the hazard and evolution of the site PK 469 OCENSA km 149 ODC. The site is maintained by Oleoducto Central S.A. (OCENSA), and the paper describes the different geotechnical studies and works carried out to maintain uninterrupted service of the pipeline. The paper includes technical information supporting the processing and characteristics of the photogrammetry based evaluation and monitoring method, to highlight the efficiency and accuracy of the proposed method.
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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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Blaze, James R., Jay Gowan, and Stephen Byers. "Critical Logistics Support Enables Fast Track Construction for High Speed Rail." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36148.
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Paper and PowerPoint presentation format will describe process for much faster logistics and construction management of new high speed track construction and improvement of existing FRA track from FRA Class 4 to Class 5 and Class 6 standards on existing freight railway lines. This process involves an integration of the long materials supply chain together with rapid process state of the art construction machines. These machines have been used in both European and Chinese high speed construction projects. Huge gains in new track kilometers and miles per day have been made in the last decade on the machinery side of the equation. The authors will show several case studies. The critical key to these production rates has been in the integration of materials ordering and prepositioning. The economic advantage is that track time construction windows that delay other passing trains can be reduced at tremendous savings in service and operational costs to the operators already providing service in these new high speed corridors and construction zones. Examples and calculations are shown.
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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.
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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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Chen, Yifeng, and Laurence R. Rilett. "Integrated Traffic Signal Control Along Corridors With Multiple Intersections Near Highway-Rail Grade Crossings." In 2013 Joint Rail Conference. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/jrc2013-2428.
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Traffic signal optimization for traffic signals located near highway-rail grade crossings (HRGC) can be difficult because of the complex nature of the interactions between the two systems and the necessity of considering multiple objectives, such as safety and operational efficiency. The problems are magnified when considering traffic control for corridors that have multiple intersections located near HRGCs. This paper develops a methodology for optimizing traffic signals along a highway-railway corridor while considering the dual objectives of maximizing safety and efficiency. The Highway 6 (Cornhusker Hwy) corridor in Lincoln, Nebraska was used as a test bed. The corridor was modeled in VISSIM, and was used to emulate the traffic control along Highway 6, including the preemption logic. The traffic control logic was modeled using the Vehicle Actuated Programming (VAP) in the VISSIM simulation model. In addition, the logic allows multiple train events on the railway track that runs parallel to Highway 6 to be modeled. The model was calibrated to local traffic conditions using empirical field data. The impact of train frequency, length, direction, speed, etc., on the performance of the network and pedestrian safety will be evaluated.
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Wiechnik, Cory, Raymond Boivin, Jim Henderson, and Mark Bowman. "A Case Study of Pipeline Route Selection and Design Through Discontinuous Permafrost Terrain in Northwestern Alberta." In 1996 1st International Pipeline Conference. American Society of Mechanical Engineers, 1996. http://dx.doi.org/10.1115/ipc1996-1949.
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As the natural gas pipeline system in Western Canada expands northward, it traverses the discontinuous permafrost zone. As the ground temperature of the frozen soil in this zone is just below freezing, it can be expected that within the design life of a pipeline the permafrost adjacent to it will melt due to the disturbance of the insulating cover by construction activities. Differential settlement at the thawing frozen/unfrozen soil interfaces gives rise to pipeline strain. Based on the calculated settlement and resulting strain level, a cost effective mechanical or civil design solution can be selected to mitigate the differential settlement problem. Since these design solutions can be costly, it is desirable to combine them with a pipeline route that traverses the least amount of discontinuous permafrost terrain while minimizing the overall length of the pipeline. This paper will detail the framework utilized to select the routing for a package of pipeline projects in northwestern Alberta. The process began with a review of the state of the art in permafrost engineering in order to benefit from past experiences. Airphoto interpretation and terrain mapping were performed for potential pipeline corridors. Preliminary routing options through the corridors were chosen from this mapping information that minimized both pipeline length and amount of permafrost terrain traversed. The next step was to collect field data for each route that would determine the extent and characteristics of the permafrost. Essentially two sets of field data were collected: geophysical mapping of representative sections of each terrain type and physical sampling of the permafrost. Boreholes were located following field interpretation of the geophysical data to ensure they were optimally located to help in calibration of the geophysical data. Permafrost samples were tested in the laboratory for thaw settlement. Anticipated thaw settlements were used to estimate pipe strain levels. This information was then extrapolated for the entire proposed pipeline route and used to finalize both the pipeline route and the differential settlement design options. Monitoring sites will be instrumented to obtain data on the longer term performance of the pipeline, as well as for assessing permafrost degradation effects on the right-of-way such as settlement and impact on drainage patterns. It is believed that the increased front end effort will result in lower operating costs and an overall reduced life-cycle cost. This basic design methodology can be applied to any project that traverses discontinuous permafrost terrain.
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Zarembski, Allan M., and Pradeep Patel. "Estimating Maintenance Costs for Mixed Higher Speed Passenger and Freight Rail Corridors." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36036.
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In order to reduce the cost of new intercity passenger rail corridors, the operation of higher speed passenger networks on existing freight corridors is being examined and considered. The issues to be addressed in such operations include the one-time upgrade of the track to allow for this higher speed passenger traffic and the ongoing maintenance costs necessary to maintain this track for the mixed higher speed passenger and freight operations. This latter issue is usually addressed in the access agreements for the corridor, and must include how these costs are to be shared. A recent US Federal Railroad Administration study specifically addressed the issue of “steady state” maintenance costs for mixed use corridors consisting on this class of higher speed passenger operations and concurrent freight operations, to include heavy axle load freight operations. The result of that study was a “planner’s handbook” for estimating these track maintenance costs, as part of the overall analysis of the feasibility and cost of operating higher speed passenger traffic on existing freight corridors. This paper presents the methodology used in the development of the methodology for estimating maintenance costs for mixed higher speed passenger and freight rail corridors (Classes 4, 5 and 6). Specifically, it addresses the estimation of these “steady state” infrastructure maintenance costs for a range of operating scenarios with different combination of passenger and freight traffic densities and operating speeds. These infrastructure costs include track, bridge and building (B&B), and communications and signal (C&S) costs. The resulting costs are presented as a set of cost matrices both in terms of a total cost per track mile and in terms of cost per passenger train mile. The cost matrices cover a range of combinations of traffic and track configuration, with minimum and maximum costs developed for each cell in the cost matrices. The minimum costs are based on maintenance standards geared to typical Class I freight railroad practice, such as where passenger trains currently operate on a freight railroad right of way, while the maximum costs reflect maintenance practices on existing high speed railroad track. This paper provides a description of the analytic models used to generate the costs, and the process by which those models were calibrated to actual cost data to develop costs for a wide range of traffic and track combinations. Sample application of the methodology to include several proposed mixed use corridors is also presented.
Reports on the topic "Corridors in art"
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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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Mackay, S. M. The Effect of the Recovery Act on the River Corridor Closure Project: Lessons Learned. Office of Scientific and Technical Information (OSTI), July 2012. http://dx.doi.org/10.2172/1083991.
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Masse, William B. The Vapor Plume at Material Disposal Are C in Relation to Pajarito Corridor Facilities. Office of Scientific and Technical Information (OSTI), April 2012. http://dx.doi.org/10.2172/1038123.
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Smalley, Rebecca, Emmanuel Sulle, Ngala Chome, Ana Duarte, and Euclides Gonçalves. Agricultural Investment Corridors in Africa: Does Smallholder and Women's Participation Count? Institute of Development Studies (IDS), August 2021. http://dx.doi.org/10.19088/apra.2021.021.
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Agricultural development corridors and clusters are highly complex projects that have been driven in Africa by agribusiness and mining corporations, host governments, international donors and development finance institutions. There is interest in whether these projects can support inclusive agribusiness. Evidence shows that involvement of small-scale economic actors in such initiatives is often impeded by a failure to grant them participation or a voice. We therefore investigated if and how recent corridors and clusters in Africa have been able to achieve the meaningful engagement of small-scale economic actors, with a focus on smallholders, including pastoralists, and the women among them.
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Appleyard, Bruce, Jonathan Stanton, and Chris Allen. Toward a Guide for Smart Mobility Corridors: Frameworks and Tools for Measuring, Understanding, and Realizing Transportation Land Use Coordination. Mineta Transportation Institue, December 2020. http://dx.doi.org/10.31979/mti.2020.1805.
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The coordination of transportation and land use (also known as “smart growth”) has been a long-standing goal for planning and engineering professionals, but to this day it remains an elusive concept to realize. Leaving us with this central question -- how can we best achieve transportation and land use coordination at the corridor level? In response, this report provides a review of literature and practice related to sustainability, livability, and equity (SLE) with a focus on corridor-level planning. Using Caltrans’ Corridor Planning Process Guide and Smart Mobility Framework as guideposts, this report also reviews various principles, performance measures, and place typology frameworks, along with current mapping and planning support tools (PSTs). The aim being to serve as a guidebook that agency staff can use for reference, synergizing planning insights from various data sources that had not previously been brought together in a practical frame. With this knowledge and understanding, a key section provides a discussion of tools and metrics and how they can be used in corridor planning. For illustration purposes, this report uses the Smart Mobility Calculator (https://smartmobilitycalculator. netlify.app/), a novel online tool designed to make key data easily available for all stakeholders to make better decisions. For more information on this tool, see https://transweb.sjsu.edu/research/1899-Smart-Growth-Equity-Framework-Tool. The Smart Mobility Calculator is unique in that it incorporates statewide datasets on urban quality and livability which are then communicated through a straightforward visualization planners can readily use. Core sections of this report cover the framework and concepts upon which the Smart Mobility Calculator is built and provides examples of its functionality and implementation capabilities. The Calculator is designed to complement policies to help a variety of agencies (MPOs, DOTs, and local land use authorities) achieve coordination and balance between transportation and land use at the corridor level.
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Krummel, J., I. Hlohowskyj, J. Kuiper, R. Kolpa, R. Moore, J. May, J. C. VanKuiken, J. A. Kavicky, M. R. McLamore, and S. Shamsuddin. Energy transport corridors: the potential role of Federal lands in states identified by the Energy Policy Act of 2005, section 368(b). Office of Scientific and Technical Information (OSTI), September 2011. http://dx.doi.org/10.2172/1031451.
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John Smart. A First Preliminary Look: Are Corridor Charging Stations Used to Extend the Range of Electric Vehicles in The EV Project? Office of Scientific and Technical Information (OSTI), January 2013. http://dx.doi.org/10.2172/1073782.
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Mohammadian, Abolfazl, Amir Bahador Parsa, Homa Taghipour, Amir Davatgari, and Motahare Mohammadi. Best Practice Operation of Reversible Express Lanes for the Kennedy Expressway. Illinois Center for Transportation, September 2021. http://dx.doi.org/10.36501/0197-9191/21-033.
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Reversible lanes in Chicago’s Kennedy Expressway are an available infrastructure that can significantly improve traffic performance; however, a special focus on congestion management is required to improve their operation. This research project aims to evaluate and improve the operation of reversible lanes in the Kennedy Expressway. The Kennedy Expressway is a nearly 18-mile-long freeway in Chicago, Illinois, that connects in the southeast to northwest direction between the West Loop and O’Hare International Airport. There are two approximately 8-mile reversible lanes in the Kennedy Expressway’s median, where I-94 merges into I-90, and there are three entrance gates in each direction of this corridor. The purpose of the reversible lanes is to help the congested direction of the Kennedy Expressway increase its traffic flow and decrease the delay in the whole corridor. Currently, experts in a control location switch the direction of the reversible lanes two to three times per day by observing real-time traffic conditions captured by a traffic surveillance camera. In general, inbound gates are opened and outbound gates are closed around midnight because morning traffic is usually heavier toward the central city neighborhoods. In contrast, evening peak-hour traffic is usually heavier toward the outbound direction, so the direction of the reversible lanes is switched from inbound to outbound around noon. This study evaluates the Kennedy Expressway’s current reversing operation. Different indices are generated for the corridor to measure the reversible lanes’ performance, and a data-driven approach is selected to find the best time to start the operation. Subsequently, real-time and offline instruction for the operation of the reversible lanes is provided through employing deep learning and statistical techniques. In addition, an offline timetable is also provided through an optimization technique. Eventually, integration of the data-driven and optimization techniques results in the best practice operation of the reversible lanes.
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Smith, Jijo K., Howell Li, and Darcy M. Bullock. Populating SAE J2735 Message Confidence Values for Traffic Signal Transitions Along a Signalized Corridor. Purdue University, 2019. http://dx.doi.org/10.5703/1288284317322.
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The communication between connected vehicles and traffic signal controllers is defined in SAE Surface Vehicle Standard J2735. SAE J2735 defines traffic signal status messages and a series of 16 confidence levels for traffic signal transitions. This paper discusses a statistical method for tabulating traffic signal data by phase and time of day and populating the SAE J2735 messages. Graphical representation of the red-green and green-yellow transitions are presented from six intersections along a 4-mile corridor for five different time of day timing plans. The case study provided illustrates the importance of characterizing the stochastic variation of traffic signals to understand locations, phases, and time of day when traffic indications operate with high predictability, and periods when there are large variations in traffic signal change times. Specific cases, such as low vehicle demand and occasional actuation of pedestrian phases are highlighted as situations that may reduce the predictability of traffic signal change intervals. The results from this study also opens up discussion among transportation professionals on the importance of consistent tabulation of confidence values for both beginning and end of green signal states. We believe this paper will initiate dialog on how to consistently tabulate important data elements transmitted in SAE J2735 and perhaps refine those definitions. The paper concludes by highlighting the importance of traffic engineers and connected vehicle developers to work together to develop shared visions on traffic signal change characteristics so that the in-vehicle use cases and human-machine interface (HMI) meet user expectations.
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Agrawal, Asha Weinstein, Hilary Nixon, and Cameron Simmons. Investing in California’s Transportation Future: Public Opinion on Critical Needs. Mineta Transportation Institute, December 2020. http://dx.doi.org/10.31979/mti.2020.1861.
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In 2017, the State of California adopted landmark legislation to increase the funds available for transportation in the state: Senate Bill 1 (SB1), the Road Repair and Accountability Act of 2017. Through a combination of higher gas and diesel motor fuel taxes, SB1 raises revenue for four critical transportation needs in the state: road maintenance and rehabilitation, relief from congestion, improvements to trade corridors, and improving transit and rail services. To help state leaders identify the most important projects and programs to fund within those four topical areas, we conducted an online survey that asked a sample of 3,574 adult Californians their thoughts on how the state can achieve the SB1 objectives. The survey was administered from April to August 2019 with a survey platform and panel of respondents managed by Qualtrics. Quota sampling ensured that the final sample closely reflects California adults in terms of key socio-demographic characteristics and geographic distribution. Key findings included very strong support for improving all transportation modes, reducing air pollution and greenhouse gas emissions from transportation, and more convenient options to travel without driving. Respondents placed particular value on better maintenance for both local streets and roads, as well as highways. Finally, the majority of respondents assessed all types of transportation infrastructure in their communities as somewhat or very good.