A regional assessment of the potential effects of introducing transmission facilities in alternative corridors east of Lake Winnipeg was conducted. The primary focus of the study was on the impact of transmission facilities on outdoor recreation. Several proposed transmission corridors were compared on the basis of the potential negative impact on five factors: existing development providing outdoor recreation facilities, polices and planning objectives east of Lake Winnipeg, natural resources used for outdoor recreation, ecological processes and natural ecosystems and the appearance of the landscape. The West Corridor and W₁ trunk along the east shore of Lake Winnipeg was considered to have the least impact on outdoor recreation, and further study of this alternative was recommended. / 1978

Wildlife corridors have become a widely adopted management strategy for the conservation of species in fragmented habitats. Fragmentation reduces the size of habitat patches and increases the isolation of the populations within them, potentially resulting in extinction due to stochastic processes. The provision of a corridor between habitat patches is believed to increase the level of connectivity through the integration of populations into a single demographic unit, thus increasing the probability of survival. This assumption remains largely untested due to both a lack of investigation, and design limitations in some of the few studies performed. Connectivity is often assumed to occur simply from the presence of individuals within the corridor. Design criteria essential for the rigorous assessment of connectivity were identified and a landscape meeting these criteria selected. The vegetation within the corridor was found to be comparable in both structure and species composition to that of the patches that it connected. Two target species (Melomys cervinipes and Uromys caudimaculatus) were shown to occur along the corridor but not within the surrounding matrix. The combination of these factors indicated that the corridor was suitable for use as a model system and ensured that any subsequent results truly reflected the capacity of the corridor to function in the desired manner. The population structure was similar within the corridor and the connected patches for both species. Weights of individuals, sex ratios and the percentage of juveniles were consistent between the two system components, suggesting that the corridor contained breeding populations. Connectivity was therefore possible via generational gene flow for both species, while long distance movement events for U. caudimaculatus also indicated that direct movement between habitat patches may be possible for this larger species. Despite all ecological parameters indicating that connectivity was likely, genetic markers (mtDNA and nDNA) revealed significant population differentiation between the connected patches for both species. Populations linked by the corridor and those in isolated habitats were found to show the same level of genetic differentiation. Sampling at a finer spatial scale within connected patches and a continuous control habitat showed that population differentiation was common for M. cervinipes. Given the continuity of suitable vegetation, and the presence of individuals of breeding age along the corridor system, this was attributed to social structuring. U. caudimaculatus populations also showed evidence of genetic differentiation within a connected patch and along the corridor, despite panmixia within the continuous habitat. Having investigated a model system, the data from this study has implications for other wildlife corridor studies and for landscape managers. Firstly, the advantages of using an integrated ecological and genetic approach have been demonstrated. While genetic data determined the level of connectivity, the ecological data provided an understanding of the processes operating within the system. Secondly, the level of scale at which wildlife corridor studies are conducted may need addressing. Most studies currently treat a fragmented landscape in a binary manner and consider the connected patch to be the finest "grain". However, the processes responsible for the lack of connectivity were found to operate at the much finer within-patch scale. Finally, this study clearly indicated that not all wildlife corridors will provide connectivity between the connected populations and that connectivity cannot be inferred from the presence of individuals within the corridor. Given that social behaviour such as territorial defence and philopatry are common in many species, especially small mammals, a lack of connectivity via a wildlife corridor may be more common than currently assumed. The successful use of wildlife corridors as a management strategy, and the accurate assessment of their effectiveness therefore requires careful consideration of not only structural attributes of the corridor, but also behavioural, demographic and genetic parameters of the target species.

A regional assessment of the potential impacts of transmission facilities on the area east of Lake Winnipeg was conducted in order to identify alternative transmission corridors with the emphasis on minimizing the adverse effects on outdoor recreation. A regional resource inventory of the Biotic, Socio-cultural, and Recreational Components of the study area was assembled. Impacts of severe, high, moderate and low were defined and applied to the resource inventory. Four possible corridor routes; --A, B, C and D --were identified at the northern extent of the study area, converging to three just south of the fifty-second parallel; one with its associated trunk line along the east shore of Lake Winnipeg, the other with its associated trunk line along the midline of the study area and the third, along the Manitoba-Ontario border veering southeast to a common exit near the Fort Alexander Indian Reserve. Finally, the corridor on the east shore of Lake Winnipeg and the central corridor converge in the Manigotagan area and exit the study area near the Fort Alexander Indian Reserve. / October 2015

A new F-9 school for 900 children is planned in Riksby, Bromma. On the site today there is an airport which will soon be demolished and give place to a new neighbourhood. The layout is based on a 4,8 x 4,8 m grid, inspired by classic structuralism from the 1960s. As a core concept, the school should be perceived as a small village, with houses, streets and squares. Three seperated buildings are connected by a continous corridor with generous measurements, in contact with daylight. The corrdiror will become a social indoor street, where the kids meet up and have a break between the classes. There are also a few squares which will serve as gathering zones, which the classrooms are clustered around. The layout is open towards the south-west, creating a large continous playground with good daylight conditions. The construction is characterized by a beam - pillar structure out of wood. The load bearing structure is exposed in the facade and the interiors.

This thesis explores the corridor as an essential architectural element in an apartment building. By differentiating the conventional linear corridor, a more pleasant corridor could be achieved: corridor with various widths and natural lighting through architecture manipulation. The building's locale contributes to another topic of this thesis, the urban form for a downtown apartment building. The identities of three streets surrounding the site are respectively unique. One is a downtown pedestrian sidewalk with storefronts, one is a quiet one-way back road, and the other is a major highway with heavy traffic. Examining these three urban conditions, the possible relationship between the streets and the apartment building is explored. For apartment residents, the street conditions and the corridors constitute the very transitional experience for him or her to enter a home. / Master of Architecture

Thesis (M.Sc.)--University of Hong Kong, 2008. / Includes bibliographical references (p. 128-139).

No description available.

High-speed rail (HSR) in most industrialized countries in Europe and Asia have proven profitable and increase GDP in primary, secondary and tertiary station locations, balance greenhouse gas emissions, maintain safety and temporal standards, and assuage traffic concerns of growing populations. The Metroliner’s short completion timeline and ability to demonstrate a successful product prior to appropriating or obligating funds propelled America’s passenger rail industry forward in congruence with establishing the Office of High-Speed Ground Transportation in 1965. However, the US’ rotating bipartisan political structure hinders hyper-expensive 20-year-long projects, as shown in California, Florida, and the Northeast Corridor (NEC). In contrast to this, China’s centralized government, dense city centers, and politically motivated expansion led to construction of the world’s largest HSR network with 37,900 kilometers of tracks in 2021 and 70,000 kilometers expected by 2035. While HSR in the US may be profitable in the NEC, governmental structure, infrastructure density, and high temporal and financial costs reduce plausibility for HSR despite proven positive effects.

Le « corridor méditerranéen » est à la rencontre d'un projet ferroviaire espagnol datant des années 1920 et d'un projet inscrit dans la planification des réseaux transeuropéens de transport depuis les années 1990. La thèse s'intéresse à l'axe littoral qu'il désigne, comprenant des villes, des activités et un ensemble d'infrastructures. Elle part du constat que le corridor méditerranéen doit être inscrit dans un contexte territorial multiple. Il est pérenne par son inscription dans le temps long de la construction et de l'aménagement du territoire espagnol, mais changeant dans la temporalité politique de la planification et de ses phases successives. Enfin, il est multiscalaire par son inscription dans le jeu institutionnel et ses impacts territoriaux. Nous faisons l'hypothèse qu'en Espagne, le corridor méditerranéen interagit avec les enjeux politiques et économiques, au point qu'il ne peut être considéré comme un simple projet de transport (pour l'heure non matérialisé par une infrastructure), mais doit être envisagé dans sa dimension politique. À la croisée de ces enjeux, la thèse prend le parti d'une approche territoriale – à la différence de la majorité des travaux – qui permet d'aborder le corridor méditerranéen sous l'angle de son inscription dans l'espace, en prenant en compte aussi bien les problèmes économiques et politiques qui façonnent le territoire du corridor en amont que les implications du projet sur ce territoire à toutes les échelles en aval. La thèse pose deux questions centrales. Il s'agit d'abord de comprendre comment un objet, au départ un projet d'infrastructures inscrit dans un processus de prise de décision en matière d'aménagement du territoire, devient un facteur puissant de recomposition des jeux d'acteurs et de réinterprétation des paradigmes de l'aménagement des territoires à toutes les échelles. Il s'agit ensuite d'interroger la dialectique entre les différents échelons institutionnels d'une part et entre les différentes échelles territoriales (européenne, nationale, régionale et locale) d'autre part. L'inscription du projet dans les territoires peut se faire à travers différentes formes de territorialisation, matérielles ou immatérielles, de la construction d'équipements ferroviaires à la modification du jeu des acteurs dans un territoire donné autour du projet de corridor. On assiste à un double processus de politisation des intérêts locaux par l'action des associations d'entreprises au niveau régional, et de dépolitisation du débat sur le corridor par le biais de l'européanisation du projet. En s'appuyant sur un ensemble de méthodes fondées principalement sur la pratique d'entretiens, ainsi que sur l'étude des documents de planification et des manifestations du corridor méditerranéen dans le débat public, cette thèse a permis de faire émerger trois résultats principaux. Premièrement, par sa plasticité, le corridor méditerranéen devient un objet politique : il désigne à la fois un projet d'infrastructures aux caractéristiques mouvantes et un catalyseur d'intérêts de nature différente autour d'un objectif commun. Deuxièmement, le corridor méditerranéen, parce qu'il correspond à des représentations territoriales et à des objectifs différents, ne peut s'incarner comme infrastructure car sa matérialité lui ôterait son statut de fédérateur d'intérêts et détruirait l'unité fragile créée autour de sa revendication. Cette impossibilité du corridor méditerranéen est ce qui en fait un excellent médiateur entre les différents acteurs. Troisièmement, le corridor méditerranéen est au centre d'un processus multiple de territorialisation, répondant aux trois sens de ce terme : il apparaît comme un avatar, parmi d'autres, des grandes structures spatiales européennes et espagnoles ; il est un facteur d'émergence de structures territoriales nouvelles par ses impacts sur les territoires locaux ; il permet la recomposition du jeu des acteurs autour d'un projet, dans une réalité spatiale qui lui est propre / The Mediterranean corridor stands at the meeting point of a Spanish railway project in the 1920s and a second project which has formed part of the Trans-European Networks of Transport since the 1990s. The subject is thus this coastal axis, including cities, activities and infrastructure. The bottom line is the idea that the Mediterranean corridor has to be placed in a territorial context that is plural. Indeed, it is both perennial, within the scope of the long-term timeline of the construction and planning of the Spanish territory, and evolving within the political temporality of the planning process and its successive stages. It also has an inherent multiscalar component due to the institutional process and to its impact on the territory. Our hypothesis is that in Spain the corridor involves an interaction with the political and economic questions, so that it cannot be simply considered as a transport project (yet not materialized by infrastructure), and should rather be tackled through its political dimension. Right at the meeting point of these stakes, we have chosen to use a territorial approach, contrary to the majority of works that have been dedicated to this subject. This territorial angle makes it possible to study the Mediterranean corridor through its spatial dimension, taking into account both the economic and political questions that shape the corridor in its territorial aspect and the various implications of the project on this territory at all scales. This thesis develops two main ideas. The first ambition of this work is to understand how this project, which began as a plan for infrastructure as part of a decision-making process regarding spatial planning, then became a powerful factor in the rearticulation of the roles of the different stakeholders and the reinterpretation of the paradigms of planning at all scales. We will then be able to investigate the dialectics between the various institutional levels on the one hand and between the various territorial scales (European, national, regional and local) on the other hand. The integration of the project within the territories can be performed through different forms of territorialisation, both material and immaterial, from the construction of railway equipment to the rearticulation of the roles of the stakeholders within a given territory. We therefore witness a double process of politisation of the local interests through the action of business associations at the regional level, and depolitisation of the debate about the corridor as the project reaches a European level. Three key outcomes emerged from this work based on a methodology relying mainly on interviews as well as the study of planning documentation and the manifestations of the Mediterranean corridor in the public debate. The first idea is that, given its plasticity, the corridor becomes indeed a political subject: it is both a project for infrastructure with evolving characteristics and a catalyst gathering different interests around a common objective. Secondly, as it corresponds to different territorial representations and objectives, the Mediterranean corridor cannot be materialized as infrastructure because this materiality would deprive it from its role as a federator of interests and would therefore destroy the fragile unity that was made possible by its claim. This inherent material impossibility of the Mediterranean corridor is at the same time a fundamental component of its position as a mediator between the different stakeholders. Finally, being at the centre of a territorialisation process that is indeed plural, the Mediterranean corridor echoes all three meanings of this concept: it is one of the avatars of the major European and Spanish spatial structures; it is also a factor of the emergence of new territorial structures at a local scale; and it allows a reorganisation of the interactions of the different stakeholders around a project, within its very own spatial manifestation

Master of Landscape Architecture / Department of Landscape Architecture/Regional and Community Planning / Lee R. Skabelund / Throughout the history of Kansas City, the Brush Creek Corridor has experienced severe flooding which, on numerous occasions, has resulted in loss of life. This urban stream supports a high profile area of the city. It is located adjacent to what is considered Kansas City’s most elite shopping district, the JC Nichols Country Club Plaza, the University of Missouri - Kansas City urban campus, as well as numerous high density residential units. The stream corridor has been confined due to the encroachment of the surrounding urban environment which has minimized many opportunities for the future management of Brush Creek. There have been many flood control projects but these solutions have not been effective in reducing along the entire corridor. Previous projects have been done in a way that alienates urban dwellers from Brush Creek and does not allow pedestrians to utilize the stream corridor as an effective urban green space. The Brush Creek Corridor can be redesigned to revitalize the existing area by embracing natural ecological processes in order to create a more sustainable urban stream system. Brush Creek can be envisioned in a way that will enhance visitor experience by exposing and revealing the ecological processes to the users without inhibiting the functionality of those natural processes. Four project goals have been identified through research: improve, connect, and educate. In order to achieve the project goals, a set of sites are to be selected from the corridor. A corridor study is done to identify sites by assessing factors related to the site’s ability to improve, connect, and educate. Once the sites have been identified and defined, programming and site design strategies will be implemented to relate to the project goals. The selected sites within the Brush Creek Corridor will be models for experience oriented urban stream design. The project area will harbor healthy ecosystems with integrated pedestrian oriented spaces that connect the corridor, improve environmental conditions, and support environmental education. These projects will be catalysts for experience oriented ecological design solutions throughout the Brush Creek Corridor in the future.