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Battery electric vehicles represent a technological pathway for reducing carbon emissions in personal road transport. However, for the widespread adoption of this type of vehicle, the user experience should be similar to that of combustion engine vehicles. To achieve this objective, a robust and reliable public charging infrastructure is essential. In Spain, the electric recharging infrastructure is growing quickly in metropolitan areas but much more slowly on roads and highways. The upcoming charging stations must be located along high-volume traffic corridors and in proximity to the Trans-European Transport Network. The main contribution of this research is to offer a method for examining the essential electricity infrastructure investments required in scenarios involving substantial electric vehicle adoption. The methodology includes a sensitivity analysis of fleet composition and market share, recharging user behavior, charging station density, and vehicle efficiency improvements. To this end, the authors have developed a simplified probabilistic model, addressing the effect of the involved parameters through a comprehensive scenario analysis. The results show that the actual number of high-capacity charging plugs on Spanish roads is significantly lower than the European regulation requirements for the year 2030 considering an electric vehicle market share according to the Spanish Integrated National Energy and Climate Plan 2021–2030 objectives and it is far from the necessary infrastructure to cover the expected demand according to the traffic flow. Under these circumstances, the charging peak power demand reaches over 7.4% of the current Spanish total power demand for an electric vehicle fleet, which corresponds to only 12% of the total. [ABSTRACT FROM AUTHOR]

Due to growing traffic congestion, significant variations in travel time can be seen in Indian cities. This has led to inconsistency and uncertainty about reaching destinations on time. Therefore, average speeds cannot be the only factor in assessing traffic performance. Travel time reliability is a more crucial parameter to evaluate traffic performance considering the inconsistency and uncertainty involved in travel times. The probe vehicle technique is often employed to measure the travel time. However, this technique can yield only a small sample unless huge resources are deployed. Therefore, this paper attempts to develop a travel time reliability-consistency evaluation model (TTRC-EM) for limited and ambiguous information using a novel fuzzy-possibility approach. Two urban corridors, representing arterial and sub-arterial situations, are taken as a case study in Surat, India. The developed model can be applied to evaluate corridor traffic performance and assign a level of service under mixed traffic conditions. [ABSTRACT FROM AUTHOR]

Objectives: This article presents an analysis of the traffic-calming effects of bus rapid transit (BRT) by studying changes to motor vehicle speeds before and after implementation of Albuquerque Rapid Transit (ART) infrastructure in Albuquerque, New Mexico. Methods: While ART construction was completed in spring 2018, the BRT buses did not operate until December 2019; providing a unique opportunity to explore the influence of BRT infrastructure sans BRT buses (i.e., to tease apart the effects of BRT infrastructure and operations). We used validated data from StreetLight InSight to compare before/after changes to average motor vehicle speeds and 85th percentile motor vehicle speeds at 46 ART sites and 36 control sites. Results: Findings suggest that infrastructure associated with BRT systems can improve traffic safety by reducing vehicle speeds. Speed decreases at the ART sites were especially strong in terms of 85th percentile decreases, suggesting that the BRT infrastructure is especially effective at limiting excessive speeding. Motor vehicle 85th-percentile speeds along the ART corridor were reduced by 11.5% (compared to a 5.8% decrease at control sites). The 85th-percentile speeds at the ART sites decreased from 32.3 mph to 28.6 mph, which is an especially important range for vulnerable road-user safety outcomes. While ART intersections saw the largest decreases in absolute speeds (a reduction of 4.1 mph in 85th-percentile speeds), ART mid-block sites had larger decreases relative to the control mid-block sites (decreases in 85th-percentile speeds were 73.7% greater at ART mid-block sites than at control mid-block sites). BRT-related lane reductions were linked with particularly strong speed reductions; there were 85th-percentile speed reductions of 4.1 mph (12.6%) when general vehicle lanes were removed versus 2.2 mph (7.8%) when lanes were not removed. Conclusions: Speed reductions were experienced across the ART corridor even though 87.0% of BRT locations did not have a change in posted speed limit, suggesting that physical changes to the roadway associated with BRT were impactful in terms of speed reductions and in turn could possibly promote traffic injury prevention by decreasing the number and severity of crashes. [ABSTRACT FROM AUTHOR]

Copyright of New Architecture is the property of New Architecture Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Introduction: Transportation corridors, as special economic corridors, have a greater impact on land cover and landscape pattern changes. Methods: Therefore, 10 buffer zones were established at 1 km intervals on both sides of the Longhai Railway as the centerline to trace the impact of the railroad corridor on the land use change and regional landscape pattern change of the cities along the line from 1985 to 2020. Result: The results show that: (1) The land cover changes along the railroad corridor during the 35 years are mainly characterized by the conversion between cropland, grassland, and construction land. Compared with 1985, in 2020, the construction land increased by 161.96%, the grassland area decreased by 11.83%, and the cropland area decreased by 15.83%. (2) The fragmentation of land patches and vegetation coverage is negatively and positively correlated with the buffer zone distance, respectively. In the same year, the comprehensive landuse dynamic degree is smaller as it is further away from the railway. The nighttime light index in the buffer zone is significantly correlated with the land aggregation index and average patch area, and the closer to the railroad, the higher the land aggregation index of construction land. (3) In terms of zoning, the intensity of land cover and landscape pattern changes in the eastern section is higher than that in the western section, with a higher degree of land fragmentation and more agglomeration of construction land, and the transportation corridor has a greater impact on the change of integrated land use motives in this region. The results of the study can provide a scientific basis for optimising the spatial pattern of land and improving the ecological environment in the construction of cross-regional transport corridors. [ABSTRACT FROM AUTHOR]

The proximity of residential areas to traffic corridors has raised concerns among researchers regarding train-induced vibrations. Experimental studies have consistently shown variations in train-induced vibrations, which can be attributed to uncertainties and randomness in both the vibration source and propagation path. This study aims to investigate the influence factors and quantify their contributions to train-induced vibration variations through a comprehensive field measurement campaign and numerical simulations using random finite element models. During the field measurements, vibrations were recorded at the ground surface and the column base for a total of 53 passbys of the same type of metro train on parallel rail lines. Variations in train-induced vibrations caused by the source-to-receiver distance and spatially varied soil properties were analyzed and compared. Specifically, the investigation focused on the spatial variation of soil properties including elastic modulus, density and damping ratio in the topsoil and the second layer of clay, while simultaneously considering the influence of spatial variations of all three soil properties on the transmission of train-induced vibrations from the surface soil to the structural columns. Understanding these variations is crucial for the probabilistic assessment of building serviceability during train passbys. The findings of this research provide valuable insights for probabilistic prediction and evaluation of building vibration comfort. [ABSTRACT FROM AUTHOR]

This study critically examines the spatial dynamics of urban sprawl and land use changes in Bhilwara, Rajasthan, over the past three decades, utilizing advanced remote sensing and GIS methodologies. The primary objective is to elucidate the patterns of urban expansion and its consequential impacts on green infrastructure. The findings reveal a pronounced increase in built-up areas, with the most significant growth observed towards the north-northwest (NNW) and west-southwest (WSW) directions, driven by the presence of major transportation corridors and proximate urban centers. The LULC classification achieved high accuracy, with Producer's accuracy ranging from 81 to 94.4%, User's accuracy from 73.7 to 100%, and Overall accuracy between 84.5 and 93.8%, accompanied by a Kappa coefficient of 0.78 to 0.83. These results underscore the robust methodology employed and highlight the critical need for integrated urban planning approaches that prioritize sustainable development and green infrastructure preservation. The study's conclusions offer substantial contributions to the academic discourse on urbanization, providing actionable insights for policymakers and urban planners to manage urban growth effectively and sustainably. [ABSTRACT FROM AUTHOR]

Faced with the land use heterogeneity and trip distribution non-equilibrium along the corridor connecting urban district and rural area, the operation characteristics of the all-stop bus, the express bus and the shuttle bus running on the transportation corridor should be given full consideration, as well as the tradeoff between passenger trip cost and bus operation cost during the peak-hour period. In order to realize the reliable decision of bus resources configuration for urban-rural public transportation, a bi-objective programming model of multi-modal urban-rural bus operation scheme is established, where the decision variables include the departure frequency of different bus modals, the terminals of shuttle buses, and the stop scheme of express buses, under the constraints of departure interval, passenger volume, vehicle occupancy, section capacity usage and modal competition. To validate the feasibility of proposed optimization model, an urban-rural bus corridor from Rural Jasmine Ecological Park in Hanjiang District to West Xiangyang Bridge in Songqiao Town was chosen as a study case, and the operation organization scheme of three bus modals were solved by the mathematical solver Lingo using mixed integer programming. Meanwhile, the scheme differences under different subobjective weights were discussed, taking into account the uncertain passenger demand and operation supply. The result shows that the increase of passenger trip cost weight will increase the departure frequency of all three bus modals, while the increase of operation cost weight will decrease the total operating vehicles, but the stop frequency at middle stations for express buses will increase accordingly. Compared to the current operation scheme, the optimized scheme can greatly enhance the section capacity usage at a slight sacrifice of passenger trip time with fewer bus vehicles. [ABSTRACT FROM AUTHOR]

As urbanization rapidly progresses, streets have transitioned from mere transportation corridors to crucial spaces for daily life and social interaction. While past research has examined the impact of physical street characteristics on walkability, there is still a lack of large-scale quantitative assessments. This study systematically evaluates street walkability in Seongbuk District, Seoul, through the integration of streetscape images, machine learning, and space syntax. The physical characteristics of streets were extracted and analyzed in conjunction with space syntax to assess street accessibility, leading to a combined analysis of walkability and accessibility. The results reveal that the central and western regions of Seongbuk District outperform the eastern regions in overall street performance. Additionally, the study identifies four distinct street types based on their spatial distribution: high accessibility–high overall score, high accessibility–low overall score, low accessibility–high overall score, and low accessibility–low overall score. The findings not only provide a scientific basis for street development in Seongbuk District but also offer valuable insights for assessing and enhancing walkability in cities globally. [ABSTRACT FROM AUTHOR]

Avalanche susceptibility assessment is a core aspect of regional avalanche early warning and risk analysis and is of great significance for disaster prevention and mitigation on proposed highways. Using sky–ground integration investigation, 83 avalanche points within the G219 Wen Quan to Horgos transportation corridor were identified, and the avalanche hazard susceptibility of the transportation corridor was partitioned using the certainty factor (CF) model and the coupled coefficient of the certainty factor–Geodetector (CF-GD) model. The CF model analysis presented nine elements of natural conditions which influence avalanche development; then, by applying the Geodetector for each of the factors, a weighting coefficient was given depending on its importance for avalanche occurrence. The results demonstrate the following: (1) According to the receiver operating characteristic (ROC) curve used to verify the accuracy, the area under the ROC curve (AUC) value for the CF-GD coupled model is 0.889, which is better than the value of 0.836 of the CF model's evaluation accuracy, and the coupled model improves the accuracy by about 6.34% compared with the single model, indicating that the coupled model is more accurate. The results provide avalanche prevention and control recommendations for the G219 Wen Quan to Horgos transportation corridor. (2) The slope orientation, slope gradient, and mean winter temperature gradient are the main factors for avalanche development in the study area. (3) The results were validated based on the AUC values. The AUCs of the CF-GD coupled model and the CF model were 0.889 and 0.836, respectively. The accuracy of the coupled model was improved by about 6.34% compared to the single model, and the coupled CF-GD model was more accurate. The results provide avalanche control recommendations for the G219 Wen Quan to Horgos transportation corridor. [ABSTRACT FROM AUTHOR]

In this paper, the concept of symmetry is utilized to design the trajectory planning for parallel parking of autonomous ground vehicles—that is, the construction and the solution of the optimization-based trajectory planning approach are symmetrical. Parking is the main factor that troubles most drivers for their daily driving travel, and it can even lead to traffic congestion in severe cases. With the rise of new intelligent and autonomous vehicles, automatic parking seems to have become a trend. Traditional geometric planning methods are less adaptable to parking scenarios, while the parking paths planned by graph search methods may only achieve local optimality. Additionally, significant computational time is often required by numerical optimization methods to find a parking path when a good initial solution is not available. This paper presents a hierarchical trajectory planning approach for high-quality parallel parking of autonomous ground vehicles. The approach begins with a graph search layer to roughly generate an initial solution, which is refined by a numerical optimization layer to produce a high-quality parallel parking trajectory. Considering the high dimensionality and difficulty of finding an optimal solution for the path planning optimization problem, this paper proposes an improved safe travel corridor (I-STC) with the construction of collision constraints isolated from surrounding environmental obstacles. By constructing collision constraints of the I-STC based on the initial solution, the proposed method avoids the complexities and non-differentiability of traditional obstacle avoidance constraints, and simplifies the problem modeling the subsequent numerical optimization process. The simulation results demonstrate that the I-STC is capable of generating parallel parking trajectories with both comfort and safety. [ABSTRACT FROM AUTHOR]

In Turkey's Kurdish borderlands, smugglers occasionally entered insurgent corridors, the guerrilla-controlled mountainous passages, to bypass state control. This article takes insurgent corridors to frame sovereignty as monopolization of space-making and proposes space-making as a key analytic to examine the forms of sovereignty that facilitate or undermine specific extractive practices. As a spatial form, corridors are central to the claiming and exercising sovereignty and extraction without having complete territorial control across a bounded space or the whole population in that space, the territoriality identified with nation-states. By controlling corridor space and monopolizing the traffic in them, colonial empires, nation-states, corporations, and rebel movements exercised sovereignty and extracted value that is carried or generated by corridor traffic. The insurgent corridors further complicate corridor sovereignty as the Kurdish guerillas monopolized corridor-making without monopolizing and extracting the corridor traffic under a post-nation-state political vision that favors grassroots democratized organization of mobilities and livelihoods rather than centralized exclusive authority and biopolitical governance on them. The insurgent corridors constituted what I call countersovereignty, a practice contesting not only the existing state sovereignty but also political models of nation-state sovereignty and territoriality. While anthropologists understand refusal as disengagement from actors claiming sovereign superiority, the insurgent corridor countersovereignty entailed a distinct form of political refusal that rejects mimicking state sovereignty and associated forms of biopolitical governance. [ABSTRACT FROM AUTHOR]

This review examines the state of railway transportation in Central Asia within the context of the Silk Road initiative, tracing its origins from the United States' New Silk Road strategy. Despite recent setbacks, the Silk Route has become a crucial geopolitical tool for military, political, and economic interests, with corridors like Kazakhstan's Terminal and the China-Kyrgyzstan-Uzbekistan-Afghanistan route identified for potential revitalization. Uzbekistan, particularly in the China-Kyrgyzstan-Uzbekistan corridor, emerges as pivotal for advancing the Silk Road initiative. A comprehensive analysis of data collection methodologies employed in studying these corridors is also included to ensure the reliability and validity of the findings. Employing a multifaceted methodology, including quantitative analysis of infrastructure metrics, case studies of specific projects, a literature review synthesizing existing knowledge, and comparative analysis drawing parallels and contrasts, this study explores opportunities and challenges in enhancing these corridors, aiming to contribute to the broader strategy's rejuvenation in Central Asia. By analyzing current conditions and proposing improvements, the research seeks to optimize railway transport, aligning with the Silk Road's historical significance in the contemporary geopolitical landscape. [ABSTRACT FROM AUTHOR]

This paper formulates a cooperative traffic control methodology that integrates traffic signal timing and ramp metering decisions into an optimization model to improve traffic operations in a corridor network. A mixed integer linear model is formulated and is solved in real time within a model predictive controller framework, where the cell transmission model is used as the system state predictor. The methodology is benchmarked in a case study corridor in San Mateo, CA, in VISSIM with two optimization scenarios, namely, optimal metering and optimal signal control, and two simulation scenarios with a preset metering plan and no metering. The numerical results show that integrated traffic signal and ramp metering control reduces delays, stops, and travel times of the corridor by up to 33.1%, 36%, and 16.4%, respectively, compared to existing benchmark conditions. With appropriate weights prioritizing freeway or arterial street operations, the integrated control balances traffic congestion between the arterial street and the freeway. [ABSTRACT FROM AUTHOR]

Distributed acoustic sensing (DAS) using fiber-optic cables has potential for landslide and rockfall monitoring along linear infrastructure but faces challenges for accurate seismic source localization due to signal nonuniformity and attenuation during propagation. This limits the applicability of traditional seismic location methods with DAS. We present a novel computer vision–based approach to overcome these limitations. Field experiments simulating landslide quakes and rockfall impacts were conducted near dedicated DAS arrays to validate the method. Results demonstrate the computer vision technique outperforms short-to-long-term average ratio and cross-correlation algorithms in both location accuracy and constraint of seismic sources, with locations also agreeing well with a colocated nodal seismic array. Key factors influencing performance include the type of signal processing used on the DAS data and cable array geometry. The envelope function best handled noise while L-shape and parallel dual-cable geometries proved most effective. Overall, this computer vision method provides an improved solution for seismic source location of landslides and rockfalls monitored by DAS networks, enhancing safety along vulnerable linear infrastructure like transportation corridors through mountainous terrain. [ABSTRACT FROM AUTHOR]

Spotted lanternfly, Lycorma delicatula White (Hemiptera: Fulgoridae), is an invasive Southeast Asian planthopper that was recently introduced into the eastern United States and spreads along human transportation corridors by 'hitch‐hiking' on vehicles and cargo.To better understand the risk of establishment when mobile life stages are moved, it is critical to know how long spotted lanternfly mobile life stages will survive without food and water under different temperatures.This work reports on spotted lanternfly first, second, and third instar nymphal and adult survival without food over the 10–30°C temperature range. Survival time without food declined exponentially as temperature increased for all life stages of spotted lanternfly that were evaluated.At temperatures <30°C, first instar nymphs survived longer than second or third instar individuals. Female adults survived about 1 day longer than male adults at all but 10 and 25°C.Without food, 99% of all adults of both sexes are predicted to be dead in less than a week over the temperature range evaluated. First instars, which were the smallest, survived the longest and their survival exponentially decreased as temperature increased.This suggests that more attention to first instar movement may be warranted. The data presented here will provide a basis for assessing the risk of survival of transported spotted lanternfly active life stages along various pathways. [ABSTRACT FROM AUTHOR]

This systematic review, part funded by Network Rail Ltd (UK), considers the role of transportation corridors in habitat connectivity within temperate climates, through verge habitat, surrounding matrix, movement along and across the corridor, the wider landscape context and management practices. PICO terms were developed for the bibliographic search on 15/11/22 using Web of Science (all databases), yielding 168 studies for review. The risk of bias was minimised by excluding non-peer reviewed papers. Large and exotic taxa were excluded due to a focus on temperate zones, as were studies on invasive species and climate change where the primary focus was not ecological connectivity. Emergent themes were used to structure the paper. Results indicate that transportation corridors have significant potential for habitat connectivity, especially for generalist and open-specialist species, which favour early to mid-successional habitats. However, physiology is a key determinant in dispersal ability. Vegetation management should consider representative communities rather than individual species. Gaps exist in the range of taxa studied, understanding of seasonal variations and lifecycle stages supported in verges, survival factors such as predation and disease and changes to community structure. Rail environments are under-represented and there is limited knowledge on the relative impacts of vegetation management regimes. [ABSTRACT FROM AUTHOR]

The paper explores the substantial decline in European air transport during 2020, while employing interactive maps for visual analysis. According to the International Civil Aviation Organization's (2020) economic analysis, there was a sharp 60% global reduction in passenger traffic during the combined second, third, and fourth quarters, equivalent to about 2.7 billion fewer passengers than in 2019. The established air traffic flow, which developed over decades, faced partial disruption due to COVID-19 restrictions. Consequently, the aviation industry strategically focused on restructuring to ensure the sustained operation of major air transport routes. Using OpenSky Network data and a Google Sheets environment for storage, our study utilizes the FlowmapBlue interactive platform to visualize the 2020 European airspace, and to define key air traffic corridors. Despite the substantial decline, the visualization reveals resilient routes and crucial connections, underscoring the imperative of preserving these links for effective crisis response in the future. [ABSTRACT FROM AUTHOR]

Understanding the spatial requirements of exploited wildlife species, including population density and home range size, is important for wildlife management and conservation. Wolverines (Gulo gulo) are hunted and trapped across the Arctic, and are vulnerable to numerous, often interrelated, threats resulting from anthropogenic changes in their environment. Previous population density estimates for wolverines in the Arctic range tenfold, from the lowest to highest available for the species, limiting their utility outside the specific areas and times they were derived. The most recent density estimate in Arctic Alaska, USA, was produced 4 decades ago and was derived from a relatively small study area. We evaluated wolverine population density and home range size across the North Slope of Alaska during 2017–2022 using global positioning system (GPS)‐based collar data and spatial capture‐recapture models. Population density estimates were 2.0 individuals/1,000 km2 (95% credible interval = 1.3–3.5) in 2018 and 2.8 individuals/1,000 km2 (95% credible interval = 1.7–3.5) in 2021. Median home range sizes modeled with autocorrelated kernel density estimators and Ornstein‐Uhlenbeck foraging movement processes were 699 km2 (range = 158–2,895 km2) among 12 females and 2,332 km2 (range = 797–4,699 km2) among 10 males. These population density estimates are nearly 10 times lower than the previous estimate for Arctic Alaska. We recommend incorporating this information into management strategies to ensure sustainable harvest, particularly as the region's remote areas are more efficiently accessed by hunters and are being considered for transportation corridors supporting new industrial development. [ABSTRACT FROM AUTHOR]

The model corridor stretching from Mumbai (India) to St. Petersburg (Russia) through Iran and Azerbaijan is known as the International North-South Transport Corridor (INSTC). This multi-modal corridor is around 7,200 km long and consists of rail, roads, and waterways. The main objective of the construction of the corridor is to improve connectivity and trade relations between the North and the South. It will play a crucial role in promoting regional cooperation and economic integration. Bilateral relations between the member countries will be developed through the project. India will have easy access to the resourcerich Central Asian nations via this corridor, bypassing Pakistan. It will help India by exporting its products to the North and Central Asian countries, including Russia, and importing hydrocarbons at a lower cost by avoiding the traditional long-time route. In the present geopolitical situation, this venture will also improve India's strategic relations with the member countries. Although the project at present is suffering from some glitches, it will be a game changer for India's Eurasia policy in the near future. [ABSTRACT FROM AUTHOR]

Copyright of Brazilian Journal of Law & International Relations / Relações Internacionais no Mundo is the property of Relacoes Internacionais no Mundo and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Bulletin of Ablai Khan KazUIRandWL: Series 'International Relations & Regional Studies' is the property of Kazakh Ablai Khan University of International Relations & World Languages and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

"One-chance" criminality has become public transport threat in Lagos State where passengers are trapped through deceit, robbed, and victimized by individuals or groups pretending to offer public transportation services. Understanding the strategies and victimization experiences may help illuminate this phenomenon toward developing preventive cues and appropriate institutional response. This study, therefore examines "one-chance" strategies and the victimization experiences of passengers in Lagos public transportation corridors. The Routine Activities Theory (RAT) is used to explain the phenomenon using exploratory research design. The snowball technique was used to reach victims of one-chance robbery who responded to in-depth interview guide questions which probed into the strategies, victimization experiences and coping strategies. Findings show that timing, disguise/deception, taking unusual routes, tampering with the vehicle central lock, reworking the seatbelt, and winding up glasses are methods adopted by the one-chance robbery perpetrators to victimize. Physical assaults (beating with all kinds of weapons, sexual assaults, and forced pushing out of the vehicle at top speed which could lead to the victim's disability or death) and loss of valuables (dispossession of jewelleries, monies, and phones). Participants increased vigilance before boarding, hailing a private taxi and instrumentalised religion for protection as coping strategies. The study provokes mapping of "one-chance" hot-spots by law enforcement authorities and routine adjustment for commuters. [ABSTRACT FROM AUTHOR]

Copyright of China Mining Magazine is the property of China Mining Magazine Co., Ltd. and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

In current transportation hubs, passengers travelling with wheeled luggage or suitcases is a common phenomenon. Due to the fact that most luggage occupies a certain space in dense passenger crowds with high mass inertia, its abnormal motion, such as drifting, can frequently trigger unavoidable local disturbances and turbulence in the surrounding pedestrian flows, further increasing congestion risk. Meanwhile, there still is a lack of quantitative disturbance propagation analysis, since most state-of-the-art achievements rely on either scenario-based experiments or the spatial characteristics of crowd distribution assessed qualitatively. Therefore, this study considers the luggage-laden passenger as a deformable particle. The resulting disturbance on surrounding non-luggage-carrying passengers is analyzed and quantified into a nonlinear pressure term. Subsequently, the disturbance propagation model of passenger-owned luggage is developed by adapting the classical Aw–Rascle traffic flow model with a pressure term. Simulation experiments of disturbances caused by luggage drifting and retrograding were conducted in Pathfinder 2022 Software. Experimental results showed that the disturbing force of a left-sided crowd can reach a peak of 238 N with a passenger density of 3.0 p / m 2 , and the maximum force difference between the left- and right-sided disturbing force can reach 153 N, as confirmed by a case study in an L-shaped corridor of a transportation hub. Furthermore, it is recommended that the proposed model can be applied in crowd flow analysis and intelligent decision-making for passenger management in transportation hubs. [ABSTRACT FROM AUTHOR]

The instability of slope blocks occurred frequently along traffic corridor in Southeastern Tibet (TCST), which was primarily controlled by the rock mass structures. A rapid method evaluating the control effects of rock mass structures was proposed through field statistics of the slopes and rock mass structures along TCST, which combined the stereographic projection method, modified M-JCS model, and limit equilibrium theory. The instabilities of slope blocks along TCST were then evaluated rapidly, and the different control factors of instability were analyzed. Results showed that the probabilities of toppling (5.31%), planar (16.15%), and wedge (35.37%) failure of slope blocks along TCST increased sequentially. These instability modes were respectively controlled by the anti-dip joint, the joint parallel to slope surface with a dip angle smaller than the slope angle (single-joint), and two groups of joints inclined out of the slope (double-joints). Regarding the control effects on slope block instability, the stabilization ability of double-joints (72.7%), anti-dip joint (67.4%), and single-joint (57.6%) decreased sequentially, resulting in different probabilities of slope block instability. Additionally, nearby regional faults significantly influenced the joints, leading to spatial heterogeneity and segmental clustering in the stabilization ability provided by joints to the slope blocks. Consequently, the stability of slope blocks gradually weakened as they approached the fault zones. This paper can provide guidance and assistance for investigating the development characteristics of rock mass structures and the stability of slope blocks. [ABSTRACT FROM AUTHOR]

Selecting appropriate mapping units is vital for landslide susceptibility mapping as well as pattern investigation, given that various units-based analyses extensively control the prediction performances. This paper investigated the landslide development through the interpretation and field surveys along the Yunling–Yanjing segment of the Lancang River in southeastern Tibet, and fulfil LSM with the consideration of 15 conditioning factors. Two grid unit methods (single-point and multi-point patterns) and two slope unit methods were comparatively analyzed for model training and mapping of landslide susceptibility via machine learning algorithms. The results suggest that the landslides are preferentially distributed in an elevation range of 2000–4000 m, in a slope range of 20–40°, a local relief range of 1000–2500 m, and southwest-oriented slopes. The data extracted by the multi-point method denotes a higher representation of landslide development features. All models possessed positive prediction ability for landslide susceptibility, and the multi-point method based on grid unit performed the best with the AUC exceeding 0.9. The best-performing models indicated that zones of high and very high susceptibility mainly distributed adjacent to the mainstem and some tributaries of the Lancang River. Furthermore, the distribution of "safety islands" (the slopes less prone to landslides) along National Highway G214 was reasonably illustrated as well, which provides a hazard predictability for such an important transportation corridor along the deeply-incised valley in the Lancang River. This study demonstrates a theoretical basis for the regional disaster prevention and mitigation for human activity, and provides methodological references for landslide susceptibility evaluation in similar mountainous areas over the world. [ABSTRACT FROM AUTHOR]

Along East Africa's most trafficked commodity corridor, road accidents sometimes make cargo available for salvaging. This paper draws on genealogies of shipwreck salvage – 'wrecking' – to explore how roadside salvagers distinguish their activities from theft and make them legitimate. In contrast with classic theories of property which ask how unowned things become property, I ask the opposite: how do owned things become unowned – available to claim? Central to the legitimacy of salvage, I argue, is the idea of contingency: it was an unexpected event that made goods available for taking. But contingency is approached in contradictory ways by different salvagers: crash cargo can be interpreted as an accidental 'find,' to be freely taken, or conversely as a 'risky opportunity' from which savvy entrepreneurs can profit. [ABSTRACT FROM AUTHOR]

Self-driving car companies aim to offer hands-off journeys with Automated Vehicle (AV) technology, but public skepticism persists on safety aspects of AVs. A proposed solution involves creating dedicated AV corridors with traffic control and interruptions. Realistically, full penetration of AVs is unlikely to occur in the near future while mixed traffic of AVs with human driven vehicles is more likely. This study applies this concept to a hypothetical scenario in NYC, proposing an AV corridor from the Staten Island Expressway to the Brooklyn Battery Tunnel. The goal is to assess the network-wide impacts of a limited AV deployment from a multi-modal perspective. The NYC transportation system is modeled using MATSim, an open-source agent-based modeling platform. Although each traveler is treated as an agent making multi-modal trip making decisions, it does not model microscopic behavior of cars. Thus, the modeling approach for AVs has to be a macroscopic one, where average headways are reduced on the AV (with mixed traffic) corridor portion of the overall network based on a link capacity relationship adopted from a study on Advanced Cruise-Assist Highway Systems [1]. Two reduced headway scenarios are simulated in this MATSim NYC model, 1.1 and.85 second headways. Results indicate that Scenario B (1.1-second headway) is preferable over Scenario A (0.85 second headway), mitigating potential congestion on connectors, especially on Victory Boulevard in Staten Island. This study suggests implementing Scenario B for a smoother corridor-wide introduction of AVs to avoid congestion on connectors of the AV corridor to the rest of the NYC network. [ABSTRACT FROM AUTHOR]

This paper investigates the impact of globalization on transportation corridors in Azerbaijan, which are strategically located to serve as hubs for crossroads between north-south and east-west trade. The main hypothesis is that globalization has had a significant impact on transportation corridors in Azerbaijan, resulting in greater connectivity and trade flows within the region. The recent triumph over Armenia has resulted in significant changes in the region, enhancing Azerbaijan's reputation. Alongside the ongoing conflict in Ukraine and the imposition of sanctions on Russia and Iran, Azerbaijan has emerged as a secure passage between these influential powers. Furthermore, the rising demands for major international trade routes have created a pressing need for Azerbaijan to enhance its capabilities to effectively meet these growing requirements. According to the World Systems Theory, semi-periphery countries play the role of bridges between core and periphery states. Globalization has led to Azerbaijan's integration into the global economic system as a semi-peripheral country. This has resulted in increased trade and investment, which in turn has led to the development of transportation infrastructure and the expansion of transportation networks. [ABSTRACT FROM AUTHOR]

The uptake of electric vehicles (EV) is closely interlinked with the availability of charging infrastructure. Fast charging stations (FCS) can facilitate the uptake of EV, but their installation requires significant investments affecting their profitability. An optimal determination of charging locations and capacities based on associated costs can help to provide infrastructure efficiently. As initial FCS affect installations and costs in later years, a strategic infrastructure development plan over multiple years is required to expand the infrastructure to satisfy the charging demand of a growing EV fleet, while pursuing the goal of minimal costs. Based on former work, a model for the investment-optimal allocation and sizing of FCS over multiple years (including costs for grid connection) is developed. For the first time, a multi-periodic capacitated Arc-Cover Path-Cover formulation with an investment-optimal objective is proposed and applied to New Zealand. The results are analysed with respect to the locations and sizes of FCS, the impact on the coverage of traffic flows, and the related trends over time. They indicate that FCS are to be located along highly trafficked corridors in densely populated regions for being applied profitably. The chosen station locations have below-average installation costs and are capable of covering high shares of EV traffic on inter-regional and highly frequented routes. • A novel model for strategic planning of fast charging stations is developed. • Minimal investments considering traffic flows and location-specific investment. • The method is applied to the New Zealand's North Island as a case study. • Sensitivity analysis for considering uncertainties is provided for some variables. • The model can be easily transferred to other countries. [ABSTRACT FROM AUTHOR]

This article discusses a landslide that occurred on the G213 National Highway in Songpan County, Sichuan, China. The landslide, which was triggered by heavy rainfall, led to the closure of the highway for almost 50 days and caused damage to infrastructure. The article provides a detailed analysis of the landslide, including information about the geological setting, climate conditions, and morphology. The study emphasizes the importance of long-term monitoring and disaster prevention measures in landslide-prone areas and provides data that can be used for further research and awareness. [Extracted from the article]

Steep alpine rock slopes undergoing deformation may give rise to concurrent landslide hazards of different type and magnitude. The underlying mechanisms of instability are often challenging to investigate due to their inherent complexity; furthermore, they can occur on poorly accessible terrain, preventing the collection of data by means of traditional field techniques or even inhibiting awareness of hazards. This paper focuses upon one such case, in which a major transportation corridor running along the floor of the Aosta Valley (Western Italian Alps) is affected by significant—and until recently unknown—rockfall hazards promoted by a previously collapsed rockslide still deforming slowly at elevations almost 600 m above the road. In particular, two large discrete blocks (volume > 103 m3) lie precariously at the toe of the slide and could fall downslope at extremely rapid velocity. The design of countermeasures for the stabilization or removal of these blocks would require the assessment of their mechanical interaction with the bedrock and degree of internal fracturing (i.e., possible pervasive damage within the blocks). We perform this task by first exploring potential kinematic styles and damage patterns at failure according to a series of preliminary finite-element models. We then use detailed displacement measurements from remote sensing and in situ monitoring, in conjunction with repeat topographic surveying from a terrestrial laser scanner (TLS) and a drone laser scanner (DLS), to reconstruct the actual kinematics of the blocks. The results substantiate the hypothesis that instability is primarily controlled by transient degradation of friction on a through-going basal rupture surface. Development of a large tensile fracture in one of the two blocks is inferred to be conditioned by increased non-planarity of the slipping joint in comparison with the other block. We highlight that optimized integration of cutting-edge rock slope investigation tools can help address otherwise unresolved key aspects of complex instabilities in steep mountainous areas. Highlights: Two large discrete blocks at the toe of a slowly deforming and highly disaggregated rock slope pose significant concerns to a major transportation corridor in the Western Italian Alps. Knowledge of the underlying mechanisms of instability is required to design mitigation measures, but traditional site characterization is impossible due to difficult terrain. Preliminary numerical modelling, slope monitoring, and repeat topographic surveying are integrated into a coordinated analysis framework to explore kinematic styles, damage patterns, and overall modes of failure. It is shown that the blocks are likely affected by transient degradation of friction on a through-going basal rupture surface of varying roughness, and translate towards the steep apex of the adjacent talus cone as mostly individual entities with negligible influence of brittle fracture damage. [ABSTRACT FROM AUTHOR]

The expansion of transportation and service corridors has numerous, well-documented adverse effects on wildlife. However, little research on this topic has been translated into mitigating the effects of habitat fragmentation caused by road development on primates. The establishment of canopy bridges has proven to be an effective conservation intervention. Of the completed primate canopy bridge projects reported in the literature, to our knowledge, all attempt to mitigate the impacts caused by singular, linear infrastructure routes. Here we provide recommendations for the establishment of a network of natural and artificial canopy bridges over roads throughout Langkawi Island, Malaysia, to reduce rates of roadkill and support the movement of primates and other arboreal animals across the island by identifying suitable sites and appropriate tree species to be planted (including Ficus racemosa and Ficus fistulosa), bridge materials and post-installation monitoring. The establishment of this pioneering trans-island canopy bridge network could function as a model to enhance connectivity for arboreal animals in other important wildlife habitat sites in Malaysia and beyond that are affected by fragmentation from linear infrastructure. We have begun discussions with relevant authorities, partners and other pertinent parties, focusing on the initiation of construction of the canopy bridge network in 2024. [ABSTRACT FROM AUTHOR]

Under current conditions of growing interdependence of national economies, global supply chains are being transformed and trade flows are being reoriented. The dynamics and scale of these processes are largely determined by the efficiency of international transport corridors. Investments in transport corridors have a significant multiplier effect on the entire economy by stimulating the development of transport and logistics and related sectors of the economy, creating a growing demand in labour markets, and developing global value chains, international production, trade and logistics networks. The purpose of the article is to study the impact of international transport corridors on the development of territories at the national and regional levels. The use of descriptive statistics allowed to assess the impact of international transport corridors on the level of economic development, trade openness and foreign trade volumes based on the analysis of data from 121 countries. The links between the zones of influence of international transport corridors and other functional types of territories in Ukraine were investigated. The territorial coefficient of environmental load in the context of Ukrainian regions was calculated. The results of the study will be useful for both researchers in the field of logistics and transport infrastructure development and policymakers in the field of transport and economic policy. [ABSTRACT FROM AUTHOR]

The Sichuan-Tibet traffic corridor (STTC) is a critical transportation route in China that spans the western Sichuan Basin and the Tibetan Plateau. This area has a complex geological history and presents challenges for infrastructure construction due to its high seismic intensity and extreme elevation. Recent research has made advancements in addressing these challenges and supporting infrastructure development and mineral resource exploitation. The second volume of this Research Topic focuses on active faults, magmatic-hydrothermal activities, and the tectonic evolution history of the Tibetan Plateau within the STTC. Additionally, it explores the diverse range of mineral resources in the area. The findings from these studies will contribute to further geological investigations and resource assessments in the STTC. [Extracted from the article]

Digital transformation of organizations managing freight transportation corridors is today, under the so-called "Nearshoring" trend, a key challenge for the logistics sector operating in regions such as the USMCA (United States-Mexico-Canada Agreement). Since Mexico has a significant role in North American industrial supply chains' regionalization, this paper proposes a graph theory-based logistics approach to model and measure the operational robustness of Mexican freight transportation corridors. The proposed method consisted of four steps: (a) construct a dual network for evaluating road section indexes by transforming road links into nodes; (b) assign weights to the edges based on each route distance; (c) simulating potential disruptions in road sections based on topological indices and variations in distance; and (d) developing a web-based digital tool to manage and evaluate the impact of freight transportation corridor management's impact on supply chains' efficiency, sustainability, and resilience. This paper makes two contributions to the current body of knowledge and practical applications. Firstly, it identifies the limitations of some topological indices when assessing the dual graph. Secondly, it discusses the challenges and opportunities for implementing the digital transformation of freight transportation corridor management in Mexico. In conclusion, this paper presents insights for policymakers and researchers and outlines future research directions. [ABSTRACT FROM AUTHOR]

Our study compared observed traffic volumes in the Bus Rapid Transit (BRT-Light) corridor to those predicted using two different quasi-experimental methods. The first quasi-experimental design, referred to as interrupted time series, assumes the trends in traffic on BRT alignment from 2013 to 2017 continue through to 2019 after BRT-Light is in place. Making that assumption, traffic volume on the BRT alignment is 2514 vehicles per day lower (−7.38%) than one would expect based on the preexisting trend. The second quasi-experimental design is called a before-after design with a control group, which assumes that traffic volume on the BRT route would increase by the same percentage as traffic on parallel streets to the BRT line, that is 2.30 percent or 645 VPD between before and after. Also, BRT alignment's traffic volume was reduced by 1249 VPD or 4.78 percent more rather than outside of BRT corridor, and 17,632 VPD or 9.33 percent considering trip generation. Meanwhile, transit ridership in the corridor increased by 8687 passengers per day (122.66%) more than expected with the introduction of BRT, which helps account for the effective reduction of vehicular traffic on the streets that comprise the BRT alignment. Through the section analysis, we found that dedicated right-of-way reduced traffic effectively. Our estimates suggest that BRT-Light will result in an annual reduction of 17,886,229 pounds of CO2 emissions and 914,614 gallons of gasoline consumption. Based on these results, we conclude that BRT-Light had a positive effect on easing vehicle traffic volume and emissions in the Provo-Orem metropolitan area. • BRT-Light, which is the lower limit of BRT, had a positive effect on easing vehicle traffic and emissions on BRT alignment. • BRT-Light reduced traffic not only on the BRT alignment but also on the entire streets in the half miles-buffered area. • The dedicated right-of-way reduced traffic effectively. • BRT-Light provoked significant nearby land-use development and increased trip generation. • Significantly increased transit ridership in the corridor explained to eased vehicular traffic. [ABSTRACT FROM AUTHOR]

The China–Nepal Transportation Corridor is vital to the country's efforts to build a land trade route in South Asia and promote the Ring-Himalayan Economic Cooperation Belt. Due to the complex geological structure and topographical environment of the Qinghai–Tibet Plateau, coupled with the impact of climate change, the frequent occurrence of geological disasters has increased the operational difficulty of the China–Nepal Highway and the construction difficulty of the China–Nepal Railway. However, to date, there has been no systematic study of the spatial distribution of landslides along the entire route within the area, the factors influencing landslides at different scales, or the causes of landslides under different topographic backgrounds. There is an even greater lack of research on areas threatened by potential landslides. This study comprehensively applies remote sensing, mathematical statistics, and machine learning methods to map landslides along the China–Nepal transportation corridor, explore the influencing factors and causes of different types of landslides, and investigate the distribution characteristics of potential landslides. A total of 609 historic landslides have been interpreted in the study area and were found to be distributed along faults and locally concentrated. The strata from which landslides develop are relatively weak and are mainly distributed within 2 km of a fault with a slope between 20° and 30°. The direction of slope for the majority of landslides is south to south-west, and their elevation is between 4000 and 5000 m. In addition, we discovered a power law relationship between landslide area and volume (VL = 2.722 × AL1.134) and determined that there were 47 super-large landslides, 213 large landslides, and 349 small and medium-sized landslides in the area, respectively. Slope is the most significant influencing factor for the development of landslides in the area. Apart from slope, faults and strata significantly influence the development of large and medium-small landslides, respectively. We have identified 223 potential landslides in the region, 15 of which directly threaten major transport routes, mainly in the Renbu Gorge section of the China–Nepal Highway and the proposed China–Nepal Railway section from Peikucuo to Gyirong County. In addition, we also discussed the causes of landslides within three geomorphic units in the region. First, the combined effects of faulting, elevation, and relatively weak strata contribute to the development of super-large and large landslides in the Gyirong basin and gorge. Second, the relatively weak strata and the cumulative damaging effects of earthquakes promote the development of small and medium-sized landslides in the Xainza-Dinggye rift basin. Third, under the combined effect of the hanging wall effect of thrust faults and the relatively weak material composition, landslides of various types have developed in the Nagarzê mountain. It is worth noting that potential landslides have developed in all three geomorphic units mentioned above. This study provides data and theory to assist in the accurate mitigation and control of landslide hazards in the corridor. [ABSTRACT FROM AUTHOR]