Corridor Width Research Articles

Parameters to characterize the internal recirculation of an oxidation ditch

Mixed liquor circulates ceaselessly in the closed-loop corridor in an oxidation ditch (OD), which is significantly different from other wastewater treatment processes. The internal recirculation ratio (IRR), i.e., the ratio between circulation flow rate (QCC) and influent flow rate (QIn), and the circulatory period (T), i.e. the time consumed for the mixed liquor to complete one lap in the circular corridor, was used to quantify the internal recirculation characteristics of the OD system. In order to elucidate the characteristics and applicability of IRR and T, this study obtained the numerical relationship between IRR and T by formula derivation. It also discusses the factors influencing IRR and analyses the applications of IRR and T. The results showed that IRR = QCC/QIn = HRT/T = HRT ž IRF (HRT = hydraulic retention time of the mixed liquor in the circular corridor; IRF = internal recirculation frequency). Moreover, three kinds of parameters had an effect on IRR: QIn; reactor dimensions, i.e., length (Lmid), width (B), and height (H) of the circular corridor; and horizontal velocity of the mixed liquor in the circular corridor (v). QIn changed IRR by altering HRT. However, B, H, Lmid, and v changed IRR by altering IRF and T. Furthermore, the same IRR corresponded to many different HRT and IRF. Therefore, when QIn and QCC varied in the OD system, using HRT and IRF to evaluate the variation of QIn and QCC, respectively, was better than using IRR to evaluate their synthetical variation. IRF and T were useful for directly and precisely characterizing the circulation speed and circulation flow rate in the circular corridor, while IRR was more useful for evaluating the dilution effect of reflux on influent.

Introducing V-Line as a New Strategy to Choose Surgical Corridor in Oblique Lumbar Interbody Fusion at the L5-S1 Segment.

Purpose A retrospective imaging study assessing the availability of oblique lumbar interbody fusion at the level of L5-S1 (OLIF51) and to choose ideal surgical corridor in OLIF51 by introducing V-line. Methods The axial views through the center of L5-S1 disc were reviewed. We adopt 18 mm as the width of the simulated surgical corridor. The midline of the surgical corridor is at the center of L5-S1 disc. According to the traction distance of the left iliac vein (LCIV) and psoas major (PM), we defined all the subjects as V (+) (traction-difficultly LCIV), V (-) (traction-friendly LCIV), P (+) (traction-difficultly PM), and P (-) (traction-friendly PM). V-line was defined as a straight line dividing equally the simulated surgical corridor. All cases were divided into 2 groups: The V-line (+) group, more than half of the LCIV region, is located in the ventral part of V-line; the V-line (-) group, more than half of the LCIV region, is located in the dorsal part of V-line. Multiple variables regressive analysis was conducted to analyze the independent risk factors of V-line (+). Results V-line (+) was found in 36 (38.7%) patients and V-line (-) in 57 (61.3%). Incidence of V (+) and P (+) was 35.4% (33/93) and 30.1% (28/93), respectively. 16.1% (15/93) subjects processed V (+) and P (+) at the same time. The independent risk factor of V-line (+) were gender of male (P = 0.034, OR: 12.152) and medial position of LCIV (P < 0.001, OR: 265.085). High iliac crest was a significant independent protective factor (P = 0.001, OR: 0.750). Conclusions Most patients were suitable for OLIF51. V-line could assess the injury risk of LCIV. For patients who are V-line (+), mainly among males having the LCIV near the midline or the iliac crest relatively low, a surgical corridor external to the LCIV should be taken into consideration.

ИССЛЕДОВАНИЕ КИНЕМАТИКИ ПОВОРОТА МНОГОЗВЕННЫХ ТРАКТОРНО-ТРАНСПОРТНЫХ АГРЕГАТОВ С УСТРОЙСТВАМИ, КОРРЕКТИРУЮЩИМИ ШИРИНУ ТРАНСПОРТНОГО КОРИДОРА

The efficiency of the tractor-transport unit is largely due to its mobility, which in turn depends on many interrelated factors, such as handling, stability of movement and agility. One of the most important factors is the turnability, which ensures the ability of the tractor-transport unit to perform curved movement efficiently and safely. (Research purpose) The research purpose is in increasing the efficiency of the tractor-transport unit by using multi-link tractor trains. (Materials and methods) The main deterrent to the use of multi-link tractor trains in the Russian Federation is the increase in the overall width of the turn lane. The article presents a device that allows you to adjust the turning radius of the second trailer in order to optimize the width of the transport corridor. By changing the point of connection of the links in the turn, the movement is stabilized and the width of the transport corridor of the second link (trailer) is adjusted when moving. The article presents parameters of maneuverability of the tractor-transport train. (Results and discussion) The article presents the results of theoretical and experimental studies of the influence of the design and technological parameters of the proposed device on the maneuverability parameters of multi-link tractor-transport units. (Conclusions) The use of a towing-distributing device allows optimizing the width of the transport corridor of a multi-link tractor-transport unit by changing the turning radius of the second trailer.

Willingness to walk in underground space – evidence from Singapore

Research on the environmental factors in promoting longer walks has focussed on the outside environment. This research concerns factors in the willingness to walk (WTW) in underground space, in a tropical climate, that of Singapore. Participants were accompanied on a pre-determined itinerary and responded to a questionnaire at intervals on perceptions of their experience and their willingness to continue walking. Several environmental factors were related to WTW. Participants ranked corridor width and the volume of pedestrians as the most important factors in comfort. Although WTW observed a distance-decay function as expected, there were restoration episodes across the participant group, strongly suggesting conditions that enable longer walks in underground space.

Aerocapture Assessment for NASA Ice Giants Pre-Decadal Survey Mission Study

A performance analysis for aerocapture at Uranus and Neptune is presented and considers entry corridor width, peak deceleration, peak heat rate, total heat load, and the effect of postcapture orbit on the design parameters. Aerocapture mass benefit vs chemical capture is also quantified. Design relationships are found that can be used in flight system sizing for future studies involving aerocapture. Results are obtained for interplanetary trajectories for launch years from 2025 to 2036, including both chemical capture and high arrival . The results show that based on the current assumption for errors and uncertainties aerocapture at Uranus and Neptune requires a mid-lift-to-drag ratio between 0.6 and 0.8. Technology recommendations are made for aerocapture missions to Uranus and Neptune.

DIFFERENCES AMONG THE PERCEPTIONS OF ORTHODONTISTS, PROSTHODONTISTS AND CONSERVATIVE DENTISTRY SPECIALISTS REGARDING BUCCAL CORRIDOR WIDTHS

ABSTRACT&#x0D; BACKGROUND &amp; OBJECTIVE: To find out the optimal ranges of smile attractiveness on basis of different amounts of buccal corridor widths, as judged by Pakistani orthodontists, prosthodontists and conservative dentistry specialists (CDS).&#x0D; METHODOLOGY: Present cross-sectional study was conducted from June 2016 to June 2017. The anterior smiling image of a female model was edited to be converted to 10 images displaying different amounts of buccal corridor width. After informed consent from the subject, different buccal corridors widths images were created at following widths: 0%, 2%, 4%, 6%, 8%, 10%, 12%, 14%, 16%, and 18%. This was followed by measurement of smile attractiveness of these 10 images on a visual analogue scale by 30 evaluators in three groups. Group 1 consisted of 10 CDS, group 2 consisted of 10 prosthodontists and group 3 consisted of 10 orthodontists. The data was collected and scores of smile attractiveness were presented in form of mean and standard deviation for each group. The differences in the three groups regarding perception of smile attractiveness were found out using ANOVA test and Turkey’s post-hoc test was used for multiple comparisons.&#x0D; RESULTS: For group 1, the highest scoring was obtained by image showing 10% buccal corridor width. In group 2, the highest score was by image showing 14% buccal corridor width, whereas in group 3, the highest scoring was showing 12% buccal corridor width. The differences found were statistically insignificant.&#x0D; CONCLUSION: Dental specialty does not affect perception of smile attractiveness. Buccal corridor width greater than 14% should be avoided.

Feasibility of Atlas Pedicle Screw Fixation Perpendicular to the Coronal Plane-A 3D Anatomic Analysis.

Study Design:An anatomic analysis.Objective:To investigate the feasibility of the ideal atlas pedicle screw trajectory perpendicular to the coronal plane via atlas digital 3D reconstruction.Methods:One hundred adult atlases were evaluated in this study. The projection of the corridor for atlas pedicle screw fixation perpendicular to the coronal plane was quickly obtained using the perspective model of 3D reconstruction, and the area, long axis, short axis and width of the pedicle corridor were measured. The inner trajectory was near the lateral wall of the pedicle, and the center of the corridor was point A. The lateral trajectory was near the lateral wall of the transverse foramen, and the center of the trajectory was point C. The midpoint of A and C was B. The length of the inner, middle and lateral trajectorys were measured. The distances from points A, B and C to the posterior tubercle of the atlas and safety swing angle were measured.Results:From the dorsal view, the pedicle corridor was fitted into an ellipse with an average long axis of 13.6 mm, an average short axis of 5.2 mm, and an average area of 56.3 mm2. From the axial view, the pedicle corridor had an average width of 9.4 mm. The average lengths of the inner trajectory, middle trajectory and lateral trajectory were 31.7 mm, 28.7 mm and 25.1 mm, respectively; The average distances from the posterior tubercle to points A, B and C were 17.1 mm, 20.8 mm and 24.5 mm, respectively. The average swing angles from points A, B and C were 16.1°, 25.5°, and 28.1°, respectively.Conclusion:Atlas pedicle screw fixation perpendicular to the coronal plane is feasible for almost all the volunteers. Pedicle screws close to the pedicle lateral wall of the atlas posterior arch perpendicular to the coronal plane is an advanced technique that is easy to master.

Vasomotor Function of Radial Artery after Conventional Transradial Approach and Dorsal (Snuff Box) Approach

The trans outspread way to deal with cardiovascular catheterization has numerous benefits over the transfemoral approach and is progressively being utilized for both analytic coronary angiography and percutaneous coronary intercession. This investigation is intended to gauge the stream intervened expansion of the outspread supply route preceding and after the transradial approach for coronary angiography utilizing traditional transradial approach and dorsal transradial approach through snuff box. Patient and strategies: This is a planned observational investigation included 100 patients for transradial approach for coronary angiography. Patients were separated into two groups:Group (I): through ordinary transradial approach Group (II): through dorsal snuff box approach. All patients went through spiral conduit B-mode ultrasound imaging, and stream interceded dilatation (FMD) was utilized preceding catheterization and inside 10 days following the catheterization.Diameter of the outspread vein was estimated by high-goal outer vascular ultrasound because of an increment in blood stream (causing shear-stress) Results: A critical distinction between the ordinary and dorsal snuff box course in spiral corridor width after FMD pre and post strategy (estimated inside 10 days follow up of the patient ) with a pre-procedural mean breadth 0.275± 0.619mm (2.92 ± 0.747 versus 2.59 ± 0.491in traditional and dorsal gathering separately, P =0.010). There were ten instances of outspread course impediment at multi week follow up, 2 and 8 patients in traditional (4%) and dorsal routes(16%) individually, P=0.046 in any case, none of them was suggestive. We regularly utilized either IV or intra-blood vessel heparin for prophylaxis of spiral corridor impediment. End: Distal spiral methodology through the anatomical snuff box is arising as a practical and safe option in contrast to traditional one with a few benefits.

Webs of well-designed conservation corridors maintain river ecosystem integrity and biodiversity in plantation mosaics

Landscape transformation and subsequent habitat loss locally extirpate populations and threaten ecosystem health. Timber plantations are a major threat to grassland ecosystems globally. An effective mitigation measure is the instigation of webs of large conservation corridors as ecological networks in plantation mosaics. These ecological networks incorporate natural water courses along with their matrices of natural grassland. Dragonflies are highly sensitive to habitat condition and are effective bioindicators of water quality. Here, we compare dragonfly diversity in conservation corridors, with nearby protected areas as controls, to determine the effectiveness of ecological networks for maintaining river ecosystem integrity, in the KwaZulu-Natal Midlands, South Africa. We also investigate the effect of ecological network corridor width on dragonfly assemblages. Lastly, we explore the importance of 18 environmental variables as drivers of dragonfly diversity. Dragonfly abundance, species richness, and Dragonfly Biotic Index scores (a scoring system based on dragonfly range of extent, threat status, and environmental sensitivity) did not differ between ecological network and protected area sites. Dragonfly abundance and species richness were positively correlated with ecological network corridor width. Landscape and water variables were the most important drivers of dragonfly assemblage composition in both ecological networks and protected areas. Management variables and those related to anthropogenic disturbance were not as important. This highlights the conservation success of these well-managed ecological networks for maintaining dragonfly biodiversity in forestry plantations, provided that corridors are wide enough. Implementation of ecological networks as a mitigation measure for plantation forestry is highly effective for lotic systems, and should be implemented more widely in environmental protection plans for transformed landscapes.

Corridor quality affects net movement, size of dispersers, and population growth in experimental microcosms

Corridors are expected to increase species dispersal in fragmented habitats. However, it remains unclear how the quality of corridors influences the dispersal process, and how it interacts with corridor length and width. Here we investigate these factors using a small-scale laboratory system where we track the dispersal of the model organism Collembola Folsomia candida. Using this system, we study the effects of corridor length, width, and quality on the probability of dispersal, net movement, body size of dispersers, and the rate of change in population size after colonization. We show that corridor quality positively affected dispersal probability, net movement, and the rate of change in population size in colonised patches. Moreover, corridor quality significantly affected the size of dispersers, with only larger individuals dispersing through poor quality corridors. The length and width of corridors affected both the rate at which populations increased in colonised patches and the net number of individuals which dispersed, suggesting that these physical properties may be important in maintaining the flow of individuals in space. Our results thus suggest that corridor quality can have an important role in determining not only the probability of dispersal occurs but also the phenotypes of the individuals which disperse, with concomitant effects on the net movement of individuals and the rate of change in population size in the colonised patches.

Defining the iliac wing osseous fixation pathways: anatomy and implant constriction points.

Insertion of iliac wing implants requires understanding of the curvilinear shape of the ilium. This study serves to quantitatively identify the area of iliac inner-outer table convergence (IOTC), characterize the iliac wing osseous corridor, and define the gluteal pillar osseous corridor. Computed tomography scans of 100 male and 100 female hemipelves were evaluated. The iliac wing was studied using manual best-fit analysis of the bounds of the inner and outer cortices. The IOTC was defined as the location of the iliac wing with an intercortical width less than 5mm. The shortest distance from the apex of the iliac crest to the superior border of the IOTC was defined as the iliac wing osseous corridor. Finally, the width of the gluteal pillar corridor from the gluteus medius tubercle to the ischial tuberosity was measured. The IOTC is an elliptical area measuring 22.3cm2. All ilia had an area where the inner and outer cortices converged to an intercortical width of less than 5mm; 48% converged to a single cortex. The shortest mean distance from the superior edge of the iliac crest to the beginning of the IOTC was 20.3mm in men and 13.8mm in women (p<0.001). The gluteal pillar diameter averaged 5.3mm in men and 4.3mm in women (p<0.001). All ilia converge to a thin and frequently unicortical central region. A 4.5mm iliac wing lag screw will not breach the cortex if it remains within 20mm or 14mm distal to the cranial aspect of the iliac crest in males and females, respectively. Not only is the gluteal pillar smaller than previously thought, in 41% of males and 73% of females, it is not be large enough for 5mm implants. This study quantitatively assesses the dimensions of the IOTC, the iliac crest osseous corridor, and the gluteal pillar. Overall, our findings provide improved understanding of the limits for implant use in the iliac wing as well as better appreciation of the complex osteology of the ilium. This will help surgeons to identify safe areas for implant placement and avoid inadvertent cortical penetration.

Optimization of the width of the transportation corridor of tractor trains for agricultural purpose

The main works related to the production and transportation of crop production take place in the Amur region in conditions when the surface of the movement has a weak carrying capacity, which imposes additional requirements on transport units to increase their traction-chain properties.So the issue of exporting crop products from the fields is important and relevant both for peasant farms (PF) and for private farms. The use of multi-link tractor trains (MTU) in the region is limited by a significant deterrent, such as the increase in the width of the transport corridor in turns. Why the issue of increasing the efficiency of the ICC should be considered both in the direction of increasing traction-chain properties, and at the same time optimizing the width of the transport corridor when it moves. The proposed article provides theoretical, experimental research and experience with the use of the designer and scientific novelty, designed to enhance traction-clutch properties and reduce the width of the MTU corridor in an arbitrary turn.

ИССЛЕДОВАНИЕ КИНЕМАТИКИ ПОВОРОТА МНОГОЗВЕННЫХ ТРАКТОРНО-ТРАНСПОРТНЫХ АГРЕГАТОВ С УСТРОЙСТВАМИ, КОРРЕКТИРУЮЩИМИ ШИРИНУ ТРАНСПОРТНОГО КОРИДОРА

The efficiency of the tractor-transport unit is largely due to its mobility, which in turn depends on many interrelated factors, such as handling, stability of movement and agility. One of the most important factors is the turnability, which ensures the ability of the tractor-transport unit to perform curved movement efficiently and safely. (Research purpose) The research purpose is in increasing the efficiency of the tractor-transport unit by using multi-link tractor trains. (Materials and methods) The main deterrent to the use of multi-link tractor trains in the Russian Federation is the increase in the overall width of the turn lane. The article presents a device that allows you to adjust the turning radius of the second trailer in order to optimize the width of the transport corridor. By changing the point of connection of the links in the turn, the movement is stabilized and the width of the transport corridor of the second link (trailer) is adjusted when moving. The article presents parameters of maneuverability of the tractor-transport train. (Results and discussion) The article presents the results of theoretical and experimental studies of the influence of the design and technological parameters of the proposed device on the maneuverability parameters of multi-link tractor-transport units. (Conclusions) The use of a towing-distributing device allows optimizing the width of the transport corridor of a multi-link tractor-transport unit by changing the turning radius of the second trailer.

Scheduling ships with uncertain arrival times through the Kiel Canal

The Kiel Canal is a two-way waterway that connects the Baltic Sea and the North Sea. The canal consists of an alternating sequence of narrow transit segments and wider siding segments. This calls for solving a ship scheduling problem to decide which ships have to wait in sidings to let opposing traffic pass through such that the total traversing time of all ships is minimized. This paper extends previous studies on scheduling ships through the Kiel Canal by considering that the arrival times of the ships at the entrance to the canal are subject to uncertainty. This is a major challenge in the planning as it gives frequent need of replanning to make the schedules feasible. We propose a mathematical formulation for the problem to mitigate the negative effects of the uncertainty. This formulation incorporates time-corridors, so that the schedule will still be valid as long as the ships arrive within their given time-corridors. To solve real-sized instances of the problem, we adapt a matheuristic that adds violated constraints iteratively to the problem. The matheuristic was tested within a rolling horizon simulation framework to study the effect of arrival time uncertainty. We show by experiment that solutions of the matheuristic for different time-corridor widths can be used to identify a suitable corridor width that trades off the average traversing time of ships and the number of reschedules required in the planning. A simple myopic heuristic, reflecting the current scheduling practice, was used to generate benchmark results, and tests on real data showed that the matheuristic provides solutions with significantly less need of replanning, while at the same time keeping the total traversing times for the ships short. We also provide simulations to gain insight about the effect on the ships’ average traversing time from upgrading the narrow transit segments.

End-user preferences in school design: A qualitative study based on student perspective

The pedagogical aspect of school design is so significant that it cannot be ignored, especially in terms of meeting today's changing needs and expectations. Pupils interest-one of the main and end-users of schools-should be decisive in the school design. However, pupils opinions as a stakeholder, on the design process have not been adequately taken into consideration yet. In this regard, this study was conducted in a rural (village) and urban (central) middle school with the participation of a total of 20 students. In this qualitative study, card sorting and semi-structured individual interview techniques were used incrementally. Schools with different designs were examined for card sorting technique and the concept cards were finalized based on the evaluation of the experts in the field of architecture. The data obtained were analyzed by content analysis method and design elements preferred by students in school design were determined. In-depth data were obtained during the interview and then themed in the context of students preferences regarding design elements.School buildings’ being not very high-rise and having a large and green garden are the primary elements determining the preferences of the students in exterior designs. For classroom design, elements such as brightness (daylight) and spaciousness, density (the number of students), flexibility, and functionality were highlighted. The width of corridors, the sitting areas and stairs designed in different geometrical structures were the determining factors in the students preferences.

Photographic Evaluation, Analysis and Comparison of Aesthetically Pleasing Smiles: A Prospective Study.

To evaluate the differences in aesthetically pleasing smiles and compare the smile arc parameters in males and females by dental specialists using photographs. The study was conducted on 500 North Indian subjects (Indo-Aryan race; 212 males and 288 females) aged 17-25 years (mean age, males=21.1 years; females=23.4 years), with reasonably pleasing smiles. The facial photographs were taken using a DSLR camera. The standardized photographs were shown to 30 judges for evaluation and rated using the visual analog scale. The smiles were categorized into attractive, fair, and average. The quantification of the smile characteristics was done by using an objective method that involved identifying consonant and non-consonant smiles. The association between smile arc and smile attractiveness was significant (p=0.018) in females. The buccal corridor width was higher among those with fair to attractive smiles as compared with those with an average smile (p=0.018). Most subjects with an attractive smile had a smile arc parallel to the upper lip as compared with most subjects with a fair or average smile who did not have the smile arc in parallel (p=0.006). Most females were in the fair to attractive category whereas most males were in the average to fair category. The buccal corridor width was found to be higher among those with a fair to attractive smile as compared with those with an average smile. There was an association between smile arc and smile attractiveness in females.

Évaluation du couloir osseux pour vissage trans-iliaque et trans sacral et ses applications cliniques : étude de simulation informatique

BackgroundTransiliac-transsacral (TITS) screw fixation might be necessary in some cases involving the vertical shearing injuries with transforaminal fracture and bilateral posterior ring injuries. However, the possibility of S1 TITS screw should be preoperatively assessed because the pelvic ring injuries with sacral dysmorphism had the insufficient osseous corridors. HypothesisAxWS2 may predict the possibility of TITS screw fixation and be used as the new indicator to discriminate the sacral dysmorphism. Materials and methodsThe conventional CT images of Eighty-two cadaveric pelvis imported into Mimics® software to reconstruct three-dimensional (3D) models. A 7.0-mm-sized screw was processed into a 3D model using a 3D-sensor at actual size and virtually implanted as S1 and S2 TITS screw using Mimics® software. The cortical violation around screw path was evaluated using 3D biplanar and conventional CT images. The osseous corridor widths around TITS screws were measured in the axial plane images and defined as AxWS1 and AxWS2, respectively. ResultsDespite no cortical violation in S2 of all models, cortical violation of S1 TITS screw was found in 20 models. Of them, 14 models (impossible models) were identified in the 3D biplanar images, and all 20 models (CT-violation models) were identified only in CT axial plane images. AxWS1 was<7mm in the impossible models and<9.0mm in the CT-violation models. AxWS2 negatively correlated with AxWS1 (R 0.450, p<0.01). By receiver operating characteristic curve analysis to identify the CT-violation model using AxWS2, the cut-off value of AxWS2 was 13.32mm (sensitivity 0.70, specificity 0.70). DiscussionBy using AxWS2, The possibility of S1 TITS screw fixation could be predicted and safely placed without cortical violation, if AxWS2 was less than 13mm. Considering the negative relationship with AxWS1, AxWS2 should be used as new indicator to predict safe S1 TITS screw fixation. Level of evidenceIII, controlled laboratory study.

Effective corridor width: linking the spatial ecology of wildlife with land use policy

Wildlife corridors are a policy tool to maintain or restore connectivity through human-modified landscapes. While corridors have been an important concept in wildlife conservation for decades, there is little evidence to guide their design. Specifically, width is one of the most contentious dimensions of corridors because it often limits industrial, residential, or recreational expansion. Building on concepts that describe how wildlife avoid infrastructure or people—zone of influence and the flight initiation distance—we present a conceptual approach to design and assess the management effectiveness of wildlife corridors through a concept we define as effective corridor width. The effective corridor width is the minimum spatial dimension needed to abate human influence on animal movement through the corridor. We searched for case studies documenting the zone of influence and the flight initiation distance from recreational trails and residential development for four species of carnivore: black bears, grizzly (brown) bears, gray wolves, and cougars. From these studies, we synthesized information on the effective corridor width, which varied from 3000 to 6000 m for residential areas and 400 to 1000 m for trails, depending on the species. We examined the effective corridor width in a case study from Alberta, Canada, where debate over the appropriate width of designated wildlife corridors has been ongoing for decades. Our analysis is a step towards developing robust, empirically derived guidelines for designing and managing wildlife corridors.

Heterogeneous landscapes of urban greenways in Shenzhen: Traffic impact, corridor width and land use

Greenways are linear green spaces that are widely incorporated as policy instruments to address various urban issues. Heterogeneity is observed among the forms, functions, and activities of greenways. However, a number of studies have viewed urban greenways as homogeneous landscape features despite the increasing heterogeneity of urban greenways caused by transportation development. Taking the “three-legged stool” concept as a theoretical starting point, this article develops a conceptual framework for understanding the heterogeneous landscapes of urban greenways. The framework is then applied to empirical work in Shenzhen. This study shows that traffic impact, corridor width and land use are crucial factors in determining the heterogeneity of urban greenways and resolving the conflicts that result from the overemphasis on the transportation function of greenways. These factors also determine the primary benefits of greenways and differentiate various types of greenways. Based on field observations and empirical data, we identify four types of greenways in Shenzhen: transport greenways, forest greenways, park greenways and rural greenways. Greenways in Shenzhen have apparent heterogeneity in recreational attractiveness due to the surrounding landscape and external interference. Furthermore, the majority of Shenzhen greenways are nonmotorized transportation infrastructure with narrow corridors of street greenery. The composition and heterogeneity of greenways in Shenzhen are the result of the “one-size-fits-all” approach to greenway typologies and planning activities, which has become a challenge for multipurpose greenway planning in urban environments. Future efforts should place more emphasis on the heterogeneous landscapes of urban greenways in order to develop improvement strategies associated with specific policy goals.

Influence of Open Wall Type of Corridor on Indoor Lighting -Unilateral Corridor University Classroom in Central Taiwan

The study explores the impact of classroom corridors and the design of the wall on indoor lighting performance. First, the field survey method was used to investigate classrooms with unilateral corridor design in eight universities in Taichung. The researchers compared parameters such as wall window type, aperture ratio, glass material, corridor width, etc., and measured corridor and indoor illumination to calculate the illuminance and uniformity. The factors that influence the indoor light efficiency of the aisle and the wall are analyzed, and four representative classroom space samples analysed. The field survey obtained the following results: 1) The wall opening type is fully open, and the transparent glass material has a better light-emitting rate; 2) The wall surface is the upper opening, and the transparent glass material has a better uniformity. 3) The indoor lighting efficiency is better when the aperture ratio is significant; the dimming rate decreased when the corridor width increased.