Combined Zonation of the African-Levantine-Caucasian Areal of Ancient Hominin: Review and Integrated Analysis of Paleogeographical, Stratigraphic and Geophysical-Geodynamical Data

The origin of the man on Earth is directly associated with the determination of directions of the flow distribution of the ancient man dispersal to adjacent territories. In such studies, mainly landscape and climatological changes are traditionally considered. We suggest that along with the above factors, regional tectonic-geodynamic factors played a dominant role in the character of dispersal. The considered African-Levantine-Caucasian region is one of the most geologically complex regions of the world, where collisional and spreading processes of geodynamics converge. For the first time, we determined an essential influence of the Akchagylian hydrospheric maximum (about 200 m above the mean sea level) limiting the early dispersal of hominins from Africa to Eurasia. We propose that the Levantine Corridor emerged after the end of the Akchagylian transgression and landscape forming in the Eastern Mediterranean. This corridor location was formed by the movements between the Dead Sea Transform and the boundary of the carbonate platform of the Mesozoic Terrane Belt. Further landscape evolution was largely determined by the geodynamic behavior of the deep mantle rotating structure occurring below the central part of the region under study. All the mentioned events around and in the Levantine Corridor have been studied in detail on the basis of the combined geodynamic, paleogeographic, and paleomagnetic analyses performed in northern Israel (Carmel Uplift and Galilee Plateau). Careful studies of the Evron Quarry geological section indicate that it is unique for the dating of marine and continental archaeological sequences and sheds light on the early dispersal of hominins along the Levantine Corridor.

Combined Zonation of the African-Levantine-Caucasian Areal of Ancient Hominin: Review and Integrated Analysis of Paleogeographical, Stratigraphic and Geophysical-Geodynamical Data

The origin of the man at the Earth is directly associated with the determination of directions of the flow distribution of the ancient man migration to adjacent territories. In such studies traditionally mainly landscape and climatological changes are considered. We suggest that along with the above factors, regional tectonic-geodynamic factors played a dominant role in the character of migration. The considered African-Levantine-Caucasian region is one of the most complex regions of the world, where collisional and spreading processes of geodynamics converge. First is determined an essential influence of the Akchagylian hydrospheric maximum (about 200 m above the mean sea level) limiting the ancient men migration from Africa to Eurasia. We propose that the Levantine Corridor emerged after the end of the Akchagylian transgression and landscape forming in the Eastern Mediterranean. This corridor location was formed by the movements between the Dead Sea Transform and the boundary of the carbonate platform of the Mesozoic Terrane Belt. Further landscape evolution was largely determined by the geodynamic behavior of the deep mantle rotating structure occurring below the central part of the region under study. All the mentioned events around and in the Levantine Corridor have been studied in detail on the basis of the combined geodynamic, paleogeographic, and paleomagnetic analyzes performed in northern Israel (Carmel uplift and Galilee plateau). Careful studies of the Evron quarry geological section indicate that it is a unique one for the dating of the marine and continental archaeological sequences and sheds light on the movement of the ancient man along the Levantine Corridor.

Identification Method for Optimal Urban Bus Corridor Location

Locating urban bus corridors based on corridor characteristics can increase the transportation capacity, improve transportation efficiency, and increase the attractiveness and commercial value of urban bus corridors. In this paper, we describe the comprehensive optimization of the urban bus corridor location and setting of bus lanes, while considering the aggregation effect of the corridor. First, we use a K-shortest path algorithm to generate a candidate set of bus corridors. Then, we analyze the influencing factors of the bus corridor. Following this, we take the minimum generalized cost and the maximum aggregation utility along the path as the objective function and design a bus corridor location identification optimization model, considering arc capacity, plot ratio, corridor development, and time constraints. Finally, we examine the real-world example of the Beijing city and identify the location of the bus corridors in the morning and evening peak hours. The one-way traffic of most of the roads identified as bus corridors was found to be greater than 6671 people/h. Thus, the location of the bus corridor and setting of bus lanes in the corridor are closely related to passenger flow, and the method can provide scientific guidance for transportation and urban planning departments and facilitate collaboration between these departments.

Transit and Real Estate Rents

Although the literature is mixed on the association between transit proximity and real estate values, it is scant in relation to transit proximity and real estate rents. With CoStar asking-rent data for real estate within 1-mi corridors of several light rail transit (LRT), bus rapid transit (BRT), streetcar transit (SCT), and commuter rail transit (CRT) systems, the association between transit corridor proximity and rents at 0.5 mi and between 0.5 and 1 mi of transit corridor centerlines is estimated. For the most part, SCT has the most robust outcomes. This result is notable because economic outcomes to SCT systems may be the least understood given their recent emergence. LRT systems also have significant, positive associations between rents and corridor location. In contrast, results for BRT are mixed, with no statistically significant association with office rent, a negative association with the retail first 0.5-mi distance band, but positive effects for rental apartments. Across all development types, proximity to CRT corridors either has insignificant associations or significant, negative ones. On the basis of transit type, implications are offered for land use planning along transit corridors.