text:
Transportation Deployment Casebook/2024/Sydney Bus

The lifecycle of the Sydney bus network is about analysing the birthing, the growth, the maturity and potential decline of its service through data analytics and computer modelling. A time based approach is used to plot scale of its yearly patronage or track length over the network's entire lifetime. An S-curve model using the Logistics equation with three parameters forms the theoretical basis for this approach.

Background
The bus network in Sydney, Australia forms the second largest public mode of travel by patronage in the state of New South Wales, behind the train line service. According to Transport NSW, in 2023, 48.9% of single trips completed using the train/metro whereas 38.1% of trips were completed by the bus. As of 2015, it covers over 25,000 km of route length. It services the CBD and the suburban areas of the Greater Sydney region and operates under Opal Card scheme introduced in 2013 to 2014. The lifecycle of the bus network in Sydney spans over a 100 years and has changed based on the technology, and policy needs of the city. This lineage includes the early adoptions of the horse carriage omni buses to the modern engine powered articulated and double decked buses. It is estimated that the city has grown from 8.4 million yearly passengers in 1900 to over 308.8 million in 2014 as of latest figures by Bureau of Infrastructure, Transportation and Research Economics (BITRE), before the introduction of Opal.

The bus network is considered quite a mature mode of transport as it has saturated the region for 30 years without increasing its ridership significantly. Due to recent events such as Covid-19, the ridership has still been in recovery as it has only surpassed 200 million yearly passengers again in 2023 still below its pre-Covid numbers of 308.5 million in 2019.

History
The historical context of the bus network in Sydney puts the numbers into a more human perspective. The trends in the bus network tend to reflect saturation without much room for growth only maintenance.

Birthing
In the early 20th century, the tram network dominated the city followed by the ferry and heavy rail network. Since the modern car had not been motorised to take over the market just yet, the bus network was simply made of horse carriage omnibuses, that could hold not hold more than around 10-15 people before it was put under severe stress. This is in contrast to the early trams that were, at the time, just recently electrified, and could serve well over twice the capacity of a regular bus while having more connections and integration for faster travel time. Following the ending of the Great War, the buses too became motorised and received traction for their versatility and low maintenance and running costs. This was happening at the same as the modern personal car became a staple as production costs decreased, paved roads became more common and the urban landscape increased. This sparked large amount of privately owned bus companies to run as the transport had not been formally systematised by the state government. In 1927, over 500 buses that ran on a motor engine served the city while being unregulated. In contrast, the trams were widely adopted by the city and plans to control major modes of public transport was an important opportunity to seize.

In 1930, the New South Wales government intervened the bus network operations by limiting its freedoms to open new routes and more services through taxation and legislation. The Transport Act of 1931 passed to stifle the competition as its private owners could pay the high costs that the government enforced. A condensed timeline from BITRE shows that the bus service was still in its infancy but it was gaining popularity as the technology continued to accelerate especially post Second World War.

Growth
The comparison and competition with the tram system continued through the 40s and 50s as the popularity of one mode sacrificed the patronage of the other. The exception occurred in the middle of World War Two where integration of the two services was used to save running costs for buses and trams, which proved important as this became a bigger problem later on and was experienced across the globe. After the war, the buses were upgraded and received further funding as the idea of a wide spread bus urban public transport (UPT) mode became more popular. Similarly to the trends overseas, like in the U.S.A., car adoption with decrease in fuel price, stronger and lighter metals meant that the government could look into cheaper options that could gain capital. BITRE shows one perspective how attractive it would have been for petrol or diesel owned vehicles as their real price compared to 2011-12.

From the beginning of WW II until the end 1939 - 1945), it saw an increase in yearly ridership by nearly 100 million people from 65.8 to 159.8 million. This can be thought of as the inflexion point of highest rise in the mode's lifecycle. From 1946 all the way to end of the 70s, the bus saw a steadier rise in popularity as the tram network was virtually phased out in favour of the light capacity UPT that could now reach greater distances and was more versatile and flexible in times of need. In 1969, bus patronage reached a maximum yearly patronage of over 328.1 million, which is the first true peak of the mode and the sign of maturity and saturation over the upcoming decade.

Maturity
Despite the evolution of the bus taking over the tram system and becoming dominant the dominant UPT in the 70s and 80s, the numbers show a stagnation in the service as it was saturated and had reached most of the regions in the Greater Sydney region. Again, it followed similar paths to Australian cities such as Melbourne as it stagnated its development due to filling most of its areas with bus links. However, Melbourne had a resurgence that is up to dispute based on boundary conditions of city limits as pointed by the BITRE analysis. As such, the data is not 100% conclusive as even the bureau agrees with through its inclusion of different accuracy classifications for its 'UPT Bus' figures in Sydney.

Decline
Excluding Covid due to its external impacts on the wide transport network across the globe, Sydney bus system has stayed relatively consistent in terms of patronage numbers despite rising city population and possible demand for greater amount of bus services.

As of 2020, the network is 5 times the size that of 1925 and with more suburban and outer Sydney buses that travel longer distances. However, with rise of suburban sprawl, cars have become dominant mode of transport for most residents and trains have gained more patronage becoming leading mode transport in 2023.

Thus, bus network has reached an equilibrium in terms of its usage, or it is not utilised as has been argued in recent media and government pieces that debate efficacy of the system.

Methodology
For the projection to occur, the logistic S-curve is a sensible approach to assess the state of the bus network or any mode of transport or moving of goods. The unique aspect of being able to project a peak instead of an infinite rise like in an exponential rise give it more realistic use scenarios. However, it has to be noted that this logistic curve does not account for lag as is more evident in this mode of transport as it has not significantly decreased in its use but has also not found a resurgence or a second rise. The following equation sets the foundation for the predicted projection of the network vs the actual figures.

$$S(t) = S_m/\left(1+e^ {-b ( t - t_i )}\right) $$

 * S(t) = given yearly passenger value at a given year
 * Sm = maximum predicted level
 * b = a coefficient representing the slope from predicted saturation and actual value at given time.
 * t = time in years
 * ti = inflection time

The b coefficient is represents a lot of challenge as the slope represents the natural log of the different cases where the actual value is compared against the difference between the actual and predicted saturation value.

$$x(t) = \ln\left(\cfrac{S(t)}{(K - S(t))}\right)

$$

For this data set, 114 years or points are chosen and the b is the slope in between them. The intercept is also calculated. This forms a straight line with an intercept which can be compared against real data. The R squared value (RSQ) is modelled in Excel to evaluate its effectiveness in realising the logistic S-curve. It is not only an approximation in terms of the method as it does not account for deviations or sudden falls or rises.
 * x(t) = a point in time
 * K = chosen predicted saturation max passenger value.

Results
For this example, total 18 guesses were made for possible peak ranging from K = 330 - 500 million yearly patrons with a positive increment of 10 million.

The biggest RSQ was chosen out of the 18 calculations. The range between smallest and biggest number was 0.033967. This suggests that it is not conclusive what the maximum number could be and that it could range anywhere from 330 - 500 million without much difference. However, the maximum number was 360 million patrons. The graph visualises the logistic S-curve and how it generally follows the trend of the rise and peak of the Sydney buses. The extrapolation is not shown to reach 360 million passengers which is predicted to happen in 2027. It also shows the inability to account for the stagnation in the numbers its sharp climb happening during 40-70s not accounted. This might be because of the WW II dip that slowed down progress and the war efforts being the main capital investment for the government, with the addition of restrictions and rations. The table of results is listed below:


text:
Transportation Deployment Casebook/2024/Sydney Bus System

The lifecycle of the Sydney bus network is about analysing the birthing, the growth, the maturity and potential decline of its service through data analytics and computer modelling. A time based approach is used to plot scale of its yearly patronage or track length over the network's entire lifetime. An S-curve model using the Logistics equation with three parameters forms the theoretical basis for this approach.

Background
The bus network in Sydney, Australia forms the second largest public mode of travel by patronage in the state of New South Wales, behind the train line service. According to Transport NSW, in 2023, 48.9% of single trips completed using the train/metro whereas 38.1% of trips were completed by the bus. As of 2015, it covers over 25,000 km of route length. It services the CBD and the suburban areas of the Greater Sydney region and operates under Opal Card scheme introduced in 2013 to 2014. The lifecycle of the bus network in Sydney spans over a 100 years and has changed based on the technology, and policy needs of the city. This lineage includes the early adoptions of the horse carriage omni buses to the modern engine powered articulated and double decked buses. It is estimated that the city has grown from 8.4 million yearly passengers in 1900 to over 308.8 million in 2014 as of latest figures by Bureau of Infrastructure, Transportation and Research Economics (BITRE), before the introduction of Opal.

The bus network is considered quite a mature mode of transport as it has saturated the region for 30 years without increasing its ridership significantly. Due to recent events such as Covid-19, the ridership has still been in recovery as it has only surpassed 200 million yearly passengers again in 2023 still below its pre-Covid numbers of 308.5 million in 2019.

History
The historical context of the bus network in Sydney puts the numbers into a more human perspective. The trends in the bus network tend to reflect saturation without much room for growth only maintenance.

Birthing
In the early 20th century, the tram network dominated the city followed by the ferry and heavy rail network. Since the modern car had not been motorised to take over the market just yet, the bus network was simply made of horse carriage omnibuses, that could hold not hold more than around 10-15 people before it was put under severe stress. This is in contrast to the early trams that were, at the time, just recently electrified, and could serve well over twice the capacity of a regular bus while having more connections and integration for faster travel time. Following the ending of the Great War, the buses too became motorised and received traction for their versatility and low maintenance and running costs. This was happening at the same as the modern personal car became a staple as production costs decreased, paved roads became more common and the urban landscape increased. This sparked large amount of privately owned bus companies to run as the transport had not been formally systematised by the state government. In 1927, over 500 buses that ran on a motor engine served the city while being unregulated. In contrast, the trams were widely adopted by the city and plans to control major modes of public transport was an important opportunity to seize.

In 1930, the New South Wales government intervened the bus network operations by limiting its freedoms to open new routes and more services through taxation and legislation. The Transport Act of 1931 passed to stifle the competition as its private owners could pay the high costs that the government enforced. A condensed timeline from BITRE shows that the bus service was still in its infancy but it was gaining popularity as the technology continued to accelerate especially post Second World War.

Growth
The comparison and competition with the tram system continued through the 40s and 50s as the popularity of one mode sacrificed the patronage of the other. The exception occurred in the middle of World War Two where integration of the two services was used to save running costs for buses and trams, which proved important as this became a bigger problem later on and was experienced across the globe. After the war, the buses were upgraded and received further funding as the idea of a wide spread bus urban public transport (UPT) mode became more popular. Similarly to the trends overseas, like in the U.S.A., car adoption with decrease in fuel price, stronger and lighter metals meant that the government could look into cheaper options that could gain capital. BITRE shows one perspective how attractive it would have been for petrol or diesel owned vehicles as their real price compared to 2011-12.

From the beginning of WW II until the end 1939 - 1945), it saw an increase in yearly ridership by nearly 100 million people from 65.8 to 159.8 million. This can be thought of as the inflexion point of highest rise in the mode's lifecycle. From 1946 all the way to end of the 70s, the bus saw a steadier rise in popularity as the tram network was virtually phased out in favour of the light capacity UPT that could now reach greater distances and was more versatile and flexible in times of need. In 1969, bus patronage reached a maximum yearly patronage of over 328.1 million, which is the first true peak of the mode and the sign of maturity and saturation over the upcoming decade.

Maturity
Despite the evolution of the bus taking over the tram system and becoming dominant the dominant UPT in the 70s and 80s, the numbers show a stagnation in the service as it was saturated and had reached most of the regions in the Greater Sydney region. Again, it followed similar paths to Australian cities such as Melbourne as it stagnated its development due to filling most of its areas with bus links. However, Melbourne had a resurgence that is up to dispute based on boundary conditions of city limits as pointed by the BITRE analysis. As such, the data is not 100% conclusive as even the bureau agrees with through its inclusion of different accuracy classifications for its 'UPT Bus' figures in Sydney.

Decline
Excluding Covid due to its external impacts on the wide transport network across the globe, Sydney bus system has stayed relatively consistent in terms of patronage numbers despite rising city population and possible demand for greater amount of bus services.

As of 2020, the network is 5 times the size that of 1925 and with more suburban and outer Sydney buses that travel longer distances. However, with rise of suburban sprawl, cars have become dominant mode of transport for most residents and trains have gained more patronage becoming leading mode transport in 2023.

Thus, bus network has reached an equilibrium in terms of its usage, or it is not utilised as has been argued in recent media and government pieces that debate efficacy of the system.

Methodology
For the projection to occur, the logistic S-curve is a sensible approach to assess the state of the bus network or any mode of transport or moving of goods. The unique aspect of being able to project a peak instead of an infinite rise like in an exponential rise give it more realistic use scenarios. However, it has to be noted that this logistic curve does not account for lag as is more evident in this mode of transport as it has not significantly decreased in its use but has also not found a resurgence or a second rise. The following equation sets the foundation for the predicted projection of the network vs the actual figures.

$$S(t) = S_m/\left(1+e^ {-b ( t - t_i )}\right) $$

 * S(t) = given yearly passenger value at a given year
 * Sm = maximum predicted level
 * b = a coefficient representing the slope from predicted saturation and actual value at given time.
 * t = time in years
 * ti = inflection time

The b coefficient is represents a lot of challenge as the slope represents the natural log of the different cases where the actual value is compared against the difference between the actual and predicted saturation value.

$$x(t) = \ln\left(\cfrac{S(t)}{(K - S(t))}\right)

$$

For this data set, 114 years or points are chosen and the b is the slope in between them. The intercept is also calculated. This forms a straight line with an intercept which can be compared against real data. The R squared value (RSQ) is modelled in Excel to evaluate its effectiveness in realising the logistic S-curve. It is not only an approximation in terms of the method as it does not account for deviations or sudden falls or rises.
 * x(t) = a point in time
 * K = chosen predicted saturation max passenger value.

Results
For this example, total 18 guesses were made for possible peak ranging from K = 330 - 500 million yearly patrons with a positive increment of 10 million.

The biggest RSQ was chosen out of the 18 calculations. The range between smallest and biggest number was 0.033967. This suggests that it is not conclusive what the maximum number could be and that it could range anywhere from 330 - 500 million without much difference. However, the maximum number was 360 million patrons. The graph visualises the logistic S-curve and how it generally follows the trend of the rise and peak of the Sydney buses. The extrapolation is not shown to reach 360 million passengers which is predicted to happen in 2027. It also shows the inability to account for the stagnation in the numbers its sharp climb happening during 40-70s not accounted. This might be because of the WW II dip that slowed down progress and the war efforts being the main capital investment for the government, with the addition of restrictions and rations. The table of results is listed below:

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/


text:
Transportation Deployment Casebook/2024/Sydney's Bus Network

The lifecycle of the Sydney bus network is about analysing the birthing, the growth, the maturity and potential decline of its service through data analytics and computer modelling. A time based approach is used to plot scale of its yearly patronage or track length over the network's entire lifetime. An S-curve model using the Logistics equation with three parameters forms the theoretical basis for this approach.

Background
The bus network in Sydney, Australia forms the second largest public mode of travel by patronage in the state of New South Wales, behind the train line service. According to Transport NSW, in 2023, 48.9% of single trips completed using the train/metro whereas 38.1% of trips were completed by the bus. As of 2015, it covers over 25,000 km of route length. It services the CBD and the suburban areas of the Greater Sydney region and operates under Opal Card scheme introduced in 2013 to 2014. The lifecycle of the bus network in Sydney spans over a 100 years and has changed based on the technology, and policy needs of the city. This lineage includes the early adoptions of the horse carriage omni buses to the modern engine powered articulated and double decked buses. It is estimated that the city has grown from 8.4 million yearly passengers in 1900 to over 308.8 million in 2014 as of latest figures by Bureau of Infrastructure, Transportation and Research Economics (BITRE), before the introduction of Opal.

The bus network is considered quite a mature mode of transport as it has saturated the region for 30 years without increasing its ridership significantly. Due to recent events such as Covid-19, the ridership has still been in recovery as it has only surpassed 200 million yearly passengers again in 2023 still below its pre-Covid numbers of 308.5 million in 2019.

History
The historical context of the bus network in Sydney puts the numbers into a more human perspective. The trends in the bus network tend to reflect saturation without much room for growth only maintenance.

Birthing
In the early 20th century, the tram network dominated the city followed by the ferry and heavy rail network. Since the modern car had not been motorised to take over the market just yet, the bus network was simply made of horse carriage omnibuses, that could hold not hold more than around 10-15 people before it was put under severe stress. This is in contrast to the early trams that were, at the time, just recently electrified, and could serve well over twice the capacity of a regular bus while having more connections and integration for faster travel time. Following the end of the Great War, the buses too became motorised and received traction for their versatility and low maintenance and running costs. This was happening at the same as the modern personal car became a staple as production costs decreased, paved roads became more common and the urban landscape increased. This sparked large amount of privately owned bus companies to run as the transport had not been formally systematised by the state government. In 1927, over 500 buses that ran on a motor engine served the city while being unregulated. In contrast, the trams were widely adopted by the city and plans to control major modes of public transport was an important opportunity to seize.

In 1930, the New South Wales government intervened the bus network operations by limiting its freedoms to open new routes and more services through taxation and legislation. The Transport Act of 1931 passed to stifle the competition as its private owners could pay the high costs that the government enforced. A condensed timeline from BITRE shows that the bus service was still in its infancy but it was gaining popularity as the technology continued to accelerate especially post Second World War.

Growth
The comparison and competition with the tram system continued through the 40s and 50s as the popularity of one mode sacrificed the patronage of the other. The exception occurred in the middle of World War Two where integration of the two services was used to save running costs for buses and trams, which proved important as this became a bigger problem later on and was experienced across the globe. After the war, the buses were upgraded and received further funding as the idea of a wide spread bus urban public transport (UPT) mode became more popular. Similarly to the trends overseas, like in the U.S.A., car adoption with decrease in fuel price, stronger and lighter metals meant that the government could look into cheaper options that could gain capital. BITRE shows one perspective how attractive it would have been for petrol or diesel owned vehicles as their real price compared to 2011-12.

From the beginning of WW II until the end 1939 - 1945), it saw an increase in yearly ridership by nearly 100 million people from 65.8 to 159.8 million. This can be thought of as the inflexion point of highest rise in the mode's lifecycle. From 1946 all the way to end of the 70s, the bus saw a steadier rise in popularity as the tram network was virtually phased out in favour of the light capacity UPT that could now reach greater distances and was more versatile and flexible in times of need. In 1969, bus patronage reached a maximum yearly patronage of over 328.1 million, which is the first true peak of the mode and the sign of maturity and saturation over the upcoming decade.

Maturity
Despite the evolution of the bus taking over the tram system and becoming dominant the dominant UPT in the 70s and 80s, the numbers show a stagnation in the service as it was saturated and had reached most of the regions in the Greater Sydney region. Again, it followed similar paths to Australian cities such as Melbourne as it stagnated its development due to filling most of its areas with bus links. However, Melbourne had a resurgence that is up to dispute based on boundary conditions of city limits as pointed by the BITRE analysis. As such, the data is not 100% conclusive as even the bureau agrees with through its inclusion of different accuracy classifications for its 'UPT Bus' figures in Sydney.

Decline
Excluding Covid due to its external impacts on the wide transport network across the globe, Sydney bus system has stayed relatively consistent in terms of patronage numbers despite rising city population and possible demand for greater amount of bus services.

As of 2020, the network is 5 times the size that of 1925 and with more suburban and outer Sydney buses that travel longer distances. However, with rise of suburban sprawl, cars have become dominant mode of transport for most residents and trains have gained more patronage becoming leading mode transport in 2023.

Thus, bus network has reached an equilibrium in terms of its usage, or it is not utilised as has been argued in recent media and government pieces that debate efficacy of the system.

Methodology
For the projection to occur, the logistic S-curve is a sensible approach to assess the state of the bus network or any mode of transport or moving of goods. The unique aspect of being able to project a peak instead of an infinite rise like in an exponential rise give it more realistic use scenarios. However, it has to be noted that this logistic curve does not account for lag as is more evident in this mode of transport as it has not significantly decreased in its use but has also not found a resurgence or a second rise. The following equation sets the foundation for the predicted projection of the network vs the actual figures.

$$S(t) = S_m/\left(1+e^ {-b ( t - t_i )}\right) $$

 * S(t) = given yearly passenger value at a given year
 * Sm = maximum predicted level
 * b = a coefficient representing the slope from predicted saturation and actual value at given time.
 * t = time in years
 * ti = inflection time

The b coefficient is represents a lot of challenge as the slope represents the natural log of the different cases where the actual value is compared against the difference between the actual and predicted saturation value.

$$x(t) = \ln\left(\cfrac{S(t)}{(K - S(t))}\right)

$$

For this data set, 114 years or points are chosen and the b is the slope in between them. The intercept is also calculated. This forms a straight line with an intercept which can be compared against real data. The R squared value (RSQ) is modelled in Excel to evaluate its effectiveness in realising the logistic S-curve. It is not only an approximation in terms of the method as it does not account for deviations or sudden falls or rises.
 * x(t) = a point in time
 * K = chosen predicted saturation max passenger value.

Results
For this example, total 18 guesses were made for possible peak ranging from K = 330 - 500 million yearly patrons with a positive increment of 10 million.

The biggest RSQ was chosen out of the 18 calculations. The range between smallest and biggest number was 0.033967. This suggests that it is not conclusive what the maximum number could be and that it could range anywhere from 330 - 500 million without much difference. However, the maximum number was 360 million patrons. The graph visualises the logistic S-curve and how it generally follows the trend of the rise and peak of the Sydney buses. The extrapolation is not shown to reach 360 million passengers which is predicted to happen in 2027. It also shows the inability to account for the stagnation in the numbers its sharp climb happening during 40-70s not accounted. This might be because of the WW II dip that slowed down progress and the war efforts being the main capital investment for the government, with the addition of restrictions and rations. The table of results is listed below:


text:
Transportation Deployment Casebook/2024/Copenhagen Metro

Copenhagen Metro
The development of public transport and infrastructure supporting cities around the world such as Copenhagen has become more critical in an ever growing and more globalised world in a way to boost the success and efficiency of a city, as well as increase its appeal on a global scale. The introduction of The Metro system into the Copenhagen urban fabric from 2002 has contributed greatly in the reduction of use of cars within the main city centre, and for a greater transition to the use of public transport around the Greater Copenhagen region, fostering a more sustainable transition into movement into, and around the city. The Greater Copenhagen region has around 2 million inhabitants, with almost 0.7 million of those living in City of Copenhagen, thus the introduction of the Metro was vital in the development of the city and its surroundings.

The Metro Technology
Metros are a form of rapid transit first developed in 1863 in London. They are often characterised by their high capacity, speed and high level of safety, designed for short to medium distances, unlike traditional trains, which often travel over longer distances within a regional, rather than metropolitan scope. The Copenhagen Metro network, first opened in 2002, consists of four main lines, seen in Figure 1, operating on a frequency-based timetable, twenty-four hours a day. It was developed to counteract the rising ownership and usage of private cars, and to further improve the efficiency of the existing infrastructure into, and within the main city centre to promote higher public transport use. The areas that The Metro cover, promote land development and redevelopment, including changes in the urban use of neighbouring land. Typically, positive commercial growth follows on from the implementation of a metro system, allowing employment opportunities to present itself along the metro corridor. Furthermore, residential developments often arise along the metro passage in the outer city centre, allowing for the growth of new hubs. Both these types of growth are demonstrated in the development of Ørestad, towards the south of Copenhagen City, still a growing area that has been steadily evolving due its ease of accessibility to and from the city.

Pre-Metro Context
Copenhagen and surroundings underwent rapid development following on from a period of recession from the late 1980s to the early 1990s. This caused an increase in the tertiary sector, more houses being built, and a growth in several industries including pharmaceuticals and information technology. As a result, the Danish government set into motion the development of a number of large projects in the coming decades to further boost the economy, better connect Greater Copenhagen with the rest of the country, separated on three main islands: Zealand, Funen and Jutland, seen in Figure 2, and better connect Copenhagen on a metropolitan scale. This was done to bring up the city, and as a result, the country onto a more global scale, on par with other major European cities which had already underwent similar transformations.

Private Car Ownership
The 1950s and 1960s saw an increase in the ownership and usage of private cars, alongside a time in which the Danish government was planning Copenhagen and surrounding municipalities’ public transport systems. The accessibility and use of private cars during this time caused some traditional companies and public institutions to move away from the growing city centre, into the suburbs between the 1970s to 1990s. The open greenfield space, ease of accessibility via private car and cheaper sites drew companies out of the main city, thus further pushing the private car agenda during this period of time.

To counteract the growing popularity of private cars, the Road Agency (now the Danish Road Traffic Authority) was established to further investigate the design and construction of a more holistic and comprehensive national highway system. This was necessary as the capital city Copenhagen is situated on the East most island Zealand, with ferries across the Great Belt to connect it to the middle island Funen, and North Jutland island. The 1990s finally saw the construction of The Great Belt Link, a bridge opened in 1998 connecting the main islands together. This provided a better and more efficient connection into the capital city, to further support the economic growth and development of the nation.

The Five Finger Plan
The initial development of the Five Finger Plan in 1948, then further implemented in 1974, was the main regional planning principle implemented in Greater Copenhagen, driving the development of the existing regional rail network (S-trains) prior to the development of the Metro. Railway lines were built stretching out in five directions from the main city, to control urban sprawl, while leaving space for recreational and green areas in between the five ‘fingers’, seen in Figure 3. The 1989 Regional Plan for Greater Copenhagen further refined the initial Five Finger Plan, with development on planned urban centre hubs outside of the main city. There was also an emphasis on the development of new offices to only be situated within walking distance of a train station, which were located along the ‘fingers.’

Development of The Metro
Copenhagen city’s metro system was developed alongside the national highway system, and after the implementation of the Five Finger Plan, to further reduce the use of private cars in and around the city, promoting the use of fast, efficient public transport. It further built on and connected to the existing regional rail and bus network. Construction on Phase 1 of the metro began in 1994, successfully opened in 2002, with Phase 2, 3 and 4 opening in subsequent years. The Metro was successfully constructed and met its intended purpose of promoting the use of public transport and as a result, reduce the use of private vehicles within the city centre in particular. This was accomplished through a combination of a positive economic upturn coupled with positive governmental decisions that were followed through from initiation to completion.

The Copenhagen Metro
The Copenhagen Metro is the city’s most used form of public transport, taking up to two million passengers a week on its driverless metro train network. Four lines are currently in use, seen in Figure 3, with an extension on the M4 in currently under construction. Three lines run from one terminal to another, with the M3 making up the most recently constructed City Ring. The network has a twin tunnel track length of 43km, between a total of over forty stations, eight of which link up directly to the S-train network. Services run based on frequency, rather than specific times all through the day, and through the evening. During rush hour, metro trains arrive in intervals of two to four minute, and frequencies vary depending on time of day. Each of the trains consist of three cars, fully accessible from one end to the other, each train with a capacity of 300 people, 100 of which can be seated. The shift away from private car use, buses and trains to the metro took a while to pick up traction, as the metro lines were being phased into use over a period of a decade, with Stage 1 opening in 2002 first, Stage 2 in 2004, Phase 3 in 2007.

One framework that can be utilised to investigate the implementation and successful survival of a new niche technology (The Metro) into an already established environment is through dissecting three key dynamics: shielding, nurturing and empowerment. This framework was coined by Rob Raven, Professor of Sustainability Transitions and Research Director at Monash University, Melbourne, and Adrian Smith, a Professor at the Department of Management at the University of Sussex, Brighton.

Shielding
Shielding is the protection of new initiatives, against unfavourable markets and environments. The implementation of restrictive and expensive parking policies, coupled with the policy of high taxing on the ownership of cars, up to 150% of the cost of the car has helped shield against unfavourable market outcomes. The Metro against the upkeep and potential increase of private automobile usage. Taxes on cars, which fell under the ‘luxury goods’ category initially introduced in 1910, increased steadily. In 1934, there were approximately 34 cars for every 1000 people in Denmark, on par with neighbouring European countries such as Germany. In 2016, this had number was 200 cars for every 1000 people, compared to 900 cars for every 1000 people in the United States. The heavy taxes have discouraged the Danes from purchasing cars and to utilise the public transport system in combination with cycling. It’s interesting to note the lack of national automotive industry, and thus major industry backlash, allowing for the high taxing of cars. In contrast, most other countries such as the United States and China, is one of the key reasons why tax placed upon cars are relatively lower. Thus, the implementation of increased car taxes along with restrictive parking policies have helped shield The Metro against unfavourable markets, and keep the ownership and usage of cars at a minimum, promoting the use of public transport and cycling.

Nurturing
Nurturing is the adjacent activities supporting the new initiative to allow for its future survival with minimal support. The development of urban squares around the Metro stations was done to create a clear, safe and approachable access into the metro station. The squares around the station entrances are supported by bike racks and clear way finding to get to the station. The countless racks built allow users to access the station quickly and efficiently by bike, to leave at the station, or onto the metro via the lifts. Half of all trips made by car in Europe cover a distance of under 5km, with 30% under 3km. These are trips which can take between fifteen to thirty minutes by bike. With infrastructure supporting the usage to and from the metro via bike, these trip times can be cut even shorter and made in a more sustainable manner, rather than driving a short distance in a private automobile. The provision of bicycle parking and fast and efficient lifts into the station from above ground further nurtures the use and survival of the metro’s survival. Furthermore, the comfort and size of the S-train and bus fleet were also improved to meet demands of more people riding the train into the city, to transfer onto the metro to reach their final destination.

Empowerment
Empowerment refers to the act of intervening in the environment to help support the manifestation of favourable conditions for a new niche technology. Empowerment exists in two forms, the first of which is the fitting and conformance of a technology to the existing market and environment. One way in which the metro was fitted to suit the existing market was the design of four ‘flex zone’ within each train, where seats can be flipped up to provide more space. These zones not only accommodate for prams, but also for bicycles too, should there be a need to take it from one station to another. This is significant due to the prolific ownership and usage of bicycles through Copenhagen and beyond.

Empowerment can also exist in the fitting and conforming of the existing environment by supporting the recently developed technology and discourage from existing forms of technology. This was done through changing the bus supplies and schedules to reduce competition with the metro, fostering uptake of the metro system. Movia, the primary transit agency for buses in Copenhagen predicted that the opening of the 2019 City Ring would drop bus transit users from 47% to 34%. Furthermore, the establishment of the A-line bus network served as an access and egress method to and from the metro stations, transferring people to their final destination more efficiently. Like the metro timetable, these buses operate based on frequency, rather than specific times. Thus a combination of some of these interventions in the existing environment help empower favourable conditions for The Metro into the future.

Quantitative Analysis of Annual Passengers
To conduct an analysis of predicted life-cycle of the Copenhagen Metro, an S-curve was produced using data on annual number of riders from Statistics Denmark . Even though the metro was operational from 2002, public data from Statistics Denmark was only available from 2006. The S-Curve was found through the equation below, where S(t) was the status measure, S_Max was the saturation status level, t was time in years, t_0 was inflection time (where half of the max level was achieved) and b was an arbitrary coefficient.

$$S(t)={\frac{S_{Max}}{[1+e^{-b(t-t_i)}]}} $$

A linear regression model was run on Excel, producing results of the following values, seen in Table 1. Figure 4 illustrates the observed annual passenger count from 2006-2023, and the predicted annual passenger count in subsequent years, up to 2050, predicting the Birthing, Growth and Maturity of the system. Table 2 details the observed annual passenger count in the thousands, against the predicted annual passenger count.

Analysis of Actual vs Predicted Passenger Count
Steady growth in passengers on the metro can be seen in both the actual and predicted values from 2006 to 2018, however, the actual value jumps up in 2019, before falling rapidly in 2020, due to the Covid-19 Pandemic, causing reduced ridership due to partial lockdowns, among other means of suppressing the spread of the virus, despite the City Ring having just opened in 2019. These numbers quickly recovered in following years and have been on a steady increase, with current values almost on par with the predicted mode.

Figure 5 provides an estimated model up to 2081, showing a more clear delineation of the Birthing, Growth and Maturity phases. The relatively new birth of The Copenhagen Metro lends less data to investigate compared to other more established metro systems such as London and Paris, thus the life cycle prediction is only based off twenty years worth of data. This may cause limitations in the data analysed as a more accurate prediction cannot be drawn from the available data. Nevertheless, a rough life cycle can still be extrapolated from the data provided. It can be seen that the Birthing period existed from 2002 up to about 2010, when passengers were increasing at a more steady rate. The Growth period exists from 2010 to about 2070, where the curve begins to slow down in rate of increase, with Maturity from 2070 onwards.

Adoption and Growth of The Metro
Figure 6 illustrates the growth in employment in metro-served areas around the Greater Copenhagen region, with the most significant growth seen along the M1 line from Vanløse to Ørestad. The Ørestad area was a developing area which in the late 1900s had been a focal geographical point of the city which the government were planning on growing into another strong hub. The first office buildings were erected in 2001 at Ørestad, and by 2016 there were 17,000 jobs in the area. This illustrates the way in which the completion of the M2 line in 2002 majorly boosted the growth in employment in this initially underdeveloped part of the outer city. The opening of the M2 through Christianhavn shows a similar positive trend of increasing employment growth after the construction of the Metro line. The public sector (The Danish Government and local municipalities) pushed the growth of the metro moreso than the private sector. This is clear from the initial strategic planning of the City of Copenhagen and Greater Copenhagen back in 1948 during the drafting of 'The Finger Plan'. The introduction of the metro led to more people utilising the public transport system, which was designed to connect smoothly with the existing S-train infrastructure. Research conducted in 2005 on the impacts of the Copenhagen Metro on transport by Goran Vuk, from the Danish Transport Research Institute revealed a number of findings right after Phase 1 was opened in 2002. He found that between 2002 to 2003:

 * The average travel distance per day per person rose from 30.93km to 33.90km.

 * Car trip lengths decreased from 13km to 11km, presumably due to the shift in uptake of the Metro.
 * The average public transport trip length increased from 9.4km to 9.6km.
 * Train trip averages increased in distance, possibly due to the efficient transition from S-train from outside of Copenhagen, to the final designation in the city via the Metro.

The population of the City of Copenhagen has risen by 200,000 residents from 1990 to 2022, with further growth in 2035 projected to be an additional 100,000 residents. As such, the further development of the metro system is crucial in meeting the rising demand. Extensions on the M4 line by a further five stations towards Sydhavn, set to open in 2024 illustrates the continual growth of the metro system. Additional extensions of the metro line combined with further government policy making will help create a more well rounded, better connected infrastructure system in Copenhagen City and the Greater Region, allowing for positive, sustainable growth into the future.


text:
User talk:Leannat00

Welcome!
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If you have any questions, you can ask in the assistance reading room or possibly contact me personally. MathXplore (discuss • contribs) 12:08, 3 March 2024 (UTC)

title: User talk:Leannat00


text:
Transportation Deployment Casebook/2024/Electric Vehicles

Technology
Electric Vehicles (EVs) are vehicles that use electrical energy to drive the wheels on road for movement. Its main parts include battery pack, electric motor, power electronic controller, onboard charger, and DC/DC converter among others. It works by converting electrical energy stored in batteries into mechanical energy of the wheels via a motor. Power electronic controller is a part that regulates electrical energy for optimal performance of the motor. Battery is one of the bulky parts of an EV made of lithium ions. Onboard charger converts the alternating current supplied by grids at homes or charging stations into direct current which is compatible to be stored in batteries. DC/DC converter is another part that helps to produce low voltage from high voltage stored in batteries to support parts like lights, dashboard displays of vehicle. Electric Vehicles are cleaner, quieter and have low running costs. One surprising feature is that when brakes are applied in an internal combustion engine vehicle, the motion energy is dissipated into heat to make it stop, while in EV part of this motion energy is converted back into electrical energy to be stored in batteries. It is a booming technology that is in its growth phase whereby few countries have formulated policy for its wide scale promotion and adoption of zero emission vehicles while some are at their incipient stage.

Context
The mode of travel has changed over time from walking, horse drawn carts, steamboats, railroads, trams, buses to high-speed rails, metros. Around one-fourth of global emissions are from transport sector and road transport accounts for 75% of these emissions. Internal combustion engine (ICE) vehicles emit greenhouse gases (GHG) that have resulted in global warming and climate change phenomenon around the world. Understanding the implications of these emissions, measures were taken to counteract climate change phenomenon like the Paris Agreement of 2015. It is an international treaty to reduce increase in global temperature to 2°C below the pre-industrial level or limit it to 1.5°C. 194 States and European Union have either ratified or acceded the agreement which accounts for 98% of greenhouse gas emissions. Fossil fuel oil reserves are limited to certain nations, are scarce and other countries spend large amount of budget on its imports. All these factors have explored the path for search of alternate energy sources, and EVs are seen as one of the possible solutions for the problem. Today, many countries like China, Canada, United States, United Kingdom, Australia, Denmark, France, Korea, India, Thailand, Indonesia have formulated policy, strategies, programs for EVs uptake like grants, reduced import duty, reduced registration tax, market share, charging infrastructure construction and manufacturing batteries. All these initiatives on a world scale in case of electric vehicles strongly support that EVs are on a lead to become the next generation of transport mode.

Market Development: History and Current Scenario
The Hungarian Benedictine monk Ányos Jedlik in 1827 built the first simple d.c. electrical machine which he later used to move a small-scale car model. It also states that the first full scale electricity driven carriageway was built by Robert Anderson that used non-rechargeable batteries and could move at a speed of 12km/h. Electric vehicles were invented as early as in mid-1830s in the USA, UK, and the Netherlands.

One-third of vehicles in the United States were EVs in the early 1900s. Modes like steam vehicles required a large container to store water which required to be heated to convert into steam for motion. Sometimes the heating process took as long as 45 minutes during winters, and it also needed refilling making it unsuitable for large travels. The early gasoline vehicles used hand crank to start, needed manual changing of gears which were difficult to operate, and produced noise and smell. These demerits of steam and gasoline cars were absent in electric cars making it famous for short distance travel within cities especially among females. Electricity availability in 1910 made it easier to charge EVs and its popularity grew among people. Ferdinand Porsche developed an electric car called the P1 in 1898, and created the world’s first hybrid car that can run on electricity as well as gasoline. Thomas Edison was also impressed by electric vehicle technology and worked to make more efficient batteries. In 1914, he collaborated with his friend Henry Ford to make affordable electric cars. However, the introduction of Model T in 1908, a gasoline car by Henry Ford was a major setback for electric vehicles. Mass production of Model T resulted in easy availability and cost was low. The electric vehicle was around $1000 costlier than the gasoline in 1912. The development of electric starter by Charles Kettering eliminated the use of hand cranks in gasoline vehicles. The discovery of crude oil in the US reduced the cost of fuels, gasoline stations were at easy reach and electricity were at far reach for rural Americans. All these factors led to disappearance of EVs by 1935.

High prices of gasoline fuels and scarcity in early 1970s compelled nations to search for other sources or technology in transportation. Electric delivery jeeps produced in 1975 in the United States was used as a test program in the postal services. NASA’s electric Lunar rover that drove on moon’s surface in 1971 was an attempt to hype the electric vehicle technology. However, the lower performance of electric vehicles with a speed of 45miles/h and distance covered in single charge which was limited to 40 miles could not compete with the available gasoline vehicles.

The climate change and fuel scarcity in the current time have attracted public and private sectors for improvements and adoption of electric vehicles. However, high upfront costs, lack of charging infrastructures, range anxiety, few models, availability of parts, service stations, consumers awareness and psychology are the factors that has been playing a major role in mass acceptance. Increasing efficiency of batteries, making it compact to run for long distances, and initiatives by government bodies around the world like reducing the upfront costs, building charging infrastructures will certainly increase in its acceptance as a transport mode.

EVs in Australia
In 1899, Henry Sutton was the person to make Australia’s first electric vehicle which had three wheels with a range of 40km and could reach speed of 16km/h. The article also highlights that it was in early twentieth century, taxi services were introduced in Melbourne and Sydney and passengers favored it for smooth and silent drive. Similarly, electric delivery vans for transportation of perishable goods, electric buses and trams were used in urban centers. However, deficit infrastructure, low range, cheap availability of gasoline are the factors that resulted in its decline.

Australia targets to reduce its greenhouse gas emission to 43% below the 2005 level and achieve net zero emission by 2050. One of the solutions is shifting to electric vehicles. On this regard, Australia has produced its National Electric Vehicle Strategy 2023. It states that 19% of Australia’s emission are from transport sector and is believed to be the largest contributor of emission by 2030. The country has a large potential of renewable sources of energy that can be used to power EVs. It also shows possibility of batteries manufacturing due to its large reserve of lithium and other minerals like copper, nickel and magnesium.

The same strategy highlights that the government will strive to give more affordable varieties with measures like incentives, rebate on registration, second hand EVs from public fleet. To assist in long distance travel, the government will set up EV charges on major highways at around 150km interval. The state governments have also formulated its strategies like the NSW Electric Vehicle Strategy (2021), State Electric Vehicle Strategy for Western Australia (2020) stating plans and programs for EVs growth. The driving range of EVs has increased from about 139km in 2011 to about 350km in 2021 with some vehicles going to 550 km in single charge. On an average an Australian drive 38km/day which can be fulfilled by EV models available in the market.

As per a report of State of Electric Vehicles (July 2023), 8.4% of car sales till the time of publication in 2023 were electric vehicles which has shown more than 120% increase in sales compared to 2022. The high sales models are Tesla Model Y, Tesla Model 3 and BYD Atto 3 accounting 68% of sales. There are currently 91 electric vehicle models available in Australian market of which 74 are cars, 7 ute and 10 vans. It also highlights that there are 967 high power public charges, 438 fast charge locations and more than 120 ultra-fast charging location distributed in 558 locations around the country. The report says that per year cost of fuels for a gasoline car is $2400 whereas it is $400 of electricity for EVs. Moreover, efficiency of electric vehicles is 77% compared to 25% for ICE vehicles. Considering the new technologies, cost saving in long run, grants in upfront cost, more charging infrastructures will definitely help in consumers preference for EVs in Australia.

Policy initiatives and Growth
Policy initiatives like providing subsidy in purchase cost, rebates on registration are the measures to decrease the gap in cost of EVs and internal combustion engine vehicles. They are in practice in Norway as early as in 1990s, 2008 in the US and 2014 in China. Similarly, tailpipe carbon-dioxide emission standards adopted by European Union; California’s Zero Emission Vehicle mandates have facilitated the use of EVs. To discourage the use of petrol and diesel, Norway has planned to stop sales of vehicles using such fuels by 2025, UK by 2030 and Japan by mid of 2030s. Availability of charging stations is one of the major problems restraining people to purchase EVs. Germany targets to put 1 million charging facility at the end of this decade. Hyundai will not sell internal combustion engine vehicles by 2040 and Ford will not sell in Europe by 2030. Countries like China, India, Indonesia, Morocco have formulated policies for EV battery or vehicle manufacturing.

The National Electric Vehicle Strategy outlines that all states in Australia have either formulated Electric Vehicle Strategy or Zero Emission Vehicle Strategy or Climate Action Plan to address climate change. Queensland will provide fast charging network at 54 locations in its electric superhighway. The NSW government will contribute $633 million through its electric vehicle strategy providing support for production of EVs and incentives to local bodies to buy EVs. The Western Australia government has come up with a plan to invest $22.9 million to provide 100 charging stations.

Life Cycle Analysis
A technology is generally found to go through phases like birth, growth, saturation and decline. Birth is the phase when the technology enters the market in premature stage showing less sales or adoption. As people get acquainted with the technology there is a sharp sale/adoption within short period of time which is represented by a growth phase. Factors like advancement in technology, high performance, conducive policy environment plays a major role in quick adoption. Then, there comes the saturation phase whereby, the maximum capacity in sales is reached. Some technology shows a decline phase when a new advanced technology paves way into the market and replaces the existing technology. This birth, growth and saturation phase over time shows an S-curve when plotted.

The life cycle of a technology can we well represented by following formula:

S(t)=Smax/[1+exp(-b(t-ti)]

where in this case,

S(t)= electric vehicle sales at a time

t= time (years)

Smax= maximum number of sales or saturation level

b= coefficient to be estimated

ti= inflection time (the time at which 50% of saturation sales will be achieved)

The value of b is determined and used to find predicted sales using the above formula.

The data of battery electric vehicle sales in Australia is taken from State of Electric Vehicles 2023. In the year 2011, battery electric vehicle sale was just 49 numbers which slowly grew to 5292 in 2019. In 2021 sales was 17,293 and almost doubled in 2023 at 33,416.

The graph shows that in case of Australia the period from 2011 till 2020 can be taken as birth phase of electric vehicles in Australia. The recorded sales in 2020 was slightly less than in 2019. COVID-19 might be one of the causes for this low value. The sales after 2020 shows a steep increase almost increasing to six and a half times in 2022. EV sales at the end of 2023 were not available in State of Electric Vehicle, 2023. But we can determine from the nature of graph that EV sales are in its growth phase. The saturation of EV sales is a matter of time in future.

There were 21,168,462 motor vehicles registered in Australia till the end of January 2023. If we assume that all the motor vehicles registered in Australia will be replaced by battery electric vehicles, then the inflection time, ti will be 2035.05, that is by this time half of the registered vehicles will be battery electric vehicles.

The statistical parameters are:

Smax=21,168,462

b= 0.52887

ti=2035


text:
User:B.NIROSHAN

I am a chemical engineering undergraduate.

title: User:B.NIROSHAN


text:
User talk:Zichong Yu

Welcome!
Welcome, Zichong Yu!

If you have any questions, you can ask in the assistance reading room or possibly contact me personally. MathXplore (discuss • contribs) 14:13, 3 March 2024 (UTC)

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User:B.NIROSHAN/sandbox/Strdyfguhijkolp;

இது சிறுவர்களுக்காக எழுதப்படும் நூலாகும்.இயன்றவரை எளிமையாகவே எழுதுங்கள்.அவசியம் இருப்பின் மட்டும் சிக்கலான சொற்களின் உபயோகம் விரும்பத்தக்கது.

பிரதான பிரிவுகள்
பின்வரும் பிரிவுகள் இதில் உள்ளது.

அறிமுகம்

 * முன்னுரை : பெற்றோர்களுக்கான குறிப்பு  உள்ளடக்கப்பட்டுள்ளது.
 * வாருங்கள் பூனைக்குடும்ப உறுப்பினர்களை சந்திப்போம் : பூனைகள் பற்றிய சிறப்புகளும் தகவல்களும்

மிகப்பெரிய பூனைக்குடும்ப உறுப்பினர்கள்
சிங்கம், புலி, சிறுத்தை, ஜாகுவார், பனிச்சிறுத்தை, பளிங்குப்பூனை

வேகமான பூனைக்குடும்ப உறுப்பினர்கள்
சிவிங்கிப்புலி

கலப்பின பூனைக்குடும்ப உறுப்பினர்கள்
NTRODUCTION
 * Foreword a note to the parents.
 * Meet the Cats some facts about cats and what makes them special

THE GREAT CATS

Lion, Tiger, Leopard, Jaguar, Snow leopard, Clouded leopard, Marbled cat

SWIFT CATS

Cheetah

SMALL NEW WORLD CATS

Puma, Lynx and bobcats, Ocelot, Margay, Jaguarundi, Rusty-spotted cat

SMALL OLD WORLD CATS

Caracal, Serval, Manul, Wild cat, Sand cat

HYBRIDS

Tigons and Ligers, Pumapards, Marozi, Tigards

MORE TOPICS

 * How do cats raise their young? – Learn how cats raise their young.
 * Fossil History – Sabretooth tigers, Cave lions, and Bears, oh my!
 * In Danger of Extinction – Be aware of the danger cats may be in.
 * Keeping Cats – An interview with a zoo keeper on how big cats are "kept"
 * Cat Classification – How scientists name and organize cats.
 * Glossary – Define general terms children may not understand from context.


text:
Transportation Deployment Casebook/2024/Micromobility in Brisbane

Introduction to Shared Micromobility
As a relatively new mode of transport, there are various definitions for micromobility. The US Federal Highway Administration defines micromobility as;"Small, low-speed, human or electric-powered transportation devices, including bicycles, scooters, electric-assist bicycles, electric scooters (e-scooters), and other small, lightweight, wheeled conveyances"While it has not provided a definition for micromobility, Brisbane City Council defines E-mobility (a significant portion of the micromobility market) as;"E-mobility... refers to a range of small lightweight devices operating at powered speeds of no more than 25km/h..."The key attributes of most definitions are that the system is relatively small and lightweight, are designed to provide transportation for a single person, and operate at relatively low speeds.

Technological Characteristics
Most definitions of micromobility include both vehicles owned privately by individuals, and shared vehicles. In this analysis we look at the specific case of shared micromobility which is characterised as being publicly accessible (though not necessarily publicly owned). The initial deployment of shared micromobility in the Brisbane context, and more broadly, was in the form of shared bikes with a fixed docking point.

More recent developments of shared micromobility have introduced electric powered devices, such as e-scooters and e-bikes which do not require a docking station. In the Brisbane context this has seen the deployment of shared e-scooters and e-bikes by private companies (Beam and Neutron) under a permitting system (competitive tender) with the Brisbane City Council.

While in Brisbane, shared micromobility has been in the form of conventional bikes, e-bikes and e-scooters, other technologies such as segways, electric skateboards and other devices fitting the above definition of micromobility may in the future contribute to the growth of shared micromobility.

Main Advantages
The main advantage of micromobility over other forms of transport from a user perspective, relate to its ability to fulfil relatively short journeys within urban areas. Public transport generally operates at larger scales, providing transport between distance locations at a high speed, and automobiles can be constrained in urban environments by congestion and a need to find parking. In contrast, micromobility allows users to travel at moderate speeds utilising active transport infrastructure.

The introduction of dockless systems greatly improved the flexibility of the system by allowing users to start and finish trips at a wider array of locations.

Shared micromobility has the following important advantages over privately owned micromobility;

 * No upfront capital cost to purchase a vehicle

 * No need to find private storage for vehicles at destination, or to transport during multi-model trips

 * Are available for unplanned trips

Main Markets
The main market for shared micromobility is in relatively dense areas with safe active transport infrastructure. Generally, these conditions are most likely to be established in Central Business Districts, tourism focussed precincts and in the immediate areas around public transportation. The Brisbane CityPlan 2014 sets out the strategic direction for the future growth of Brisbane and identifies a goal to accommodate future population growth through infill development. As this occurs, a greater proportion of Brisbane residents will be within the catchment area of existing commercial and tourism areas, and in closer proximity to public transport stations. This suggests that as Brisbane develops, the market for micromobility services will grow.

Shared Micromobility in Brisbane
Brisbane City Council rolled out the docked shared bicycle service (named as the CityCycle program) in October 2010. The initial system had a series of bicycle docking stations within the CBD of Brisbane, primarily along active transport corridors adjacent to the Brisbane River. Users would pay through a membership model (either a one-day membership or daily/weekly/monthly memberships) which allowed for the bikes to be accessed. Usage of the bikes would then be charged based on the time the bike was away from a dock. The bike could be returned to any dock.

In December 2018, electric scooters (E-scooters) were first trialed within Brisbane, with a system operated by private company Lime. In 2019 Brisbane City Council undertook a competitive tender for e-scooter operators, ultimately awarding contracts to two private operators (Lime and Neuron). The E-scooters operate as a dockless system where users subscribe to a mobile phone application, on which they can locate and pay to activate the scooters. When they finish their journey, the user can sign-off in the app. The scheme was limited to a total of 1,000 e-scooters.

In 2021 the Brisbane City Council discontinued the CityCycle scheme, to be replaced by a shared electric bike (e-bike) service, operated by private companies Beam and Neutron under a contract with the local government.

Prior to Shared Micromobility
The conventional bicycle is generally considered to have been developed in the 1850s and 1860s in France. The Velocipede, and subsequent improvements on the mode, provided users with a new way to navigate relatively short distances within towns and cities.

Prior to the advent of the personal automobile, bicycles represented a significant mode share within towns and cities. As automobile grew and infrastructure and land-use patterns increasingly became car-oriented and less dense, the mode share of bicycles declined.

In the 21st century, public and active transport has seen increasing investment as governments try to address the negative externalities resulting from the car-oriented development that has occurred.

A barrier for increasing the utilisation of public transport systems and inducing a modal shift away from private automobiles relates to the first and last kilometre/s of a trip. People are generally willing to walk up to around 400m to a destination. As a result, people living greater than 400m from a public transport station, or who are travelling to a destination greater than 400m from a public transport station, are more likely not to walk. Without an alternative such as micromobility, these people are likely to either drive to a public transport stop or to skip public transport altogether. In low-density cities such as Brisbane, this results in a relatively small number of people who are likely to utilise the public transport system.

While privately owned micromobility (such as conventional bicycles) have been around since the 19th Century, utilising them as part of a multi-modal trip requires consideration for the storage of the vehicle, which can be a barrier to their use.

Invention of Shared Micromobility Services
The first deployment of a shared micromobility service in the global context is generally considered to the be the “White Bike Program” in Amsterdam. The project provided free bicycles to the public, without any associated security features. The next generation of shared bikes first deployed in Denmark in 1991 incorporated docking stations which locked the bikes until money was deposited to allow usage. The transport model developed further in France in 2007 to incorporate communications technology which allowed for greater monitoring of the system, and a more financially sustainable service.

First Wave of Shared Micromobility in Brisbane (2010 to 2019)
In Brisbane, the first deployment of a shared micromobility service was Brisbane City Council’s docked shared bike schemes (CityCycle). The following technological building blocks contributed to the design of the CityCycle service:

 * Conventional Bicycles

 * The sharing economy – the sharing economy is a system where things that are traditionally owned by an individual, are instead owned by a private or public organisation with individual users able to access them as needed.

 * Internet connectivity – the CityCycle service relied on internet connectivity within docking infrastructure to lock bikes in a public area, while allowing access for individuals

 * Shared path infrastructure – The presence of separated active transport infrastructure (such as separated bike lanes and shared paths) is a key determinant in the adoption of micromobility . Prior to the deployment of the CityCycle scheme, Brisbane City Council had constructed a substantial network of physically separated shared paths adjacent to the Brisbane River which provided a ready-made network for the new service.

A significant issue encountered with the initial roll out of the system included that at first no helmets were available at the docking stations, and Queensland law requires that users of micromobility are wearing a helmet. Later the CityBike system provided helmets at the docking locations but in practice they were not always present. This means users either used the vehicles without a helmet, or needed to bring their own (a major barrier for usage).

Second Wave of Shared Micromobility in Brisbane (2019 to - )
The second wave of micromobility in Brisbane incorporated small electric motors and dockless deployment systems. In 2019 e-scooters began to be deployed, and were closely followed by e-bikes, both operated by the private companies Beam and Neutron. The following technological building blocks contributed to the design of the e-scooter and e-bike services:

 * Small and light electric motors and batteries – The development of small electric motors and batteries was essential as the overall system weight of small e-vehicles needs to be sufficiently small to ensure the motor can provide the necessary speed, and to ensure that the required battery can provide a long enough charge to be useful as a transportation service.

 * Incorporating internet connectivity infrastructure into the vehicle – a key difference between docked and dockless systems is that dockless systems incorporate the internet connectivity into the service. Rather than each trip needing to start and finish at a fixed docking location, users are able to finish their trip at their intended destination. It also allows for the deployment of the service over wider areas without the need for investment in fixed infrastructure.

 * Smart phones and phone applications – the dockless e-scooter and e-bike services incorporate user friendly mobile phone applications which provide details on the location of individual scooters and bikes, information on the cost and personalised accounts, all of which contribute to the ease of use.

 * Geofencing – by integrating GPS into the vehicles, operators of the system are able to define a geographic area in which the vehicles can travel . When a vehicle is detected outside of the area (referred to as a geofence) the vehicle stops working. This can be used to prevent vehicles from traveling in high pedestrian traffic areas or on unsafe roads such as motorways.

The Role of Policy
The initial implementation of shared micromobility in Brisbane utilised the conventional bicycle. As a result, it was largely able to function within the existing policy framework for bicycles. The existing road rules had been developed to include requirements for the use of bicycles and the shared bike system utilised the existing infrastructure, such as shared paths, separated cycle paths and on-street cycling lanes.

An early impediment to the adoption of shared bikes was the legal requirement to wear a helmet when riding a bike. Initially the docking stations did not include helmets, and so users were required to bring their own. This reduces the desirability of the service for unplanned trips and results in people utilising the service without helmets.

Brisbane City Council played a major role in the deployment of shared micromobility in Brisbane by owning and operating the CityCycle service, and by investing in active transport infrastructure throughout the deployment area.

The introduction of e-scooters and e-bikes in Brisbane presented significant challenges to the existing transport policy framework. E-scooters are distinct in design from bikes and so were less able to fit within the existing framework. The E-scooters can operate at speeds significantly greater than pedestrians, creating a sense of danger if they are allowed to operate on footpaths, however like bicycles the unenclosed and small design creates significant safety concerns if required to operate on roads.

To manage the deployment of e-scooters, Brisbane City Council have constrained the roll-out of vehicles by imposing caps on the service operators. Brisbane City Council has also developed the Brisbane E-mobility Strategy to manage the growth of shared micromobility. The strategy identifies that the accelerating growth of e-mobility within Brisbane has to date been largely driven by commercial considerations of the operators, which has potential transportation access equity implications that will need to be considered in the future.

In response to the continuing growth of shared micromobility services, the Queensland Government in 2022 introduced new laws imposing requirements on the use ‘personal mobility devices’ (PMD’s). This included setting a speed limit of 12km/h for PMD’s on all footpaths and shared paths. The legal changes included an option for council’s to apply to increase speed limits up to 25km/h on shared pathways, where certain criteria is met.

Growth of Shared Micromobility in Brisbane
The first phase of shared micromobility in Brisbane saw relatively slow growth of the CityCycle docked share bike scheme, commencing in 2010 and reaching a peak in 2018 of around 198,650 trips per quarter (or approximately 2,200 trips per day). The introduction of e-scooters in 2019 saw a decline in the usage of CityCycle, further exacerbated by lockdowns during the COVID19 pandemic. Brisbane City Council announced the closure of CityCycle in November 2020. The introduction of shared e-scooters in 2019 and shared e-bikes in 2021 saw a rapid increase in the growth of shared micromobility in Brisbane.

Opportunities for Further Growth
Strategic planning undertaken by Brisbane City Council, including the CityPlan 2014 and the Transport Plan for Brisbane, suggest that future land-use planning and infrastructure investment will focus on increasing population density and encouraging a mode shift from private automobiles towards public transport and active transport. The result of which would be improved viability for micromobility for transport.

The growth of Mobility as a Service (MaaS) is also likely to benefit the adoption of shared micromobility. Mobility as a Service provides a single interaction point for consumers that allows them to purchase trips between different destinations, utilising multiple modes of transport. Micromobility could play a significant role in this approach by fulfilling the first and last kilometres of a multimodal trip initiated through a MaaS provider.

In addition, more sophisticated pricing systems have the potential to improve utilisation of existing systems, such as by adjusting pricing based on demand to incentivise off-peak usage.

The vehicles themselves are also likely to contribute to future growth of micromobility. Improvements in safety features or the development of more diverse forms of micromobility are likely to improve adoption of the mode of transport.

Logistic Curve Regression Analysis
Quantitative analysis has been undertaken utilising regression analysis, assuming that the lifecycle of shared micromobility follows a logistic curve.

As the deployment of shared micromobility is still in the early stages of its lifecycle, it is difficult to establish a maximum market size for the technology with a high level of confidence. In order to analyse the development of the technology the following assumptions have been made:

 * It is assumed that in the maturity stage of the technology 5% of all trips within Brisbane will be made by shared micromobility. Based on a future population of 3.8 million people, which the Queensland Government forecasts for Brisbane in the year 2046 and an assumption that on average people make 5 trips per day, the maximum market size for shared micromobility has been estimated as 950,000 trips per day (or 85,500,000 trips per quarter).

Data for the model has been obtained from the following sources:

 * CityCycle – Brisbane City Council

 * E-scooters and E-bikes – Ride Report

Accuracy of the Model
The R2 value of the regression analysis is 0.962, suggesting a relatively strong relationship between the model and the shared micromobility utilisation to date, however given that the technology is in such an early phase it is difficult to estimate a maximum market size.

Birthing Phase (2010 to present)
The birthing phase of shared micromobility in Brisbane commenced with the introduction of the CityCycle docked shared bike scheme in 2010. The rate of growth of the mode is relatively slow during this period, prior to the introduction of the alternatives of e-scooters and e-bikes. The utilisation of shared micromobility then starts to rapidly grow. The end of the birthing period of the lifecycle is generally defined as 15% of the ultimate maximum. Given that micromobility is early in its development, it is difficult to estimate an ultimate maximum utilisation, and therefore defining the end of the birthing phase is also difficult. Based on the maximum utilisation that has been assumed for this analysis, the development of the technology is still in the birthing phase, however a more conservative assumption would conclude that the technology is in the early growth phase.

Growth Phase
Based on the maximum utilisation assumption, the model suggests that half of the max utilisation would occur in the year 2038 (or the time of inflection). Using 15% and 85% to define the limits of the growth phase suggests that the growth period will occur between 142,500 trips per day and 807,500 trips per day. (Note the current maximum usage is approximately 10,303 trips per day).

Mature Phase
The analysis undertaken suggests that shared micromobility will reach maturity above 807,500 trips per day, based on an estimated peak usage of 1,280,000 trips per day.

Regressional Analysis
The following values were utilised in the regression analysis:


text: Category:Chervil recipes

title: Category:Chervil recipes


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Radiation Oncology/System Down

System Down or Network Down due to Natural Disasters or Cyberattacks

 * ASCO Policy Statement, 2024 PMID 38011607 -- "Climate Change and Cancer Care: A Policy Statement From ASCO", (Bernicker E, JCO Oncol Pract. 2024 Feb;20(2):178-186. doi: 10.1200/OP.23.00637. Epub 2023 Nov 27.)
 * Introduction: Overview of Climate Change and Impact on Cancer Care. Extreme Weather Events and Cancer Care. Climate Change and Cancer Risk. Climate Change and Health Equity. Oncology Impact on Climate Change. Impact of Professional Meetings on Climate Change
 * Future Directions: Improving Cancer Care Delivery and Resilience. Improving Meetings and Conferences. Health Care Policy. The Role of ASCO and Other Professional Societies

 * New York University, 2013 Abstract Link -- "The Impact of Superstorm Sandy on the Care of Radiation Oncology Patients" (Grew D, et al, International Journal of Radiation Oncology, Biology, Physics, VOLUME 87, ISSUE 2, SUPPLEMENT, S490-S491, OCTOBER 01, 2013)
 * Experience during Supoerstorm Sandy, October 29, 2012. Department flooded. One linac, one tomotherapy, CT simulator, SRS system and HDR suite destroyed. Power lost for 5 days. 117 patients on treatment prior Sandy. Radiation not delivered for 6 days, prolonging median duration by 14 days (per PMID 38011607)
 * Outcome: Almost all patients had to be resimulated and replanned, as immobilization devices were destroeyd. 16 patients received additional RT (median = 2 fractions, range 1-5) to correct for treatment breast.
 * Conclusion: Impact of Superstorm Sandy evaluated

title: Radiation Oncology/System Down


text:
Kitchen Remodel/Outcome

What is still left to do
On completion of this book, my kitchen project is not quite finished yet. One of the important things that I have found confirmed during the lengthy process of this remodel is that a slow progress may be a nuisance, but it bears great opportunities, too, to think things over and to become creative to a degree that you otherwise wouldn't. In my case, this includes a number of action items that we have not completed yet:
 * The backsplash. Our first idea was to use wall tiles, either up to the floating shelves or just a single row of tiles, 4" (10 cm) high, possibly white subway tiles. We have been discussing that back and forth, until we came to the conclusion that we didn't want to introduce still another type of material to that space. Now we have the idea of using a low panel of wood instead, 4" (10 cm) high, matching the window sill and the floating shelves that are on the same wall where the backsplash is needed. We are planning to add some groove pattern to match the backsplash board's shape to the custom baseboards which we have installed in our entire home.
 * The color. Until now, there are virtually no colors in our kitchen, only stainless steel, white, grey and reddish brown. In the future, I see a lot of green in that space, either from wall paint or from wall paper or from indoor plants (or all of that).
 * The "breakfast nook". There is a 100 sqft (10 m²) area adjacent to our kitchen bar, which we originally had planned to populate with chairs and a table for breakfast. Currently, we are reconsidering that because we already have a very nice dining area at the opposite end of the kitchen space, and honestly don't see too much probability that we will ever use the place for that purpose, even if there were proper furniture. There are no decisions made yet, but we may rather use the area to put two accent arm chairs there and a low side table, an inviting place were we can read and have a cup of coffee and chat about or next project…

title: Kitchen Remodel/Outcome


text: User:Omadacycline

title: User:Omadacycline


text:
User talk:111.88.155.149

--Xania   talk 01:32, 4 March 2024 (UTC)

title: User talk:111.88.155.149


text: Template:Simple Guide to Minecraft/Wiki

title: Template:Simple Guide to Minecraft/Wiki


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Transportation Deployment Casebook/2024/Monorails

Introduction
Monorails are railways systems where the track used to move the carriage is a single, continuous line. They work similarly to traditional heavy rail or tram systems, transport a carriage across a predetermined track, but can be elevated above existing infrastructure, and take up comparatively less space than the former options, making them better suited for transport across populated areas such as cities. As such, they have a few desirable qualities as a public transport system, as an elevated transport network, they are separate from the road network, which would naturally be taken up by cars and buses, and provide an elevated view of the local area, which is good for tourists visiting the city.

The history of the monorail is hard to correctly classify as the term has been used interchangeably for various different transportation methods. As the name suggests, the term was often used to describe railway systems where only a single main beam was used, historic designs could be related to bicycles balancing on a railway line, whereas modern designs involve a carriage that straddles a double-flanged metal beam for support.

The two most common modern designs differ on where the carriage is in regard to the rail that guides the wheels, either riding above or suspended below. Modern designs are powered by electricity which is obtained from the rail it rides on, although older designs used steam, coal or even horses as power. Monorails are adaptable in their application, ranging from smaller operations such as moving passengers in a theme park or airport, to larger areas which sometimes span smaller cities.

Before the Monorail
Prior to the invention of the monorail, traditional dual railway trains were used in their place. Their initial intention was as a cheaper way to transport cargo across land in newly settled cities, moving resources from ports deeper inland or moving products from mines back to cities or ports for trade. As the monorail naturally required only one beam, they were often considered a cheaper alternative, although potentially less consistent. Another advantage was that compared to traditional, bulkier train carriages, they were slightly easier to build on mountainous terrain as they were thinner and required less space, making them more suitable for the shorter distances transportation of goods along mountainous uncharted terrain as virgin cities looked to expand further inland.

Early Designs and the History of the Monorail
The Cheshunt Railway is commonly cited as the first instance of a passenger-carrying monorail. The design of the carriage was based on the 1821 patent by Henry Robinson Palmer, who theorized a carriage that equally balanced itself on a single elevated rail line. The carriages would hang off either side of the center rail such that the center of gravity was below the rail. For many years monorails designs would be powered by horses, monorails did not use steam engines until 1876 with General Le-Roy Stone’s design in the Philadelphia Centennial.

During the early history of their existence, monorails were not often geared towards moving passengers, however some were still used for passenger transport. A famous example is the Listowel and Ballybunion Railway that ran from the Irish port city of Ballybunion to the inland market town of Listowel. The carriage design was similar to Palmer’s design, where two carriages had to be equally balanced on either side for the system to move. Despite this flaw, it remained successful for many years as it was the only passenger monorail service in the British Isles for most of its service from 1888 to 1924 until it was decommissioned due to increasing service costs and competition from road networks.

The oldest monorail that is still in commission was built in 1901 in Germany by Eugen Langen, the Schwebebahn suspension monorail in the city of Wuppertal. As a suspension railway, it bears some resemblance to the Enos Electric railway demonstrated over a decade prior, however no direct connection has been confirmed. Technological Advancements for the Monorail Up until the early 1900s, the generic design of the monorail did not stray far from Palmer’s original design, which was effectively a balanced bicycle on a singular rail. However, past this point, some started to innovate on the idea, creating the straddle-type monorail, which modern monorails still use today. The straddle-type differs from Palmer’s original design, rather than a single wheel that rode on a rail, instead, there are multiple wheels that all move along an I-shaped beam, effectively “straddling” the center beam, thus greatly improving safety and reliability compared to the original designs.

A third concept for a monorail was created and later patented by Louis Brennan in 1903. A monorail that stayed upright through the use of a gyroscope. While the design was proven to be successful, where even if all the passengers were sat to one side, the carriage was able to remain upright, it was never put past the testing and prototyping stage due to concerns over the requirement of a functioning gyroscope. If it were to ever fail, then the entire carriage and all its passengers would fall over, thus Brennan’s design never got past the testing phase and was never used for actual transportation purposes.

Limitations of the Monorail
Despite their advantages in cost reduction, monorails were not adapted in their early history and even now, they are relatively unpopular when compared to heavy rail or trams. Due to the relative unreliability, workers often resorted back to the classic dual railway systems for longer distances, in fact modern monorail systems do not go beyond 100 kilometers in length, as at that point, conventional rail systems would simply be preferable, as there were often able to go faster due to their stability.

In the modern era, three main issues affect the widespread adoption of the monorail as a primary mode of transport. The main one being cost, as the monorail requires an elevated network to function, it is expensive to build long connections above the road network, massively inflating the cost compared to maintaining an already existing road, or constructing a tramline on the ground. Due to how the monorail is connected, it often requires specialized trackwork separate from existing systems which increases the cost substantially.

The second issue is that of track crossing, the straddle-type monorail that is used in modern cities does not allow for easy ways to change lines, as the carriages must always remain in contact with the rail. Dedicated areas to change lines for monorails is possible, but it is a slow process and can be expensive to construct and maintain.

Finally, the general urban plan for modern Western cities stifles the effectiveness of the monorail. Monorails are often intended for short-distance journeys, riding above the traffic of a road network, however in Western cities, they often plan to expand outwards into suburbs, where a road network or cars would be far more efficient.

Currently, the main areas where monorails are still employed in cross-city transport are in Asian megacities such as Chongqing, China, Mumbai, India and Tokyo, Japan. The reason these cities use monorails is that they are much denser than Western cities and as such, to facilitate a higher population with a much smaller area, they often build vertically, which fits well with the monorail’s need for elevated structures. Therefore, dense megacities are one of the few places around the world where monorails still see regular use, with the larger cities reaching hundreds of thousands of daily riders.

Visualization of Monorail Ridership
Due to the lack of widespread adoption of the monorail as a viable solution, data about its historical ridership and predicted ridership is scarce. The following data uses the yearly ridership statistics of the Kuala Lumpur Monorail from 2004 to 2023 to visualize the growth of the service.

Methodology
The approximate life cycle of a technology can be roughly represented by following formula:

S(t) = S max /[1 + e(-b*(t - t i ))]

Where in this scenario:

S(t) = expected annual riders at a given time t

t = time (years)

S max = an estimated max amount of riders

b = estimated coefficient

t i = inflection time, approximate time at which half Smax is achieved.

The above graph was achieved using the following estimations:

S max = 30,000,000

b = 0.194031

t i = 2005.179

As seen in the above graph and table, for the first few years of the tracked data, the predicted trend was relatively close to the actual ridership, however around 2017, ridership sharply fell, then cratered further in 2019 with the global COVID-19 pandemic.

The drop in ridership in 2017 is not confirmed, however local reporters claim it is due to a spike in fare prices of public transport at the time, and many citizens just used cars and private transport instead. As the pandemic cleared up in late 2022 and 2023, ridership has seen another rise back to normal levels and is getting closer to the estimated trend. Due to the sharp decreases in annual ridership, the graph has not yet reached a maturity point and an inevitable fall, although if no major loss of ridership occurs in the future, this will happen.


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A Guide to Sylheti Wikipedia/Getting Started

Navigating the Sylheti Wikipedia
Once you have your Wikimedia Incubator account, it's essential to become familiar with the Sylheti Wikipedia project's layout and navigation:

1. Main Page: The main page is where you'll find featured news articles, community announcements, and links to various sections.

2. Navigation Menu: The navigation menu on the left-hand side provides quick access to important sections like "Recent Changes" (for tracking edits), "Current Events," and "Community Portal."

3. Search Bar: Use the search bar at the top of the page to find specific articles or topics you're interested in.

4. Tabs: Explore the tabs at the top of the page, including "Recent Changes," and "Random Article" to discover content and contributors.

5. Prefixes: Wikipedia (Wp) and Language code (syl) is used as prefixes to distinguish it from other language editions. Example: Wp/syl/page name.

Helpful resources

 * Sylheti Wikipedia/Glossary


text:
A Guide to Sylheti Wikipedia/Contributing

ꠟꠇ
Or, alternatively you may use this template

By following these steps, you'll add references and citations to the Sylheti Wikipedia using the tags, even if dedicated gadgets and templates are not readily available. This ensures that your content is verifiable and trustworthy.

List of vocabulary
List of vocabulary required for referencing in Sylheti Wikipedia:

 * Reference
 * ꠟꠇ

 * Citation
 * ꠃꠟ꠆ꠟꠦꠈ

 * Author
 * ꠟꠦꠈꠞꠣ

 * Title
 * ꠡꠤꠞꠥꠘꠣꠝ

 * Publication Date
 * ꠛꠣꠞꠇꠞꠣꠞ ꠔꠣꠞꠤꠈ

 * URL
 * ꠘꠦꠐꠞ ꠑꠤꠇꠣꠘꠣ

 * Source
 * ꠃꠔꠡꠅ

 * Cite
 * ꠃꠟ꠆ꠟꠦꠈ ꠇꠞꠂꠘ

 * Page Number
 * ꠏꠦ ꠙꠣꠔꠣꠕꠘꠦ

 * DOI (Digital Object Identifier)
 * ꠒꠤꠎꠤꠐꠣꠟ ꠎꠤꠘꠤꠡꠞ ꠙꠞꠤꠌꠄꠖꠦꠅꠞꠣ

You can use these terms and their Sylheti translations to create accurate references and citations in the Sylheti Wikipedia.


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A Guide to Sylheti Wikipedia/Community and Collaboration

The Culture of Sylheti Wikipedia
The culture of the Sylheti Wikipedia project within the Wikimedia Incubator is a testament to the power of language preservation and the dedication of its contributors. In this digital space, Sylheti-speaking volunteers and language enthusiasts converge with a shared passion for nurturing their linguistic heritage. This culture emphasizes collaboration, as individuals from diverse backgrounds work together to create and expand the Sylheti Wikipedia content. It values the authenticity of Sylheti culture, history, and traditions, reflected in the articles and resources produced. The project's culture also embodies resilience, as it strives to overcome challenges such as a limited number of contributors and the need for more reliable sources in the Sylheti language. Ultimately, the Sylheti Wikipedia project in the Incubator is a vibrant hub where linguistic diversity, cultural preservation, and the spirit of collaboration converge to shape the future of Sylheti knowledge and identity within the Wikimedia ecosystem.

The distribution of the Burnstar, exemplifies the generosity and appreciation within our community. Recognizing and rewarding outstanding contributors not only motivates them but also sets a positive example for others. Burnstar serves as a symbol of appreciation and gratitude for the remarkable work that takes place within our Wikimedia community.

Content and Contributors
Sylheti Wikipedia in the Wikimedia Incubator encompasses a wide range of subjects, including history, culture, geography, language, and more. Contributors to this project consist of native Sylheti speakers, language enthusiasts, and individuals passionate about promoting Sylheti language and culture. The project adheres to the core principles of Wikipedia, emphasizing neutrality, verifiability, and reliance on reliable sources.


text: A Guide to Sylheti Wikipedia/Advanced Editing


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A Guide to Sylheti Wikipedia/Promotion and Outreach

Awareness
One of the core challenges facing Wikipedia's linguistic diversity is the content gap. This gap arises when articles on geographical and cultural topics exist in larger language editions but are absent in minoritized language editions. Marc Miquel presents potential languages that can easily become Wikipedias in the Celtic Knot Wikimedia Language Conference 2019 including Sylheti.

 * Source: Marcmiquel/Wikimedia


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User talk:Eshi0606

Welcome!
Welcome, Eshi0606!

If you have any questions, you can ask in the assistance reading room or possibly contact me personally. MathXplore (discuss • contribs) 03:13, 4 March 2024 (UTC)

title: User talk:Eshi0606


text:
User talk:Yijia liu usyd

Welcome!
Welcome, Yijia liu usyd!

If you have any questions, you can ask in the assistance reading room or possibly contact me personally. MathXplore (discuss • contribs) 03:18, 4 March 2024 (UTC)

title: User talk:Yijia liu usyd


text:
User talk:MoT Civil

Welcome!
Welcome, MoT Civil!

If you have any questions, you can ask in the assistance reading room or possibly contact me personally. MathXplore (discuss • contribs) 03:18, 4 March 2024 (UTC)

title: User talk:MoT Civil


text: Category:Book:A Guide to Sylheti Wikipedia