text:
Famous Theorems of Mathematics/e is transcendental

The mathematical constant $$e=\sum_{n\,=\,0}^\infty\frac{1}{n!}=2.718281\ldots$$ is a transcendental number.

In other words, it is not a root of any polynomial with integer coefficients.

Proof
Let us assume that $$e$$ is algebraic, so there exists a polynomial such that
 * $$P(e)=a_0+a_1e+a_2e^2+\cdots+a_ne^n=0$$

for $$a_0,\ldots,a_n\in\Z$$ and $$a_0\ne0$$.

Part 1
Let $$f(x)$$ be a polynomial of degree $$d$$. Let us define $$F(x)=\sum_{k\,=\,0}^df^{(k)}\!(x)$$. Taking its derivative yields:
 * $$F'\!(x)=\sum_{k\,=\,0}^df^{(k+1)}\!(x)=\sum_{k\,=\,1}^df^{(k)}\!(x)=F(x)-f(x)$$

Let us define $$G(x)=e^{-x}F(x)$$. Taking its derivative yields:
 * $$G'\!(x)=e^{-x}F'\!(x)-e^{-x}F(x)=e^{-x}\bigl[F'\!(x)-F(x)\bigr]=-e^{-x}f(x)$$

Since $$G(x)$$ is differentiable, we shall apply the mean Value Theorem on the interval $$[0,m]$$ for $$m\in\N$$. So there exists a $$x_m\in(0,m)$$ such that
 * $$G'\!(x_m)=\frac{G(m)-G(0)}{m-0}=\frac{e^{-m}F(m)-e^{-0}F(0)}{m}=-e^{-x_m}f(x_m)$$

Now let:
 * $$\begin{align}&F(m)-e^mF(0)=-m\,e^{m-x_m}f(x_m)=A_m\\[6pt]&a_mF(m)-a_me^mF(0)=a_mA_m\end{align}$$

Summing all the terms yields
 * $$\begin{align}\sum_{m\,=\,1}^na_mF(m)-\sum_{m\,=\,1}^na_me^mF(0)=\sum_{m\,=\,1}^na_mA_m\\[6pt]\sum_{m\,=\,1}^na_mF(m)-F(0)\sum_{m\,=\,1}^na_me^m=\sum_{m\,=\,1}^na_mA_m\\[6pt]\sum_{m\,=\,1}^na_mF(m)-F(0)(-a_0)=\sum_{m\,=\,1}^na_mA_m\\[6pt]\sum_{m\,=\,0}^na_mF(m)=\sum_{m\,=\,1}^na_mA_m\end{align}$$

Part 2
Let $$f(x)$$ be a polynomial with a root $$x_0$$ of multiplicity $$d$$. We will show that for all $$0\le k\le d-1$$ we get $$f^{(k)}\!(x_0)=0$$.

Let us write $$f(x)=(x-x_0)^dQ_0(x)$$, such that $$Q_0(x)$$ is a polynomial with $$Q_0(x_0)\ne0$$.
 * $$\begin{align}f^{(1)}\!(x)&=d(x-x_0)^{d-1}Q_0(x)+(x-x_0)^dQ_0'(x)\\[5pt]&=(x-x_0)^{d-1}\Big[d\,Q_0(x)+(x-x_0)Q_0'(x)\Big]\\[5pt]&=(x-x_0)^{d-1}Q_1(x)\\[5pt]Q_1(x_0)&=d\,Q_0(x_0)\ne0\\\\[5pt]f^{(2)}\!(x)&=(d-1)(x-x_0)^{d-2}Q_1(x)+(x-x_0)^{d-1}Q_1'(x)\\[5pt]&=(x-x_0)^{d-2}\Big[(d-1)Q_1(x)+(x-x_0)Q_1'(x)\Big]\\[5pt]&=(x-x_0)^{d-2}Q_2(x)\\[5pt]Q_2(x_0)&=(d-1)Q_1(x_0)\ne0\\[5pt]&\,\,\,\vdots\\[5pt]f^{(d-1)}\!(x)&=2(x-x_0)Q_{d-2}(x)+(x-x_0)^2Q_{d-2}'(x)\\[5pt]&=(x-x_0)\Big[2Q_{d-2}(x)+(x-x_0)Q_{d-2}'(x)\Big]\\[5pt]&=(x-x_0)Q_{d-1}(x)\\[5pt]Q_{d-1}(x_0)&=2Q_{d-2}(x_0)\ne0\end{align}$$

with $$Q_0'(x),Q_1'(x),\ldots,Q_{d-1}'(x)$$ all polynomials.

Part 3
Let us now define a polynomial
 * $$\begin{align}f(x)&=\frac{1}{(p-1)!}\,x^{p-1}\bigl[(1-x)(2-x)\cdots(n-x)\bigr]^p\\[5pt]&=\frac{(n!)^p}{(p-1)!}x^{p-1}+\!\!\sum_{m\,=\,p}^{(n+1)p-1}\!\!\!\frac{b_m}{(p-1)!}x^m\quad:b_m\in\Z\end{align}$$

for prime $$p$$ such that $$p>a_0$$ and $$p>n$$. We get:
 * $$f^{(k)}\!(x)=\!\!\sum_{m\,=\,k}^{(n+1)p-1}\!\!\!\frac{k!}{(p-1)!}\binom{m}{k}b_mx^{m-k}\quad:p\le k\le(n+1)p-1$$

hence for all $$k\ge p$$, the function $$f^{(k)}\!(x)$$ is a polynomial with integer coefficients all divisible by $$p$$.

By part 2, for all $$1\le m\le n$$ we get:
 * $$F(m)=\!\!\sum_{k\,=\,0}^{(n+1)p-1}\!\!\!\!f^{(k)}\!(m)=\!\!\sum_{k\,=\,p}^{(n+1)p-1}\!\!\!\!f^{(k)}\!(m)$$

Therefore $$F(m)$$ is also an integer divisible by $$p$$.

On the other hand, for $$m=0$$ we get:
 * $$F(0)=\!\!\sum_{k\,=\,0}^{(n+1)p-1}\!\!\!\!f^{(k)}\!(0)=\!\!\sum_{k\,=\,p-1}^{(n+1)p-1}\!\!\!\!f^{(k)}\!(0)$$

but $$f^{(p-1)}\!(0)=(n!)^p$$, and $$n,a_0$$ are not divisible by $$p$$. Therefore $$a_0F(0)$$ is not divisible by $$p$$.

In other words, the sum $$\sum_{m\,=\,0}^na_mF(m)$$ is an integer not divisible by $$p$$, and particularly non-zero.

Part 4
By part 1, for all $$1\le m\le n$$ we have $$0<x_m<m\le n$$. Therefore,
 * $$\begin{align}A_m&=-m\,e^{m-x_m}f(c_m)=-\frac{m\,e^{m-x_m}}{(p-1)!}\,(x_m)^{p-1}\bigl[(1-x_m)(2-x_m)\cdots(n-x_m)\bigr]^p\\[5pt]|A_m|&=\frac{m\,e^{m-x_m}}{(p-1)!}\,(x_m)^{p-1}\Big|(1-x_m)(2-x_m)\cdots(n-x_m)\Big|^p\\[5pt]&\le\frac{ne^n}{(p-1)!}\,n^{p-1}(1\cdot2\cdots n)^p=e^n\frac{(n\cdot n!)^p}{(p-1)!}\end{align}$$

By the triangle Inequality we get:
 * $$0<\left|\sum_{m\,=\,0}^na_mF(m)\right|=\left|\sum_{m\,=\,1}^na_mA_m\right|=\sum_{m\,=\,1}^n|a_mA_m|\le\left(\sum_{m\,=\,1}^n|a_m|\right)e^n\frac{(n\cdot n!)^p}{(p-1)!}$$

But $$\lim_{p\to\infty}\frac{(n\cdot n!)^p}{(p-1)!}=0$$, hence for sufficiently large $$p$$ we get $$0<\left|\sum_{m\,=\,0}^na_mF(m)\right|<1$$. A contradiction.

$$\blacksquare$$

authors: יהודה שמחה ולדמן


text:
User talk:154.73.217.145

--SHB2000 (discuss • contribs) 11:01, 19 April 2024 (UTC)

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

title: User talk:154.73.217.145


text:
Guitar/Railway and Western Strumming Pattern

Original page translated by Google

= Railway and Western Strumming Pattern =

The quaver feeling

Most of the stroke patterns are derived from the alternating stroke. First of all, "alternating stroke" means nothing more than that you move your arm evenly up and down. Like the pendulum of a clock, the right arm swings evenly up and down.

All rhythms are created by touching the strings of the guitar sometimes and sometimes not. If the strings are not touched, the alternating stroke of the arm is not interrupted. In the following diagrams, the so-called air strokes are represented by greyed-out and dashed arrows. It is important that 8 beats are performed per bar. Sometimes as a serve or downstroke, sometimes as an air stroke, but in total there are always 8 strokes in a 4/4 time. By the way, you don't count to "8", even if there are 8 strokes, but only to "4" and add an "and" after each number: A bar is divided into 8 equal parts, so the beats that we learn here in the campfire diploma and later in the folk diploma are summarized as an quaver feeling.
 * 1 and 2 and 3 and 4 and

The thumb is simply moved over the strings with the thumbnail at am upstroke. You should avoid twisting your hand or forearm too much. This is not necessary. If you imagine that you are turning a ball of plasticine or something similar between your fingers, you will get as close as possible to the movement required for the strokes. The thumb should also point slightly towards the neck of the guitar (so that it doesn't get in the way of the other fingers). It looks a little bit like hitchhiking.

The railway strumming pattern
This lesson today serves only as a preliminary exercise for the "western strumming pattern" and is not the primary learning goal of this second lesson. The reason: The railway strumming patternt is not really suitable for accompanying many songs. It quickly becomes monotonous and is therefore much more often used only as a transition or for short passages (such as the chorus).

The 8/8 strumming becomes much more interesting if you alternate between bass strings (the top three) and treble strings (the bottom three) just like you did with the 4/4 strumming above. On "1-and" the top strings are struck up and down, on "2-and" the bottom strings; on "3-and" the top strings again, and on "4-and" the bottom strings again. The count is "a-bove, be-low, a-bove, be-low" or "1-and, 2-and, 3-and, 4-and".

The strumming pattern can be used throughout the whole song (e.g. "Let's Twist Again"), but it is more likely to be used for a single verse or for a transition.

If you do the strumming fairly quickly, you will probably hear how it got its name.
 * Exercise: Eine Insel mit zwei Bergen (Lummerland song) D D A A - A A D D [Melodie+Text]

As I said above, the "railroad strumming pattern" is currently only used to explain the structure of the following strumming. So it is enough to try it ou briefly.

The Western Strumming Pattern
This strumming pattern is not only suitable for cowboy and country songs, but also for many folk songs.

 * You count: 1 - 2 and 3 - 4 and

It's best to listen to a music example and try to count along. Start by counting without strumming so that you get a feeling for the rhythm. When you're able to count fairly well, try to follow the strumming pattern.

(without the new G major chord yet)
 * D and A alternately

(with the new G major chord)
 * D major cadence

Do you see the bright arrows going up? Just ignore them! These are so-called "air strumming". They just show you that your arm has to go back up somehow. If your arm makes a steady up and down movement, a small pause occurs automatically, which you don't have to make any special effort for. Listen to the audio examples and try to count out loud.

You interrupt the alternating movement. The arm waits down after the "1" and pauses unnecessarily and doesn't come up in time for the "2". But you don't need to interrupt the movement of the arm at all. The actual pause between the "1" and "2" occurs automatically, simply because you don't touch the string.
 * Common beginning mistake

But you have to be careful not to count "one-two-and, three-four-and". So without any pause between the 1 and the 2. Otherwise you'll end up with a 3/4 walz time. Count better:
 * "One-ssa, two-and, three-ssa, four-and".

The -ssa should acoustically underline the pause for the air punch. The -ssa gives your arm time to come up comfortably.

If your arm makes a steady pendulum movement, everything will be much easier.

The tip with the tap
Tap with your foot! Completely evenly, and without interruption. Count 1 2 3 4. Every time the foot taps, you have a number. Every time the foot is lifted, you have an "and". The striking hand moves up and down parallel to the foot. Imagine it like a jumping jack. In a stroke pattern, you only say out loud the numbers and the "and" that you actually perform as strokes. Simply pay attention to the movement of your foot without the tempo of the taps changing in any way. The air strokes (i.e. the movements where the hand does not perform a stroke) are simply not counted. However, the movement of the foot and arm remains consistent, like clockwork.

 * 1 . 2 + 3 . 4 +
 * tap - tab lift tab - tab lift

Down - Down Up Down - Down Up

You simply ignore the fact that the foot also lifts between 1 and 2, and between 3 and 4. Just pay attention to the movements that you count out loud, or that you want to make with your hand.

Two chords per bar
The western strumming pattern is also good if you want to play two chords in one bar. Although it is not a standard in songbooks, I have simply put two chords in one bar in brackets. These brackets will help you at first until you can figure out for yourself when a chord needs to be changed and when this happens within a bar.

 * Example
 * How many roads must aman walk  down...

Even if you can't read notes, there's no need for brackets in sheet music, as you can use the bar lines as a guide even if you don't know how to read music

Smooth as clockwork
It is essential that the rhythm (whichever one you choose) is consistent. For every 4/4 bar you practice and for every break you take (where you don't sing but continue to perform the strumming pattern), you must always be able to count exactly to 4.

You always perform 4 downstrokes and 4 upstrokes. Sometimes you touch the strings, sometimes you just do air strokes. So there are 8 strokes in total. Not more, not less.

Even if you can sometimes overlook initial fingering imprecision, a missing beat or a beat too many should under no circumstances be tolerated. You should only turn a blind eye to those breaks that occur because you have not yet mastered the new grip change...

Nothing throws off a group of singers or musicians more than when the beat is wrong. Wrong chords, improper fingering, off-key notes, even the wrong rhythm (e.g. samba instead of rumba), all of this is often not noticed. You can always straighten it out and you can always mess it up.

So don't stop or say "Sorry, I wanted to...", just keep playing. When you're practicing, at least finish the pattern or the verse you're singing. Then do it slowly from the beginning again. Or practice the difficult passage in isolation. Correcting a previous pattern is pointless. You can practice how to do it correctly with the next verse. Mistakes are simply part of learning!

However, if the rhythm is broken by one beat or one pause too many or too few, everyone will notice. You simply lose your rhythm.

A tip for the first song selection
New chords or chord changes are not easy for beginners, and until you have mastered them properly, pauses will occur automatically. This is not a big deal. However, somehow you have to manage to prevent the pauses from becoming a habit. Therefore, always hold the chords for two bars, because you don't need a "beginner's pause" in the second bar. So make sure that the bars are played seamlessly one after the other; at least as long as there are no difficult chord changes.

Don't stop playing after the "4-and", but continue immediately with the "1". Otherwise the rhythm will hop.
 * For the western strumming pattern

 * So don't play

"Four'aaaaaan -dOne ssa"
 * but count best


text:
Flora of New York/Clade Acrocystis

 << Main Carex page

title: Flora of New York/Clade Acrocystis


text:
Algebra/Chapter 15/Introduction to Sequences and Series

Sequence
Within algebra, a sequence is an ordered list of numbers, called terms. It is often described by an equation or rule. The domain often begins with $$n=1$$, but doesn't have to. Sequences can be separated into two types, finite and infinite.

Finite sequence
A finite sequence is one that has a list of terms in a certain order with a beginning and ending term.

ex: {1, 2, 3, 4, 5}

Infinite sequence
An infinite sequence is a sequence with an indefinite list of terms, this happens when the sequence is extended to all positive integers.

ex: {1, 2, 3, 4, 5,...}

Writing sequences
When writing sequences there are two formats that are most commonly used, function notation and subscript notation. Function notation is modeled as $$a(n) $$, subscript notation on the other hand is modeled as $$a_n$$. In both of these notations $$n $$ denotes the number in the sequence. Both of these notations will elicit the same results.

Series
A series is the expression formed by adding the terms in a sequence. Much like sequences, series can be split into finite and infinite. A finite series is when the terms of a finite sequence are added together, an infinite series expresses the sum of the terms in an infinite sequence and has an infinite number of addends. This is represented with summation notation (sigma notation)

Summation notation
$$\sum_{k=1}^nk $$

This is an example of a finite series, breaking it down it can be seen as three separate parts that come together to make up the summation notation. at the top of the $$\sum$$ (sigma) is the upper limit, the upper limit is where to stop adding terms. At the bottom of the sigma is the lower limit or the starting point where a variable from m to n is equal to our first term. In front of the sigma is a summation term or what is being added together.


text:
God and Religious Toleration/Introduction

Many people share the dream of a peaceful world. However, we live in a world filled with a diversity in beliefs, opinion, desires, and needs. In history, we often find that war and hate is rooted in religious disputes. Although either group is equally convinced of being on the right side of history, the resulting conflict perpetuates suffering indefinitely. Is this inevitable? Or is this something we can change? Tolerance between religions and all people is requirement to create a world of peace, love, and happiness, and even theists and atheists should find a way of understanding one another. To create a global dialog of faiths is the goal of the Parliament of the World's Religions. This book will cover some of this dialog, in hopes to connect people and bring opposing views into a better light.


text:
User talk:रोहित कुमार साव

Selected Essays

 * If you want you can delete it. 2409:40F0:1044:FF1E:FC52:92FF:FE7D:9757 (discuss) 16:41, 20 April 2024 (UTC)

title: User talk:रोहित कुमार साव


text:
Wikibooks:Requests for deletion/Zoph

Zoph
It is outdated and no longer updated, documentation is now kept in the git repo. https://gitlab.com/jeroenrnl/zoph/-/tree/master/docs
 * but update it or leave a notice saying it’s not updated and change the title to reflect that. - 🇺🇦 Слава🇺🇦Україні 🇺🇦 Героям🇺🇦Слава🇺🇦 (talk)🇺🇦 10:32, 23 November 2022 (UTC)
 * Done. Mbrickn (discuss • contribs) 00:16, 3 January 2023 (UTC)
 * , it would be best to also change the title of the book to be clear that it’s a historic guide. -Slava Ukrajini Heroyam Slava (discuss • contribs) 14:58, 12 January 2023 (UTC)
 * "How about something like "An outdated guide to Zoph"? No idea what zoph is though. 12:20, 13 January 2023 (UTC)

title: Wikibooks:Requests for deletion/Zoph


text:
Wikibooks:Requests for deletion/Solitaire card games/Gay Gordons

Solitaire card games/Gay Gordons
Is this game real or not? Garfieldcat1978 (discuss • contribs) 19:24, 25 February 2023 (UTC)

 * I based it on Gay_Gordons_ on Wikipedia, which is sourced. Champion (discuss • contribs) 09:23, 26 February 2023 (UTC)

 * has been practically abandoned since Nov 11, 2015. --SHB2000 (discuss • contribs) 11:22, 26 February 2023 (UTC)
 * Same goes for a lot of the pages in that book and that does not seem to be a valid reason for deletion. Champion (discuss • contribs) 09:20, 5 March 2023 (UTC)
 * Is the page incomplete per the scope of the book? If it is incomplete/lacking substantial content and abandoned, then I could see it qualifying for deletion per Deletion policy. If it's not incomplete, then I don't think it has to be recently-updated to be kept. —Kittycataclysm (discuss • contribs) 17:57, 5 March 2023 (UTC)
 * Seems OK. Could be better.--Xania [[Image:Flag_of_Estonia.svg|15px]] [[Image:Flag_of_Ukraine.svg|15px]] talk 03:28, 11 July 2023 (UTC)


text:
Wikibooks:Requests for deletion/Chess Opening Theory/1. e4/1...e5/2. Nf3/2...Nc6/3. Ba6

Chess Opening Theory/1. e4/1...e5/2. Nf3/2...Nc6/3. Ba6
This is a hoax created by an IP; David Okike never played this. Endwise (discuss • contribs) 11:11, 29 June 2023 (UTC)
 * Nonsensical position, no evidence; only mentioned in a Reddit post discussing its existence as alleged by this article and subsequently imported to Lichess (!). 𝟙𝟤𝟯𝟺𝐪𝑤𝒆𝓇𝟷𝟮𝟥𝟜𝓺𝔴𝕖𝖗𝟰 (𝗍𝗮𝘭𝙠) 16:48, 23 August 2023 (UTC)
 * If there are no further objections, I will delete this by tomorrow. --SHB2000 (discuss • contribs) 09:49, 2 October 2023 (UTC)
 * ✅. --SHB2000 (discuss • contribs) 02:43, 3 October 2023 (UTC)


text:
Wikibooks:Requests for deletion/Chess/Santa Claus Opening

Chess/Santa Claus Opening
Fictional title, attributed directly to a single "Chess.com user" with no further evidence. All relevant information is already contained in Chess Opening Theory/1. e4/1...e5/2. b3 (which is also located within the appropriate book). 𝟙𝟤𝟯𝟺𝐪𝑤𝒆𝓇𝟷𝟮𝟥𝟜𝓺𝔴𝕖𝖗𝟰 (𝗍𝗮𝘭𝙠) 16:56, 23 August 2023 (UTC)
 * per nom. --SHB2000 (discuss • contribs) 07:03, 4 October 2023 (UTC)


text:
Wikibooks:Requests for deletion/Chess Opening Theory/1. d4/1...a5

Chess Opening Theory/1. d4/1...a5
No information provided, more than unusual with e.g. just 20 games attested at https://www.365chess.com/opening.php?m=3&n=1128&ms=d4.a5. 𝟙𝟤𝟯𝟺𝐪𝑤𝒆𝓇𝟷𝟮𝟥𝟜𝓺𝔴𝕖𝖗𝟰 (𝗍𝗮𝘭𝙠) 17:10, 23 August 2023 (UTC)
 * per nom. --SHB2000 (discuss • contribs) 02:44, 3 October 2023 (UTC)

 * per nom —Kittycataclysm (discuss • contribs) 14:43, 23 October 2023 (UTC)


text:
Wikibooks:Requests for deletion/Chess Opening Theory/1. e4/1...e5/2. Na3

Chess Opening Theory/1. e4/1...e5/2. Na3
Created by the same user as, with no attribution to secondary theory, and even just three master games on Chess.com. 𝟙𝟤𝟯𝟺𝐪𝑤𝒆𝓇𝟷𝟮𝟥𝟜𝓺𝔴𝕖𝖗𝟰 (𝗍𝗮𝘭𝙠) 17:17, 23 August 2023 (UTC)
 * If this is the case then I'd opt for deleting these 4 pages.--Xania [[Image:Flag_of_Estonia.svg|15px]] [[Image:Flag_of_Ukraine.svg|15px]] talk 03:36, 30 August 2023 (UTC)

 * I agree with Xania. --SHB2000 (discuss • contribs) 12:27, 30 August 2023 (UTC)
 * ✅ per consensus —Kittycataclysm (discuss • contribs) 18:16, 3 September 2023 (UTC)


text:
Wikibooks:Requests for deletion/Jumarkese

Jumarkese
Language constructed by the creator of the book (see also Talk:Jumarkese) and not attested anywhere else; delete as original research and per precedent (e.g., Requests for deletion/Socialese, Requests for deletion/Phaehrae, Requests for deletion/Neo, Requests for deletion/Esper). 𝟙𝟤𝟯𝟺𝐪𝑤𝒆𝓇𝟷𝟮𝟥𝟜𝓺𝔴𝕖𝖗𝟰 (𝗍𝗮𝘭𝙠) 16:00, 24 August 2023 (UTC)

 * I agree that this is precedented and the book has no place here. Is there any argument for moving it to another wiki project before it gets deleted? —Kittycataclysm (discuss • contribs) 18:34, 24 August 2023 (UTC)
 * If there are no arguments, I will just go ahead and delete it. —Kittycataclysm (discuss • contribs) 18:14, 3 September 2023 (UTC)
 * ✅ —Kittycataclysm (discuss • contribs) 21:24, 1 October 2023 (UTC)

I just want to ask, why you deleted my page "Jumarkese" on Wikibooks? And how I can revive my page? Jumark27 (discuss • contribs) 11:05, 17 April 2024 (UTC)


text:
Wikibooks:Requests for deletion/Book of the Astronomy

Book of the Astronomy
Redundant to Astronomy. Any reason to keep it? @Germany Poul Ah can you explain how it is different and merits being a separate book? —Kittycataclysm (discuss • contribs) 18:14, 3 September 2023 (UTC) Germany Poul Ah (discuss • contribs) 18:13, 4 September 2023 (UTC)
 * When I first saw this nomination, I thought there may be some salvageable content, but no, it's just a "stubby outline" as it's called on Wikivoyage. I don't see the point of keeping a redundant article, but I'm willing to be convinced otherwise. --SHB2000 (discuss • contribs) 03:57, 4 September 2023 (UTC)
 * Symbol keep vote.svg Keepno,no In this book, I want to discuss astronomy in detail, and it is a complete book of astronomy.In addition, this book is an encyclopedic book and is completely different from general astronomy books.

 * @Germany Poul Ah What do you mean that it's an encyclopedic book? Encyclopedic content is not permitted on Wikibooks. Moreover, it looks like a good amount of content you want to cover is already covered in Astronomy, and content that is not covered there can be added to it. —Kittycataclysm (discuss • contribs) 18:24, 4 September 2023 (UTC)
 * I don't know, but if you want to delete it.I am no problem for delete. Germany Poul Ah (discuss • contribs) 03:06, 5 September 2023 (UTC)
 * ✅ —Kittycataclysm (discuss • contribs) 01:39, 6 September 2023 (UTC)


text:
Wikibooks:Requests for deletion/Mazedona Craquis Díaz

Mazedona Craquis Díaz
Article created to bypass creating one on Wikipedia, as the user Craqdi has been banned everywhere. I propose deleting it from Wikibooks.--CoffeeEngineer (discuss • contribs) 22:44, 17 October 2023 (UTC)


text:
Wikibooks:Requests for deletion/LGBT Young Adult Literature/LGBTIAQ+ Love Stories

LGBT Young Adult Literature/LGBTIAQ+ Love Stories
The author is Craqdi, a notorious troll on Wikimedia, who tries to use the platform for advertising.--CoffeeEngineer (discuss • contribs) 23:00, 17 October 2023 (UTC)

 * ✅ no need for a RFD, speedy delete tag would've been enough. Thanks for bringing this to our attention, regardless. —Atcovi (Talk - Contribs) 14:53, 18 October 2023 (UTC)


text:
Wikibooks:Requests for deletion/Star Wars Chess

Star Wars Chess
This game is basically just a simple computer chess game with a Star Wars theme to it. I really don't believe that is significant enough to warrant an entire wikibook. Sammy2012 (discuss • contribs) 13:14, 21 October 2023 (UTC)

 * It does seem to be very simple with not that much useful information not already contained in other chess books. .—Kittycataclysm (discuss • contribs) 14:45, 23 October 2023 (UTC)
 * . Having created this book got some materials moved from Star Wars Chess. If more sample moves by computer are wanted, I may get them. Yet would any disinterested administrator please close this as kept?--Jusjih (discuss • contribs) 02:26, 26 November 2023 (UTC)
 * Looks extremely basic, doesn't need an entire wikibook. Just normal chess. ForTheGrammar (discuss • contribs) 00:16, 26 January 2024 (UTC)
 * This user has just 57 edits. How about moving the book under Chess/Computer Chess as a compromise? See also w:Category:Chess software for even more games that may also fit under that existing page if separate books are redundant.--Jusjih (discuss • contribs) 21:09, 28 January 2024 (UTC)
 * ✅ moving to Chess/Computer Chess/Star Wars Chess only after a long wait.--Jusjih (discuss • contribs) 22:45, 11 February 2024 (UTC)


text:
Wikibooks:Requests for deletion/SSH, the Secure Shell

SSH, the Secure Shell
Per its talk page. It seems to be low-quality, abandoned, and already covered in another book. —Kittycataclysm (discuss • contribs) 14:28, 23 October 2023 (UTC)

 * - the OpenSSH book is a good alternative. Leaderboard (discuss • contribs) 16:34, 23 October 2023 (UTC)

 * - To quote from the discussion page,
 * I'd say that SSH, the Secure Shell is a book fragment that can safely be removed at this point. The sections 'Using SSH' and 'FAQ' are both empty and the sections 'Introduction' and 'Configuration' are extremely sparse. These topics are already covered in great detail in OpenSSH. The section 'Installation' is redundant because all distros manage that through their package manager. In some cases, like OS X and OpenBSD, it comes pre-installed. As mentioned in OpenSSH there are multiple implementations of SSH. If someone with knowledge of them were to expand on them in the book, the book OpenSSH could then be renamed to a more general 'SSH, the Secure Shell' Larsnooden (discuss • contribs) 17:55, 2 May 2013 (UTC)
 * Ten years have passed without anyone stepping in and either deleting this tiny book fragment or adding any content to it. This book fragment needs to be removed in order to not drag down the rest of the Wikibook presence. What are the steps needed to arrange that? Larsnooden (discuss • contribs) 07:11, 23 October 2023 (UTC)
 * It'd tidy things up to remove the SSH, the Secure Shell fragment from the Wikibooks site. Larsnooden (discuss • contribs) 06:12, 27 October 2023 (UTC)
 * ✅ —Kittycataclysm (discuss • contribs) 16:35, 21 November 2023 (UTC)
 * Thanks! Larsnooden (discuss • contribs) 12:41, 4 December 2023 (UTC)


text:
Wikibooks:Requests for deletion/Food Science

Food Science
This book is functionally redundant to the Cookbook, with little meaningful content, and it has been abandoned. I think it can pretty safely be deleted, but I want to check with others as well. —Kittycataclysm (discuss • contribs) 00:59, 15 December 2023 (UTC)

 * Go ahead, looks abandoned. ForTheGrammar (discuss • contribs) 00:21, 26 January 2024 (UTC)
 * No content --Xania [[Image:Flag_of_Estonia.svg|15px]] [[Image:Flag_of_Ukraine.svg|15px]] talk 03:45, 25 February 2024 (UTC)


text:
Wikibooks:Requests for deletion/Nazi Leaders

Nazi Leaders
Book has been abandoned for almost half a year, and it is extremely underdeveloped. It has very little content and no apparent plan for further development. —Kittycataclysm (discuss • contribs) 19:16, 10 January 2024 (UTC)

 * Doesn't look like there is any hope for this, likely to remain a perpetual stub. ForTheGrammar (discuss • contribs) 01:08, 27 January 2024 (UTC)
 * Keep. BigKrow (discuss • contribs) 03:55, 3 February 2024 (UTC)
 * Revived!!! BigKrow (discuss • contribs) 03:55, 3 February 2024 (UTC)
 * - even if this were an active project, it's unclear how it would differ from a collection of encyclopedia articles. Omphalographer (discuss • contribs) 20:50, 7 February 2024 (UTC)
 * Nothing new has been added despite what the original creator says above. This book offers nothing that could not be obtained from Wikipedia.--Xania [[Image:Flag_of_Estonia.svg|15px]] [[Image:Flag_of_Ukraine.svg|15px]] talk 03:43, 25 February 2024 (UTC)


text:
Wikibooks:Requests for deletion/The bright side of African life (1898)

The bright side of African life (1898)
This appears to be out of scope for Wikibooks and should probably be moved to Wikisource prior to deletion. —Kittycataclysm (discuss • contribs) 23:32, 4 February 2024 (UTC)

 * I'm not sure Wikisource would want this either, as it's more of a photo collection than a "written work". There's already a category page for this book on Commons (c:Category:The bright side of African life (1898) by HEARD), so nothing substantial is lost by deleting this page on Wikibooks. Omphalographer (discuss • contribs) 19:22, 11 March 2024 (UTC)


text:
User:Lozane Marais

Hi, I'm Lozane Marais and I'm new here. ❤🩹

I'm from South-Africa, the Western Cape. I'm a full time student and I hope together we can make a difference.

title: User:Lozane Marais


text:
Famous Theorems of Mathematics/Root of order n

For all $$y>0$$ and for all $$n\in\N$$ there exists $$x\in\R$$ such that $$x^n=y$$.

Proof
Let us define a set $$A=\Big\{r\in\R:r\ge0,r^ny+1$$ we get $$r^n>r>y$$).

Therefore, by the completeness axiom of the real numbers it has a supremum $$x$$. We shall show that $$x^n=y$$.
 * Suppose that $$x^n<y$$.
 * It is sufficient to find $$0<\varepsilon<1$$ such that $$(x+\varepsilon)^n<y$$:
 * $$\begin{align}(x+\varepsilon)^n&=\sum_{k\,=\,0}^n\binom{n}{k}x^{n-k}\varepsilon^k\\&=x^n+\sum_{k\,=\,1}^n\binom{n}{k}x^{n-k}\varepsilon^k\\&\le x^n+\sum_{k\,=\,1}^n\binom{n}{k}x^{n-k}\varepsilon\qquad:\varepsilon^k\le\varepsilon\\&=x^n+\varepsilon\sum_{k\,=\,1}^n\binom{n}{k}x^{n-k}\\&=x^n+\varepsilon\left(\,\sum_{k\,=\,0}^n\binom{n}{k}x^{n-k}-x^n\right)\\&=x^n+\varepsilon\bigl[(x+1)^n-x^n\bigr]y$$.
 * As before, it is sufficient to find $$0<\varepsilon<1$$ such that $$(x-\varepsilon)^n>y$$:
 * $$\begin{align}(x-\varepsilon)^n&=\sum_{k\,=\,0}^n\binom{n}{k}x^{n-k}(-\varepsilon)^k\\&=x^n+\sum_{k\,=\,1}^n\binom{n}{k}x^{n-k}(-\varepsilon)^k\\&\ge x^n+\sum_{k\,=\,1}^n\binom{n}{k}x^{n-k}(-\varepsilon)\qquad:(-\varepsilon)^k\ge-\varepsilon\\&=x^n-\varepsilon\sum_{k\,=\,1}^n\binom{n}{k}x^{n-k}\\&=x^n-\varepsilon\left(\,\sum_{k\,=\,0}^n\binom{n}{k}x^{n-k}-x^n\right)\\&=x^n-\varepsilon\bigl[(x+1)^n-x^n\bigr]>y\\\varepsilon&<\min\left\{1,\frac{x^n-y}{(x+1)^n-x^n}\right\}\end{align}$$
 * hence $$x-\varepsilon\notin A$$, but $$x-\varepsilon<x$$ and so $$x-\varepsilon\in A$$. A contradiction.

Therefore $$x^n=y$$.

$$\blacksquare$$

authors: יהודה שמחה ולדמן


text:
Transportation Planning Casebook/Cross-River Rail

Summary
Brisbane’s Cross River Rail project is a 10.2km heavy rail project that is currently under construction. It is intended to be a primarily underground single line railway that connects core parts of Brisbane together allowing for better connections into and out of the CBD and reducing road congestion with its new nine-car trains which allows for almost double the capacity of existing railway networks from the south into the CBD. The current plans entail the upgrade of eight existing surface stations, the construction of three brand new surface stations, and four underground stations. Initial cost projections for the plan first made in 2012 was $4.5 billion, however as the project commenced, projected costs raised to $5.4 billion for upfront construction in 2017.

The current railway network in South-East Queensland (SEQ) has been deemed insufficient for its current population and does not serve a critical role in transport across the area, as such the Cross River Rail is intended to alleviate the issues that currently face the existing network. The modernised design of the rail combined with the renovation of existing stations and entirely new stations will allow it to be better integrated with existing bus networks. The currently existing roads across SEQ are deemed to be at capacity, costing the state $2 billion per year, with no alternatives as the existing rail network is constrained by its age and lack of capacity. The Cross River Rail is also set to allow faster connections from further away from the city centre, allowing for more urban development that still has fast access to major business points across SEQ. By forming the connection from the CBD to areas further south is intended to boost economic growth, by allowing easy access to core business centres, provide reliabile travel as the scale of the project will allow up the 24 trains on the line and serve as the first step in improving Brisbane's rail network by boosting the core of the problem, before ideally expanding outwards and improving the network further away from the centre.

Currently the project is still under development, the construction is projected to finish in late 2025 and after safety and maintenance checks are completed, public services are expected to commence in 2026. The project is being delivered by a partnership of three different private sector groups each covering a separate portion of the project. The Tunnel, Stations and Development (TSD) is set to deliver the underground tunnels, stations and all related mechanical and electrical components and systems, Rail, Integration and Systems (RIS) will develop and design the integration of the project to the existing railway lines and supporting railways, while also providing the complete renovation of Exhibition station and announced in 2019, the building of six brand new stations. The final group is the Sequence Alliance, combination of Hitachi Rail, Queensland Rail and the Cross River Rail Delivery Authority (CRRSA), who is set to deliver the European Train Control System (ETCS) which is a new experimental signalling system for the rail line that is intended to improve safety and capacity for carriages on the network.

Policy Issues
Queensland Government Strategic Objectives: SEQ Rail Connect

SEQ Rail connect is the Queensland Government's 5-10 year rail strategy for improving accessibility to key precincts and increasing the capacity of the rail network. Cross-River Rail is the centrepiece SEQ Rail Connect providing the necessary infrastructure to meet the demands of State Government Policy. The key objectives of SEQ Rail connect are :

 * 1) Provide faster and more frequent rail services across the South East Queensland rail network.
 * 2) Provide better access to key precincts in Inner Brisbane and easier connections between rail lines at key stations.
 * 3) Improve safety by delivering infrastructure upgrades to stations, track alignments and by introducing new technology at Cross-River Rail stations.
 * 4) Encourage development of precincts around Cross-River Rail stations.
 * 5) Make rail travel more accessible by implementing a simpler electronic ticketing system.
 * 6) Prepare Brisbane's rail system for the demands of the 2032 Olympic Games.

Environmental Policy

The Cross River Rail Project is obliged to meet the requirements of its Environmental Policy as per the following legislation:

 * 1) Cross River Rail Delivery Authority Act 2016
 * 2) Environmental Protection Act 1994
 * 3) Queensland Heritage Act 1992
 * 4) State Development and Public Works Organisation Act 1971

As a result of these requirements, the project will adopt an environmental strategy in accordance with the Australian Standard ISO 14001. The project must identify all environmental risks at every stage of the project and implement management strategies to mitigate potential impacts. The project's environmental policy must be visible to all project stakeholders.

The Project's environmental policy has led to the creation of the "Cross-River Rail Outline Environmental Management Plan (OEMP)". The OEMP presents the sub-plans for the following identified environmental issues:

Sustainability Policy

Cross River Rail is obliged to pursue sustainability initiatives as directed by the following policies:

 * 1) Cross River Rail Delivery Authority Act 2016
 * 2) Queensland Procurement Policy 2018

The project is thus obliged to deliver infrastructure that is constructed using sustainable processes and designed to meet the demands of a changing environment. As part of the sustainability policy, the project is also must be responsive to and consider local indigenous heritage during construction.

In response to the requirements of sustainability legislation relevant to the project, the following sustainability initiatives are being undertaken on the Cross River Rail Project :

 * 1) Macro-synthetic fibre reinforcement for pavement (eMesh)
 * 2) Crushed recycled glass sand for bedding under pavements
 * 3) Recycling of spoil and waste created from construction
 * 4) Use of low carbon concrete made from reused waste materials
 * 5) Laying of low carbon composite rail sleepers.

Narrative
Throughout the life-time of the project different proposals and methods of completing the objective of increasing rail access across the Brisbane River were made. Each proposal promised varying benefits and costs that were balanced in decisions to proceed or abandon projects. Politics particularly had a significant impact on the decision with the BaT project being introduced when the LNP was voted into office and then abandoned by the Labor party when the LNP party was voted out.

2010 Cross River Rail
In this proposal the project included: This proposal was tasked with the objective of increasing rail access across the bottleneck point of the river which had been identified to reach maximum capacity by 2016. The Federal Government provided $20 million in the feasibility phase of the 2010 project, as part of the 'Building Australia' Fund established in 2009 for the development of the nationwide infrastructure.
 * An 18km rail line including 9.8km tunnelled under Brisbane's CBD and river.
 * Proposed underground system of two single-track tunnels.
 * 3 new underground inner-city train stations.
 * Major and minor upgrades to 4 existing stations.
 * Estimated capital cost of $8.2 billion.

Initially planned to be approved and completed before 2016 it was delayed due to funding reallocation to repairs from extreme weather. Newman who was Lord Major at the time already voiced his disapproval of the expenses required for this rail project suggesting a Subway alternative instead for the same cost.

2012 Cross River Rail
At this stage the proposed project included: This proposal was a scaled down version of the 2010 proposal in attempt to gain funding. This proposal by the Liberal Nationals government in power at the time sought out 80% of the initial capital cost from the Federal Government. The project was labelled as a 'Top Priority' by Infrastructure Australia (IA) and the proposal was approved as "ready to proceed" but delayed by funding disagreements between state and federal government.
 * A 10km rail line.
 * Proposed underground system of two single-track tunnels.
 * 3 new underground inner-city train stations.
 * Forms the first stage of the full project.
 * Estimated capital cost of $4.4 billion.

Bus and Train (BaT) Project
The proposal included: The incorporation of buses into the project was in attempt to address bus crowing problem on Victoria Bridge. The proposal built upon the previous Cross River Rail case and Brisbane City Council's Suburbs 2 City bus project, which both amounted to a total of $8 billion, much greater than the proposed $5 billion BaT project.
 * 5.7km bus and train tunnel connecting under the Brisbane CBD.
 * The two tunnels were replaced by plans for a single tunnel which accommodated 2 rail tracks and 2 bus lanes (see adjacent figure).
 * 2 new underground stations.
 * Estimated capital cost of $4 billion.

The Newman government abandoned the 2012 Cross River Rail proposal in favour of this change, with the project progressing to 'threshold status' by Infrastructure Australia in 2014. When the Palaszczuk government was voted in in 2015, this project was abandoned again on the basis of buses being less efficient for solving the original bottlenecking problem.

2017 Business Case
At this stage the proposal includes: This version of the Brisbane Cross River Rail is the final, approved version of the plan and is currently being constructed as of 2024.
 * 10.2 km rail line including 5.9km tunnelled under Brisbane's CBD and river.
 * proposed underground system of two single-track tunnels.
 * 4 new underground inner-city train stations.
 * Estimated captial cost of $5.4 billion, building upon upon the 2016 Business Case to address policy changes that occurred since 2016. Main differences were the incorporation of the European Train Control System (ETCS) and concerns of the Department of Transport and Main Roads (TMR), specifically the reduction of the total length of the project from 18km down to 10.2km and a shortening of the necessary tunneling from 10km down to 5.9km. Benefits were also recalculated to consider the Fairer Fares Package.

Overall Influences on Narrative
As can be noted from the history of proposals for the Cross River Rail Project significant disagreements were voiced by opposing politicians on the funding and extent of works to be completed. Severe weather events or external factors such as COVID also caused delays and issues in the construction and deployment of the project. Disagreements between state and federal governments over funding also significantly delayed the project from coming to fruition.

Discussion Questions

 * What are other options that could be provided instead of building CRR or BaT - in particular to solve the bottlenecking issue highlighted in the video?
 * Do you think the changing government had an overall positive or negative impact on how the CRR plan was deployed? Can you think of alternate ways in which the negative impact of changing government on infrastructure planning could be minimised?
 * When dismissing the BaT model, the Palaszczuk government argued that the addition of Buses was less supported by transport professionals than having more space for trains. Do you think removing the Bus component from the CRR was a good idea? Do you believe that there is an answer to whether buses or trains are better in general for public transport?
 * The original 2007 report predicted that overcrowding on rail crossing Merivale River would be a problem by 2016. It is currently 2024 and the CRR is still in construction. How do you think projections of population and public transport usage influences infrastructure planning?

Additional Readings and Information

 * https://www.youtube.com/watch?v=Hq4ZITOPiA4 - Short video covering the current path of the Cross River Rail, outlining the new and renovated stations, and briefly showing off some benefits of its construction, such as ease of access to universities and common business centres.

 * https://www.youtube.com/watch?v=OJVR9cXxNXM - Short video visualising how the growth of Brisbane and its surrounding area has led to a bottleneck between work opportunities and transport opportunities from those away from the capital, ideally an issue the CRR, BaT and future transport projects would resolve.


text:
Transportation Planning Casebook/IPART Fare Setting in New South Wales

The Independent Pricing and Regulatory Tribunal or IPART is an independent decision-making body established in 1992 tasked with regulating certain markets as well as government services to ensure effective social, environmental and economic outcomes. Despite being a government agency, the tribunal operates independently in making decisions and recommendations to protect consumers from unreasonable price hikes and unfair competition. It also improves the quality and efficiency of service providers, encourages competition, protects the environment and ensures service providers stay financially viable.

IPART regulates prices and reviews pricing policies of the New South Wales (NSW) government supplied services. IPART also provide assistance to other entities within the NSW government such as in conducting special reviews in pricing, industry, or competition. It also serves as an arbiter in access disputes and protects registers of the subsequent access agreements. Apart from transport, IPART also provides advisory services and regulation compliance monitoring of regulated entities according to their license or authorization conditions in the water, gas, electricity, and transport industries.

Summary
The public transportation fare in New South Wales is highly dependent on the maximum fare price determination undertaken by the IPART. Although a government entity in itself, it functions independently to calculate the maximum fare price that serve primarily as the basis of Transport for New South Wales (TfNSW) for the issuance of fare orders in the state. IPART is composed of three members appointed by the Premier of NSW. These members are expected to have substantial experience in business, economics, finance, engineering, or any relevant field to equip them in undertaking the regulatory tasks of IPART.

Since 2014, when it was mandated to undertake maximum fare price determination under the Passenger Transport Act 2014 No 46 (Part 2, Division 2), IPART has become an integral part in the development of the fare system of NSW public transportation. The fare increase proposals of TfNSW have consistently complied with the IPART maximum fare prices as both government entities ensure the sustainability of the business case of NSW's public transportation. IPART has witnessed the gradual shift from paper tickets to its phase out when the Opal cards were in the early stage of their roll out. The Opal card payment methods complemented by contactless credit card payments simplified further the payment structures of fares with the continuous decline in the demand for single journey tickets.

IPART uses several parameters in determining the maximum fare prices. These include indexation to inflation, cost recovery, demand management, social and policy objectives, intermodality, and incentive systems. Among the recent policy issues include the proposal of a fare-free pubic transportation and the upcoming maximum fare price determination that will set maximum fare prices from 2024 until 2028.

Annotated List of Actors
The IPART’s organizational structure is outlined in the state legislation of New South Wales entitled the Independent Pricing and Regulatory Tribunal Act 1992 No. 39. The tribunal is composed of three members appointed by the premier of as permanent members. Temporary members may be added as appointed also by the premier. The tribunal is led by a chairperson to be appointed from among the permanent members. It is the responsibility of the premier to ensure that members of the tribunal have a knowledge and understanding of economics, consumer interests, and supplier interests.

Actors
In the specific concern of fare setting, IPART is tasked to conduct reviews and reporting to the premier as mandated under the Passenger Transport Act 2014. Among the key actors on the IPART, specifically on fare setting are as follows: 1 Not a permanent actor and is dependent on the engagement with IPART.

Current Members of the Tribunal
The tribunal is currently being led by Carmel Donnelly PSM, whose term started on 1 July 2023 and will end on 30 June 2026.

Maps of Locations
IPART's role in fare setting expands to a wide range of public transport types in New South Wales including buses, trains, light rail, and ferries.

Fare-Free Public Transportation
Affordable public transport has been an ongoing debate in NSW to incentivise economic mobility, to reduce car dependence and ease the financial burden on households. In December of 2019, IPART conducted an independent investigation of a free-fare public transportation service in New South Wales as part of the 2020-2024 Maximum Opal Fares plan. The review concludes that implementing free public transport in NSW, by subsidising a 100% of operational costs from taxpayers, will marginally improve the travel costs for families individuals. A loss of $1.6 billion in yearly revenue will not be fed into the economy through other ways.

It also makes its point by comparing free-fare public transportation programs in other parts of the world, mainly Europe. One of the examples is in the Estonia's capital of Tallinn, that launched a free public transportation program. The real goal in its design, found by scholars, is that it was supposed to bring more subsidies by only allowing registered residents of Tallinn to use the system for free. However, it did little to tackle mobility, accessibility or reduction in car traffic. IPART that 2-5% reduction in car ridership does not explain a proposed 40% increase in public transport patronage.

IPART takes these real examples to make an argument that the cost and operational burden outweighs the social impact of free travel. It advises that the cost of travel was already below the inflation adjusted cost for most patrons so a 5.0% annual increase at a 4 year span is proposed. IPART does not force Transport NSW to increase Opal fares, which can be seen by the effects of Covid-19 reducing patronage for all public transportation services in 2020-2021. The rising fares were limited to about 3% a year to make it more affordable.

Overview of Fare Setting Process
Under the current public transportation system fare structure in NSW, the entire pricing is divided into two sectors: Maximum fare and fare below maximum. Fares below maximum are determined by the NSW Transport Department. The advice on the maximum fare is offered by the IPART to the government. The maximum fare would be discussed and set every four years, with the current fare lasting until June 2024, and the next fare would be applied until July 2028.

In this regard, several key steps are included in the fare setting process of IPART (Independent Pricing and Regulatory Tribunal) for public transportation in New South Wales:

 * 1) IPART considers the amount that transportation services incur and compares this figure with economic considerations and public necessities.
 * 2) They proceed with holding public consultations to get the views of stakeholders and the public.
 * 3) The proposed fare adjustments take account of this information, and it will be further reviewed and refined through additional detailed analysis and feedback.
 * 4) Finally, maximum fares are established so as to reach an equilibrium between affordability for users and the sustainability of the transport services.

IPART considers the following attributes during the setting of fare, among other requirements provided by the law:

IPART undertakes robust public consultation during each review process to be able to understand the full extent of stakeholder views and consider them alongside the findings of our economic modeling and analysis. This ensures that, in any fare changes taking place, there is due information and consequent fairness to the parties involved, supporting efficiency and effectiveness of the public transport system.
 * the cost of providing the services
 * further efficiency is what is called for in the provision of services, hence, reducing cost for consumers and taxpayers.
 * the protection of consumers from abuses of monopoly power in terms of prices, pricing policies, and standards of service.
 * The social impact of the decision or recommendation the impact of the determination or recommendation on the use of the public passenger transport network and the need to increase the proportion of travel undertaken by sustainable modes such as public transport
 * quality, reliability, and safety of services (whether the quality, reliability, or safety has been prescribed by law, agreement, or otherwise)
 * The effect on the level of Government funding
 * any matter referred in the referral to IPART
 * any other thing IPART thinks is important.

Public Reception of Current OPAL Fare Structure
The new introduced cheaper fares on Friday, applying at a 30% discount for services on metro, train, bus, and light rail, have won positive feedback, meant to boost city visit and, on traditionally quieter days, business. However, there was a mixed reaction among the common people in general, as at the said juncture, the living cost had already shot up very high. Business leaders and government officials emphasize that cheaper travel would entice more people to the city, both for work and leisure, which would actually revitalize the city center, especially given the situation that many people work-from-home on Fridays. This is viewed as a strategic response to the challenge of reduced commuter traffic due to increased remote work practices.

Petition of travel concessions for international students in NSW
New South Wales (NSW) is currently the only state which does not provide discount for international students in Australia. In Victoria, international undergraduate students can buy a Travel Pass that can save $1,034 a year. Full-time International students studying in Queensland can access a 50% concession fare.

For over 20 years, campaigns—such as those by the Sydney University Postgraduate Representative Association (SUPRA) and the University of Sydney's Students' Representative Council (SRC)—have highlighted this inequity. Despite all the petitions and advocacy, we still have poor progress, and many students face financial hardships due to high transportation costs, which goes into their overall living costs.

Petition Advocates

In 2024, SUPRA initiated the second round of the petition. With over 20,000 signs, the petition went through the Parliament of NSW and discussed on it. This petition denotes the Legislative Assembly of New South Wales for extending travel concessions to all students, including international and part-time students, referring to the existing unfair policy. It also shows that New South Wales is the only Australian state that does not give any concessions to be given to international students, who significantly contribute to the economy of the same state. When lacking the concessions, it has a bearing not only on their potential to be involved in state-wide economic activities but also places undue financial burdens on the part-time students, many of whom face challenges like caregiving responsibilities or disabilities.

Response from Government

The NSW government realizes that since full fee-paying overseas students in New South Wales are supposed to show sufficiency of funds under visa conditions, they will also not be eligible to avail themselves of travel concessions. However, through this study fare, it will allow these students to benefit by getting a 15% discount on regional rail. These students are also exposed to the adult Opal ticket, which has a weekly cap of fares. Part-time students with disabilities are also permitted travel concessions, but other part-time and correspondence students are not eligible since their study format allows potential full-time employment.

Fare Change Options
Options that are usually available when considering changes to the public transport fare structure in NSW generally include:

 * 1) Indexation to Inflation: Fares may be indexed in accordance with the inflation so that its real value does not diminish over time. In most instances, this will mean raising the fares by a percentage of the annual rise in the Consumer Price Index (CPI).
 * 2) Cost Recovery - The adjustments are made to recover costs of providing services in transport more effectively. This may mean increased fares to cover higher operation costs or investments in infrastructure.
 * 3) Demand Management: Fare changes can be used as a tool to manage demand on the transport network. This can be through, for example, offering off-peak times lower prices of fares so as to encourage users to travel at times outside the busy period, hence distributing the demand more evenly over the day.
 * 4) Social and Policy Objectives: Fare adjustments may also be premised on broader social and government policy objectives, such as improved accessibility to low-income passengers or increased public transport use that assists in easing traffic congestion and decreasing environmental impact.
 * 5) Depending on the mode or distance, adjustments might be made in modality or distance. This could include simplification of the fare structure or the introduction of new fare products that are relevant to a particular user group or travel pattern.
 * 6) Introducing or adjusting caps on daily, weekly, or monthly travel expenses, offering discounts, for instance, off-peak travel, weekends, special passenger categories such as students, seniors, and others.

Social Optimization of Fares
Social fare optimization is the pricing and modification of public transportation prices in order to attain broader social objectives associated with an increase in accessibility, decrease of congestion, and improvement of environmental sustainability. The following are key approaches and considerations in social optimization of fares:

 * 1) Equity and accessibility: Affordability of transport services to all sections of the society including low-income groups, disabled persons, and senior citizens. This can include things such as tiered fare structures, subsidies, or capped fares so that cost isn't a barrier to mobility.
 * 2) Demand Management: Using fare structuring to manage peak and off-peak usage. Cheaper fares during off-peak times can encourage passengers to travel outside of busy periods, helping to distribute demand more evenly and reduce congestion.
 * 3) Integration Across Services: This entails coordination of fares across different modes of transportation (buses, trains, ferries) so that the payment system is simplified, which may encourage the use of public transport against private vehicles. Key in this approach are integrated ticketing systems.
 * 4) Environmental Consideration: Encouraging the use of public transport rather than private transport to reduce traffic, as traffic causes congestion of emissions. This can involve reducing the rate of electric or zero-emission buses and trains.
 * 5) Public consultations: Engage with the community through Public Consultations to understand the people's differing needs and preferences of the various user groups. This can be critical for feedback from the community in designing socially beneficial and widely accepted fare systems.

IPART Role in Fare Setting
The fare setting process for public transportation in New South Wales (NSW) is managed by the Independent Pricing and Regulatory Tribunal (IPART). It involves evaluating transportation costs, aligning them with economic and public needs, and incorporating feedback from public consultations. The NSW Transport Department sets fares below the maximum, while IPART advises on the maximum fare, reviewed every four years. Key considerations include cost-efficiency, consumer protection, social impact, service quality, government funding, and any relevant legal requirements. This thorough process ensures that fare adjustments are fair, informed, and support an efficient public transport system.

Leadership
The main three members of the tribunal are appointed by the premier of as permanent members. Temporary members may be added as appointed also by the premier. The tribunal is led by a chairperson to be appointed from among the permanent members. It is the responsibility of the premier to ensure that members of the tribunal have a knowledge and understanding of economics, consumer interests, and supplier interests.

2020-2024 Maximum Opal Fares

 * Scrapped 5.0% increase fares due to the pandemic.
 * 3-4 day passes, yet to be implemented.
 * Off-peak fares for bus and light rail services (only trains had off-peak rates previously).
 * Integrated fare structure to consider origin and destination points regardless of transport modes.
 * Lower fare options for healthcare cardholders to reduce barriers to participation in the community.

Free-fare travel
IPART considered the viability of a purely taxpayer subsidised public transport. After an extensive review of public transport networks four major cities in Europe (Paris and Dunkirk in France, Tallinn in Estonia, and Hasselt in Belgium, it determined that:

 * Traffic would decrease at most 2-5%.
 * Ridership would increase up 40% immediately.
 * Peak time travel would reach capacity sooner
 * Future operational costs would increase with newly built
 * $1.6 billion lost annual revenue
 * Scheme mostly benefits current non-car users, pedestrians and cyclists.
 * Social activity could increase but with not quantifiable measurement.
 * Higher taxes which neutralises the part of paying for travel.

Public Reception of Current OPAL Fare Structure
Newly introduced 30% discounted fares on Friday for public transport aim to boost city visits and business, receiving mixed reactions due to high living costs. Officials believe the cheaper fares will attract more people to the city, countering decreased commuter traffic from increased remote work.

Petition of travel concessions for international students in NSW
New South Wales (NSW) remains the only Australian state that doesn't offer transportation discounts to international students, unlike Victoria and Queensland where significant savings are available. Despite over 20 years of advocacy by organizations like the Sydney University Postgraduate Representative Association (SUPRA) and the University of Sydney's Students' Representative Council (SRC), little progress has been made. This lack of concession contributes to the financial burden of high transportation costs for many international students, affecting their overall living expenses.

Fare Change Options
In NSW, changes to public transport fares are typically considered to address several goals. Fares might be indexed to inflation to maintain value, adjusted for cost recovery to offset higher service or infrastructure costs, or used to manage demand by encouraging off-peak travel. They can also reflect broader objectives like increasing accessibility for low-income passengers or promoting public transport to alleviate traffic and environmental issues. Additionally, fare structure may be simplified or new products introduced for specific groups, and fare caps or discounts could be applied to support various passenger categories.

Social Optimization of Fares
Social fare optimisation adjusts public transportation prices to achieve goals such as improved accessibility, reduced congestion, and enhanced environmental sustainability. This approach includes making fares affordable for all societal segments, including low-income groups, disabled persons, and seniors, through mechanisms like tiered fares or fare caps. It also involves using fare structuring to manage peak and off-peak usage, encouraging travel outside busy periods to evenly distribute demand. Integration of fares across different transportation modes, like buses, trains, and ferries, simplifies the payment system and may encourage shifts from private to public transport. Additionally, promoting the use of environmentally friendly transport options, such as electric or zero-emission vehicles, helps reduce traffic and emissions. Engaging the community through public consultations is crucial to understanding diverse needs and crafting widely accepted fare systems.

Discussion Questions

 * 1) Should IPART's increase in travel fares for 2024-2028 period be implemented?
 * 2) There are several considerations in the costs of each public transport mode. Can it be possible to have an origin to destination pricing model and if so, how will the fare price be determined?
 * 3) Do you agree with IPART's assertion that free public transport in NSW is not feasible?
 * 4) Opal currently prioritises giving travel discounts to 10 different groups of people from the elderly, to full-time Australian/New Zealand students and people with disabilities. Should IPART prioritise implementing discounts to international students as well? Should any other group receive discounts?
 * 5) Could the impartial nature of this tribunal be improved? Do they truly have the general public's interests in mind?


text:
Transportation Planning Casebook/Melbourne Metro and Suburban Rail Loop

Metro Tunnel
The Metro Tunnel is a 9km long railway tunnel currently under construction under the Melbourne CBD. It will be fitted with five new train stations, each equipped with platform screen doors and advanced signaling.

The Metro Tunnel is being built to bypass the congested city loop around the Melbourne CBD. When Melbourne’s railway network was being developed, there were two main stations in the Melbourne CBD. Flinders Street station was the terminus for trains coming into the CBD from the east, and Spencer Street station (now called Southern Cross) was the terminus for trains coming into the CBD from the west. In 1891, these two stations were linked up by the two-track Flinders Street Viaduct.

This enabled trains to through-run from the east of the CBD to the west. Having Melbourne’s entire railway network linked only by a two-track viaduct quickly led to congestion on the network. To address these capacity concerns, the Flinders Street Viaduct was widened twice more from two tracks to four, and then from four tracks to six. Additionally, the City Loop was constructed to form a ring around the CBD. The City Loop is a set of four separate railway tunnels opened progressively between 1981 and 1985. This enabled trains coming into the CBD to loop around it and then return, which was useful because more trains were coming into the CBD from the east than from the west. The City Loop also saw the addition of Flagstaff, Melbourne Central (formerly Museum), and Parliament stations.

Since the City Loop opened, congestion on the network in the Melbourne CBD has got worse. The City Loop is reaching capacity, which limits the frequency of services on all the lines it serves. This is what the Metro Tunnel hopes to solve. The metro tunnel will provide a new route through the Melbourne CBD, enabling trains to run between the east and west of Melbourne without clogging up the City Loop. The current proposal is to run the Sunbury, Cranbourne, and Packenham (soon to be East Packenham) lines through the Metro Tunnel, creating a direct service between the east and west of Melbourne.

The Metro Tunnel will also include five new stations. ANZAC Station will be located near the shrine of rememberance. Town Hall station will be located at the south end of the Melbourne CBD and will be linked up with the existing Flinders Street station. State Library station will be located on the north side of the Melbourne CBD and will link up with the existing Melbourne Central station. Parkville station will be located to the north of north of the Melbourne CBD and will primarily serve the University of Melbourne. Finally, Arden station will be located west of Parkville station and will serve a new urban renewal project. The Metro Tunnel passes very close to South Yarra station but does not have an interchange there. This has been criticized as a missed opportunity to connect the Metro Tunnel to the trams on the road above.

As of April 2024, the Metro tunnel is predicted to open in late 2024 and the final cost is predicted to be over $12B.

Suburban Rail Loop
The Suburban Rail Loop (SRL) is a 90km rail line currently under construction in the suburbs of Melbourne. It will be Melbourne’s first circumferential line and will provide a loop around Melbourne that does not go through the CBD.

Melbourne has a large train network extending nearly 450km and consisting of over 200 stations. However, Melbourne’s train network is entirely radial. This means that all of Melbourne’s train lines radiate out from the CBD. While this makes commuting from the suburbs to the CBD extremely easy, it makes travelling between suburbs by train extremely hard. For passengers who want to travel from one suburb to another on a different line, they would need to take a train into the CBD and change trains. If the destination is on the same side of the CBD as the origin, then this would mean a huge detour. A transfer would still be necessary even if the stop in question is on the other side of the city, as only the Werribee, Williamstown, and Frankston lines run from one side of the CBD to the other. There are tram routes between suburbs, but they mostly serve Melbourne’s inner suburbs. This means that the only practical public transport option for travel between the outer and middle suburbs is buses. However, many of these inter-suburban bus routes have frequencies as bad as every 40 minutes, and some only operate on selected days of the week.

The SRL aims to fix this by providing a loop through the suburbs from the east of the city to the west. This will make inter-suburban travel far easier and link to new areas previously unserved by rail. The project is split into four phases. SRL East is currently under construction and will link Cheltenham to Box Hill via the existing Clayton and Glen Waverley stations and provide new stations at Monash and Burwood. The next phase is SRL North which will link Box Hill to Melbourne Airport via the existing Heidelberg, Reservoir, Fawker, and Broadmeadows stations. New stations will be built at Doncaster and Bundoora. The third phase is SRL Airport which aims to connect Melbourne Airport to the existing station at Sunshine via a new station at Keilor East. The final stage is SRL West which will connect Sunshine to Werribee. This stage is still in planning, and it is unclear where any new stations will be located.

The SRL has come under fire for its ballooning price tag. The most recent cost blowout has put the cost of the SRL at $216 Billion. This includes construction, and 50 years of operation. The project has also come under scrutiny due to the secretive nature of its development, the timing of its announcement (in the leadup to the 2018 Victorian Election), and the questionable business case. The Victorian Liberal Party has pledged to scrap the SRL if elected, citing the enormous cost. Given that the SRL will take many decades to construct and plans for SRL West are still in their early stages, the future of the project looks uncertain.

As of April 2024, SRL east is currently predicted to open in 2035. The current cost estimate stands at $32.8B and this is estimate is predicted to increase over time.

Poor Planning
The Metro Tunnel's electromagnetic field interference towards nearby medical facilities like the Victorian Comprehensive Cancer Centre and Royal Melbourne Hospital has raised concerns. When experts first became concerned about electromagnetic interference in 2016, data was gathered to establish exact interference levels. If these levels raise additional concerns, the state government might have to spend millions on shielding or reducing train electrical current in certain tunnel sections.

Given the tunnel's projected 2025 opening and the predicted increase in testing diligence, mitigating long-term methods are currently being discussed. MRIs have been moved to lessen the effects, and more hospital wings or floors have been built to protect equipment. Furthermore, urgent imaging requirements will be given priority to maintain the course of treatment. Still, there are issues, especially with the University of Melbourne's and Parkville Biomedical Precinct's sensitive scientific equipment.

The project's environmental consequences statement also mentions various environmental dangers, like asbestos in the ground, vapours in station boxes, and contaminated groundwater. The Melbourne Metro Rail Authority intends to work with contractors to decide how to dispose of and stockpile materials. Critics point to the 2016 decision to designate Domain as the spoil stockpiling site without providing precise location details to support their claims that waiting until after the building contract is granted is misleading or indicative of poor planning. Opposition asserts that proper project planning requires finalising important elements.

Cost Overruns
The Metro Tunnel project in Melbourne, Australia, has faced some challenges, including significant cost overruns and delays. Despite the government's cost-saving measures, such as removing 27 km of high-capacity signalling and limiting other network improvements, the tunnel and station construction phase has exceeded its budget by $364 million. The project's total estimated cost has also risen from the original 2017 budget of $10.7 billion to $12.58 billion, an increase of $1.88 billion.

Nontransparent Planning Process
The development of the Suburban Rail Loop project followed an unconventional and confidential process. It did not involve the state's two most senior transport bureaucrats and bypassed typical channels of involvement from senior planning and transportation officials. Instead, the initiative was led by a group of PwC consultants, and funds were transferred from the Department of Premier and Cabinet to Development Victoria without the latter organisation's board being informed. Oversight of the project was assigned to a deputy secretary within the Department of Premier and Cabinet. Additionally, the most senior transport infrastructure bureaucrat requested a non-disclosure agreement to participate. These circumstances raise questions about government procedures and project development transparency.

An investigation highlights potential consequences stemming from the project's secretive nature and exclusion of public sector professionals. Concerns about the lack of collaboration and information exchange across portfolios and with external experts have been raised, which are deemed essential for comprehensive testing and risk assessment. This casts doubt on the reliability of the project's risk evaluation and management of potential hazards.

The investigation, prompted by revelations of how the Victorian government bypassed its usual bureaucratic processes to initiate the largest and most expensive infrastructure project in any Australian state, underscores concern about transparency and adherence to appropriate procedures in the development of the Suburban Rail Loop project. These findings prompt further scrutiny of the project's transparency and procedural integrity.

Planning Document Background
As the Suburban Rail Loop project was started without any forethought or discussion, it has come under fire for what is seen as a lack of strategic vision. To effectively direct government responses to urban expansion, experts stress the significance of a thorough metropolitan planning strategy, especially in light of the significant financial commitment necessary.

Additionally, there are concerns regarding alignment with planned transportation networks due to the lack of orbital rail in the 2017 document "Plan Melbourne: 2017 – 2050," which the Premier claims inspired the Suburban Rail Loop. The exclusion of an orbital rail project from Infrastructure Victoria's 30-year infrastructure vision, which was unveiled in December 2016, highlights this disparity even more. These differences indicate a mismatch between the proposed Suburban Rail Loop and current planning frameworks.

Although the government intends to expand neighbourhoods and establish new activity hubs based on the Melbourne Plan, other experts contend that other, more affordable measures, including a medium train and bus system, would be adequate. But it's important to understand that the Suburban Rail Loop is more than just transportation infrastructure—it's a foundation for city-shaping projects.

In conclusion, the Suburban Rail Loop project broke away from earlier strategy papers and arose in the middle of subpar metropolitan planning. This calls into question the project's conformance to more general goals of urban development as well as the coordination of government initiatives.

Technical Design Aspect
In relation to station spacing and accessibility, passengers may have to walk a considerable distance between lines at stations where Melbourne's current rail network intersects, and preliminary plans suggest that important stops throughout the first stage of the loop may be far from the main hubs they are intended to service. This comment has appeared as the small number of proposed stations—just 15 throughout the whole loop, with an average distance of six km between them—is cause for alarm. The arrangement casts questions on the system's usability and accessibility for those who live close to the route, as large populations may be left underserved by the stations that are close by. For example, in the first stage, the stations between Cheltenham and Clayton are eight km apart, meaning that almost 200,000 people live between these sites with limited access to stations. Although the Suburban Rail Loop is intended to link major centres, its ability to benefit the surrounding community is still up for question.

Feasibility & Business Case
The Victorian Auditor-General criticised the Suburban Rail Loop's business case, pointing out that it did not satisfy normal investment standards, evaluate alternatives sufficiently, or calculate benefits appropriately. Instead of following Infrastructure Australia's recommended benchmark of 7%, the Suburban Rail Loop economic appraisals employed a discount rate of 4%. This disparity in discount rates affects how future project expenses are calculated and prompts more investigation into the project's financial components. Furthermore, the Victorian Auditor made the calculation of the benefit-cost ratio (BCR) with the recommended discount rate, and it was between 0.6 and 0.7. This indicates a likely nett social cost, despite a BCR greater than 1 indicating predicted nett societal benefits.

Another issue has also appeared: the worries about the project's location and possible effects on commuting times. They contend that the project's emphasis on remote, low-density locations with significant automobile ownership and travel lengths casts doubt on its viability. The absence of sizable employment centres close to the planned stations raises additional concerns about the project's viability. The business case's partial submission to the state government further erodes trust in the project's sound economic justification.

Cost Overruns
When the Suburban Rail Loop project first became public in August 2018, it was estimated that developing its 90 kilometres would cost $50 billion. However, projections of the costs skyrocketed, going as high as $125 billion.

According to a thorough 400-page business and investment case published in 2021, the project's east and northeast phases are expected to cost $50.5 billion. Notably, the SRL North segment's cost was excluded from this scenario.

In a report conducted in August 2022 by Victoria's Parliamentary Budget Office (PBO), building the project's first and second phases will cost $125 billion by 2084–2025. This estimate is consistent with the $30 billion to $34.5 billion government projection in the 2021 business case. However, details regarding the cost of the SRL West section—which connects Melbourne Airport with Werribee—weren't included in either the PBO research or the government's case.

The state opposition requested a fresh analysis in March 2024, which revealed that the project's first two phases would cost an astounding $216 billion to build and run. This updated estimate, based on the 2022 research, estimated the construction and operating costs for the first two stages at $200 billion.

Funding
The federal government was supposed to pay one-third of the project's total cost. Still, it has clarified that it would only contribute the $2.2 million originally set aside for the tunnelling phase. This leaves a sizable financial gap despite the government's claim that the first stage would be supported by a combination of state and federal contributions coupled with value capture, which would lessen the burden on taxpayers.

The Federal Government released a new infrastructure policy statement that seeks to realign federal spending priorities to support more funding for projects that support housing availability. According to this policy, a project must meet certain requirements to be deemed nationally significant and qualify for federal assistance. These requirements include having a minimum worth of $250 million, connecting to important freight routes, or aligning with larger national goals like housing or essential minerals. Therefore, the federal government would not contribute more money unless the SRL project was judged to align with the policy.

Creative Funding
The project financing plan relies heavily on public-private partnerships and realising enhanced asset values. However, concerns have been raised about the feasibility of these methods covering project costs without increasing the financial burden on taxpayers.

Economists and property tax experts caution that the proposed funding mechanisms outlined in the business case may not generate sufficient revenue to cover government operating expenses. These proposals, scheduled to take effect in 2025, include a stamp duty supplement for commercial property, payments from developers of residential real estate, and a tax for commercial parking.

The project aims to generate $11.5 billion in revenue for the government through value-capture levies on properties benefiting from the project. However, the Victorian Auditor-General's Office doubts this target will be achieved. Analysts suggest that implementing broad-based fees, such as a broad land tax or 'betterment levy,' on all businesses and individuals would more effectively capture the project's benefits.

Marion Terrill of the Grattan Institute expresses concern that the project's limited levies and developer fees might discourage the investment it aims to promote. This underscores the need for a comprehensive funding strategy that fairly and efficiently addresses the project's financial challenges.

Timeline and Delivery
The project is expected to be finished in 2081, assuming the future Premier will fulfils the commitment. Only the eastern part, which runs from Cheltenham to Box Hill, is under construction; completion is scheduled for 2035. The government has stated that succeeding administrations will decide whether to proceed with the next phases.

The Government emphasised that these undertakings are long-term in nature, characterising them as bold and progressive projects intended to meet Victorians' requirements in the present and the future. Andrews, as the Premier that introduce the project, explained that although his government would start the project, it would take longer to complete than it would. This multi-decade timeline emphasises how long-term the project is and how worldwide cooperation is required to see it through to completion.

Seamless Integration
Initial designs for six stations along a 26-kilometre tunnel from Cheltenham to Box Hill are an issue of concern. Stations such as Monash, Cheltenham, and Burwood are particularly significant because they are situated across from major train stations or activity centres. This raises concerns about commuters traversing dangerous roads without designated pedestrian walkways. Whitehorse Mayor Andrew Munroe questions the government's commitment to a "seamless interchange" at Box Hill because it is thought that the project's scope does not include the construction of an underground pedestrian connection.

The proposed Burwood station, which would be located across from Deakin University, is especially worrying since it raises questions about the safety of students crossing the street. The university demands a grade-separated crossing; the council wants an underpass. Likewise, Kingston Mayor Steve Staikos objects to the first designs for Cheltenham station, pointing out that there aren't enough exits and that it would be a long walk to the terminals.

Given the Monash station's location above Normanby Road, experts advise placing it in the centre of the university campus. Monash University supports an entry south of Normanby Road to protect students crossing the busy road in front of the Monash Waste Transfer Station in the industrial region.

Narrative
Melbourne, known for its extensive rail transport system, has encountered substantial obstacles in preserving and extending its network to accommodate the needs of an increasing population and a changing urban landscape. The Metro Tunnel and the Suburban Rail Loop (SRL) are two significant projects.

Metro Tunnel
The Metro Tunnel project aims to alleviate congestion in Melbourne's CBD by constructing a 9km tunnel that will serve as a direct route for trains passing between the east and west of the city. This tunnel has been constructed to address the constraints of the City Loop. Despite being a groundbreaking solution in the 1980s, the City Loop has become overcrowded, resulting in reduced service frequency and delays.

The Metro Tunnel project encompasses the building of five new stations that are equipped with modern safety features, including platform screen doors and a state-of-the-art signalling system. Nevertheless, the initiative has encountered certain challenges. There are concerns regarding the potential electromagnetic interference that may occur with medical equipment in neighbouring facilities such as the Victorian Comprehensive Cancer Centre and the Royal Melbourne Hospital. These problems emphasize the unexpected intricacies of urban infrastructure projects, especially those located in heavily populated city centers.

The project's expenses have also increased, with cost overruns amounting to nearly $1.88 billion beyond the original budget, highlighting the inherent unpredictability of large-scale projects.

Suburban Rail Loop
It was proposed in August 2018 by Prime Minister Daniel Andrews, is a comprehensive initiative aimed at linking Melbourne's suburbs directly, eliminating the need to pass via the CBD. The purpose of this 90km loop is to enhance cross-suburban transportation and will be implemented in stages. The initial phase, known as SRL East, will establish a connection between Cheltenham and Box Hill.

The development phase of the SRL experienced criticism for its private planning process and cost overruns, which resulted in a lack of transparency. Additionally, there was widespread dissatisfaction regarding the economic basis of the project.

The SRL project has been compromised by challenges surrounding its development process. The criticisms mostly centre around the lack of transparency and unconventional approaches employed during its development, which involved avoiding traditional regulatory procedures and extensively relying on consultation with private experts. This approach has resulted in close examination of the project's effectiveness and its compatibility with broader transportation plans in Victoria.

Implemented measures to enhance project disclosure and community participation have been employed to enhance transparency and foster confidence among stakeholders. The planning process was modified to include a greater amount of input from the public and experts.

The cost estimations for the SRL have been remarkably high, with latest estimates indicating a price of over $216 billion for only the first two phases. These concerns have sparked much concern regarding the project's viability economically and the potential burden it could place on future generations.

Stakeholder viewpoints
Government officials perceive these projects as crucial for ensuring the long-term viability of Melbourne's infrastructure.

Community leaders have expressed concerns on the environmental effects and disruptions to the community.

Residents displayed ambivalent sentiments, weighing their fears about potential disruptions against their anticipation of enhanced mobility.

Challenges and Solutions
Metro Tunnel

Challenges: The project encountered technical and environmental obstacles, such as electromagnetic interference with local medical facilities and worries regarding asbestos and contaminated groundwater during construction.

Solutions: The implementation of mitigation measures included the transfer of delicate equipment in hospitals and the implementation of strict environmental monitoring to effectively handle and dispose of dangerous substances in a responsible manner.

The Suburban Rail Loop

Challenges: The development phase of the SRL experienced criticism for its private planning process and cost overruns, which resulted in a lack of transparency. Additionally, there was widespread dissatisfaction regarding the economic basis of the project.

Solution: Implemented measures to enhance project disclosure and community participation have been employed to enhance transparency and foster confidence among stakeholders. The planning process was modified to include a greater amount of input from the public and experts.

Analyzing Impact
Economic: Thousands of jobs created, local economies boosted by better accessibility and fresh business prospects.

Social: Better quality of living with shorter commute times and more connectedness.

Environmental: Issues include how building debris is managed and how long-term such massive infrastructure projects can last.

Project Milestones and Events
Metro Tunnel:

In 2016, there was an announcement made and development began.

The expected completion date for the project is 2024, with continual modifications being made to handle electromagnetic issues and other unforeseen obstacles.

The Suburban Rail Loop:

2018: Announcement of the project.

2022: The year in which groundbreaking and the start of initial construction activities take place.

In 2035, the SRL East will be opened in a planned and specific manner, with other phases to be implemented later as part of Victoria's Big Build project, specifically in 2024b.

Discussion Questions

 * To what extent has the stakeholder involvement process proven to be successful for these projects? What other measures may have been implemented to enhance transparency and foster public confidence?
 * How flexible and scalable are the Suburban Rail Loop and Metro Tunnel projects? What impact is anticipated on Melbourne's urban regeneration and development from the Metro Tunnel and Suburban Rail Loop?
 * What were the primary factors contributing to the cost overruns encountered during the Metro Tunnel project, and what were the repercussions on the project's schedule and public image? Analyze the financial management tactics implemented in order to prevent additional escalations.
 * What modifications to policy are required to facilitate the effective execution and functioning of these initiatives? Should these policies consider matters such as financial support, management, and continuous upkeep?


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User talk:103.28.246.42

April 2024
MathXplore (discuss • contribs) 06:29, 21 April 2024 (UTC)

title: User talk:103.28.246.42


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User:Cuber2020

Hi

title: User:Cuber2020


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Template:MusicScore

Example
  produces

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Guitar/Simple three-quarter beat

Original page translated by Google

=The simple 3/4 beat=

If you come across a song in 3/4 time, you can simply use the following beat.

With 3/4 time you have a different rhythm. You always have to count to 3 and not to 4. Experience shows that beginners always have problems switching from 4/4 time to 3/4 time and vice versa.

Whether it is 4/4 time or 3/4 time, you just have to count it out. Either it works to always count to 4, or it works to always count to 3.

It is easier if you can find the information in the song itself, or if you can find the time signatures in the musical notation.

 * The 3/4 time
 * The 4/4 time
 * or

If necessary, a 6/8 time can also be accompanied with the 3/4 beat, although you will learn more suitable strumming or plucking patterns for the 6/8 beat later.
 * The 6/8 time

Example

 * //: D - - - G - D - :// //: A G D - :// (3/4-Takt)
 * 1)  © //:G - D - C D7 G D (4x) G - C - G - D - (2x) C D G -:// 3/4 time (original capo 2nd fret) The C comes in the next lesson.

title: Guitar/Simple three-quarter beat


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User:Peteosx1x

User : Peteosx1x

title: User:Peteosx1x


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User talk:41.122.71.142

April 2024
MathXplore (discuss • contribs) 13:06, 21 April 2024 (UTC)

title: User talk:41.122.71.142


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User talk:2804:498:FC07:7F00:95AC:DBB3:8EAD:75FE

April 2024
MathXplore (discuss • contribs) 13:06, 21 April 2024 (UTC)


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User:TimBorgNetzWerk/sandbox

Work in Progress:

 * Thesis Writing Guide
 * See Reading room/General
 * See also further down below in this sandbox.

This page here (User:TimBorgNetzWerk/sandbox) is an intermediate landing place for any information related to a BorgNetzWerk wikibook project.

Keywords

 * Caption above tables and below graphics
 * Caption above tables, code and ... | Caption below graphics
 * How do you cite edited and reconstructed graphics?
 * Use PDFs over images wherever possible: Zoomable, searchable text, ...

In which style should the book be writen?

Narrated by an unnamed author, and adressing the author.

Allow for guest editors to say "I made a mistake here that I ..."

Links
Try to use the short-links: Precision_and_recall = https://en.wikipedia.org/wiki/Precision_and_recall

Note, apparently, the visual editor does some of this automatically already. Particularly around links, this is sometimes weird: - https://en.wikipedia.org/wiki/Precision_and_recall

https://de.wikibooks.org/wiki/Hilfe:Links/_Interwiki-Links

Citations:

https://en.wikipedia.org/wiki/Help:Footnotes#WP:NAMEDREFS

Use  to reuse the same reference.

Wiki-Structure
We need

 * 1) a landing page where new people can arrive and note their interest. This should also allow them to drop their bits of knowledge, inputs, interests, ... - in whatever way, unstructured as it may be
 * 2) Especially for reference material, interesting links like https://academia.stackexchange.com/ etc.
 * 3) A tool section / landing page, where you get send to if you click on any tool inside the book - like a glossary.
 * 4) Therin explain Tools like https://overleaf.com/, https://zotero.org/,  https://orkg.org/, https://code.visualstudio.com/ - but just in terms of "how do i get the most out of them for my thesis" ...
 * 5) A foundational section Methods and Measurements, e.g. what to do when you prepare / evaluate a survey, or validation in general. Keeping this really short, just to draw attention to what should be done. Extensive work can be linked to or created in addition.

Write the Wikibook itself in thesis style
We could write the whole book like a thesis:

 * 1) Introduction
 * 2) Motivation
 * 3) Goal
 * 4) Research Goals/Questions
 * 5) Structure
 * 6) Background
 * 7) Requirements
 * 8) Scientifc Method
 * 9) Tools
 * 10) Writing styles
 * 11) Citation
 * 12) Structuring the thesis
 * 13) Chapters
 * 14) Related Work
 * 15) References, other guides
 * 16) Approach Soft style break here. Technically, everyone should be satisfied with Background and Related work. The rest is for people interested in the project.
 * 17) Validation  How can we make sure this Book is high quality?
 * 18) Link to potential for feedback, addition, collaboration -
 * 19) request scientific evaluation,
 * 20) spread, ...
 * 21) Results
 * 22) Actual feedback, findings, reviews
 * 23) Potential for personal additions
 * 24) Discussion
 * 25) Reviewing the project and results
 * 26) Document internal discussions on a meta-layer
 * 27) Conclusion
 * 28) Future Work
 * 1) Future Work

This idea might be benefitial, but potentially, it could also break what the book is ment to be. In the end, most of why people will come here will be a sub-sub-chapter, and the layouting will be hurt because of it. Having those two things separate might - after all - be the better call.

title: User:TimBorgNetzWerk/sandbox


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Cherokee/Accessibility

This site is dedicated to continuously monitoring and improving accessibility features so that everyone is able to learn the content with as few obstacles as possible. We welcome comments, concerns, or questions about accessibility on the Discussion page associated with this page.

title: Cherokee/Accessibility