text:
Transportation Deployment Casebook/2023/London Underground

Pre history - before 1854
Railways have been existing in different forms in United Kingdom (UK) since the 16th Century. During the initial days, tracks were laid using wood and cars were drawn using animals such as Horses. In the 18th Century, further developments to the lines were brought and the wooden tracks let go for a much effective iron track. In 1807, the first Passenger Carrying Public Railway line opened in Oystermouth, which used horse drawn cars on the existing track. In 1830, the Railway between Liverpool and Manchester which was underdevelopment from 1824 was opened for service. There was much resistance to this development by the existing Canal operators who saw this as a competition to their operation. Liverpool and Manchester service used Steam locomotives to carry passengers between the two cities. This allowed customers to travel between the two cities in a much shorter time span, thus the passenger demand for the originally freight shipping targeted railway was greatly high when it opened. The Liverpool and Manchester railway altered the common carrier concept as well, with the railway required to both own and operate the equipment in order to manage the locomotives and schedules. Using the technical knowledge that they had gotten from tram and wagon service experience, they built freight cars and first class cars for the railway services. In 1833, British Parliament gave the approval to construct a new railway line between London and Birmingham which opened in 1838 and took 5 and half hours to complete the journey. During this period of early 19th century, few other modes of public transport existed in London. These include Stagecoach services in the city to nearby villages as well as river taxis that utilized the natural rivers and canals in London. However, most of these services were expensive which made Public transport something that the average working class at that time could not afford. In 1828, George Shillibeer launched an Omnibus service which utilized Horses to draw a bus. However, these were not cheap either with it being affordable only from the Middle class people onward.

Beginning - 1854 to 1863
In the year 1854, Metropolitan Railway (MR) was formed and was given the power and directive to construct an underground railway, which would be a feat the world had not yet seen at this point in history. Works on this project were started, and by the dawn of 1863, they were poised to open the first railway line. The line was 6km long and was operated using steam engine trains. London welcomed the first underground rail network in 1863. It originated with a 6km line operating. On the opening day alone, the Railway line catered to 36,000 people, which lead to a total of 9.5 million catered by the end of the year.

Expansion - 1863 to 1899
After the immediate success of the first railway line, requests for expansion of the railway lines started to flood into the British Parliament. As a result, District Railway (DR) was incorporated in 1864 and was tasked with working with MR and expand the service lines. With the radical development of tunneling technique by Marc Brunel and Isambard Kingdom Brunel in the mid 19th Century, the Railway operators were able to dig deeper underground. This benefited them with cheaper costs and allowed them to construct without affecting the life at street level. Using Electric locomotives, the 1st deep level underground railway line in London was opened in 1890. This line was 10.5km in length and was operated by City and South London Railway (C & SLR). During the latter half of the 19th Century, numerous Railways were incorporated and were operating in London. Some of these include:
 * District Railway (DR)
 * City and South London Railway (C & SLR)
 * East London Railway (ELR)
 * Central London Railway (CLR)

By the end of the 19th Century, the Underground Railway system which started with 9.5 million a year was catering around 112 million customers a year. This could be contributed to the expanded network lines and services.

Redesign - 1900 to 1944
By the beginning of the 20th Century, London Underground Metro lines were in dire need of converting from Steam Locomotives to Electric to operate their lines as the steam was filling up the stations and affecting the customer journey. As a result, two of the major Railways of the time, MR and DR joined in 1901 to covert their lines to Electric. By mid 1905, both MR and DR were operating electrified lines. After the investments and acquisitions into London Railways by American Investor Charles Yakes at the beginning of 20th Century, Underground Electric Railways Company of London Limited (UERL) was formed in 1902. Yakes was one of the investors behind the drive by DR for electrification during this period as well and had built Power stations to provide electricity to both existing DR lines and new UERL lines. By this time, the number of individual railway operators were dwindling due to amalgamation and mergers with other railway operators in order to stay afloat in the business. During this time, a joint Branding and Marketing effort by the companies were made to increase the ridership of the underground railway network, where the term "London Underground" was first used as a consolidated marketing tool.

During the period of the first World War (WW1), traffic increased amongst the customers and Women were temporarily replacing Men in Male-centric jobs in the railways, such as Guards, Clerks and Cleaners. The Underground stations were also used during as shelters during the bombing raids of London during the war.

Post WW1, there were increased government capital available for employment-centric investment and business, hence there was an increase in the Railway lines being built and opened. MR, who still was not a part of UERL took another approach for suburban development by developing housing near its Railway lines. They had launched their moniker "Metro-Land" to promote housing and development in the suburbs centered around the train lines of MR.

In 1933, UERL which was the consortium using "London Underground" and MR was merged and a new Public Corporation named London Passenger Transport Board (LPTB) was formed. LPTB planned and aimed to modernize and and extend the network further. Upgrades were carried out to revamp the existing carriage infrastructure and lines till the start of the 2nd World War (WW2). The tube stations were again used as Bunkers during the war, but there were more damages to the stations during WW2 than in WW1 which had resulted in more casualties as well.

Post WW2 - 1945 till 1999
After the end of WW2, the services were resumed with moderate expansions to the service lines as well. That was till 1948 when the government nationalized the Railway networks which lead to the abolishment of LPTB and the formation London Transport Executive (LTE) which was under the British Transport Commission (BTC). This meant that for the first time since its introduction, the Underground Railway lines were the direct control of the Central Government. BTC and LTE abandoned the previously set plans by LPTB and focused on the expansion of the National railway lines instead. However, further line electrification and renovations were continued during this period as well. In 1970, the responsibility of managing Public transport was moved from the mandate of Central to local government, which lead to Greater London Council (GLC) taking control of the Underground Railway network and its operations. GLC established a new LTE which managed London Underground services till 2000.

Dawn of 21st Century - 2000 onwards
In the year 2000, Transport for London (TFL) was established and introduced to manage the public transport services. TFL reorganized London Underground structure with a Public - Private Partnership (PPP) being established to manage separate functions of the operation and fund the renovation of the Railway services. Till date, there have been numerous upgrades brought to the Railway network, with the introduction of new trains, upgraded stations and improved accessibility. Electronic ticketing mechanisms were also introduced which were further improved with the acceptance of contactless bank cards. The ridership of London underground kept hitting higher than before, with the record 4.8 million customers using the service in December 2015. With the sudden plague of Covid 19 that hit the world in 2020, London Underground was affected heavily as well. Passenger numbers reached a near all time low during the April and May of 2020 and continued to be affected with the lockdown and travel restrictions measures that were put in place in 2020 and 2021. Gradual improvements are found in 2022 but the numbers are yet to reach the heights that they were prior to the arrival of Covid 19.

Lifecycle of London Underground
London Underground had continued its expansion of railway lines as well as closure of some line till date, with a new new extension project completed and opened in as late as 2022. The service that started with 9 Million passengers annually had grown to one that catered over 1300 Million passengers annually (prior to Covid 19). Due to the unavailability of the accurate information of customer journeys from 1865 to 1990, the lifecycle is analyzed based upon the number of railway line expansions (new and existing lines) carried out during the period, policies by Railway operators and government. From 1991 till 2022, annual passenger data available has been incorporated in the analysis.

Birthing - 1863 to 1980
London Underground opens its doors in London in 1863. During its initial year, a total of 9.5 Million Customers used the services. This number increased to 12 Million in the following year of 1864. This was the period where Underground Railway lines were being established, with the majority of these lines acting as the stepping stones for further expansions in the future.

Growth - 1981 to 1920
This period included lots of development in the London Underground history such as the development and opening of the Central Station, large expansions of track and railway lines, replacement and conversion of the existing Steam Rails to Electric in majority of the railway lines as well as development of suburbia around the areas the railways were extended to. The start of WW1 lead to a sudden drop of commuters.

Maturity - 1921 till date
By the end of the WW1 and the start of new decade (1920s), majority of the dozens of railway operators present in the market were struggling financially to be afloat, thus lead to numerous amalgamation of multiple railways. The expansion effort of railways slowed down as well and came to an end by the end of 1920s. In 1933, the remaining Railway operators were amalgamated and LPTB was formed. The direction of LPTB was to improve the existing infrastructure of operations rather than further expansion. This include upgrading the carriages and stations and converting the remaining few steam engine lines to electric. When London Underground was nationalized after WW2, the directive remained same, with the policies aimed at service improvement rather than further major operational expansion. However, critical railway expansions still continue such as connecting lines to new Terminals at Heathrow which are done on new requirement basis rather continuous expansion. From the passenger the Annual passenger movement data available from 1991 onwards till 2022, we can identify that the passenger movement numbers overall kept on increasing. It reached a stable maturity at the range of 1300-1400 Million passengers per annum from the period 2014 till 2019, with the peak coming in 2018. From 2020 onwards, the impacts of Covid 19 can be strikingly visible from the numbers alone. The commute numbers have risen gradually afterwards till 2022, but the numbers are yet to come to the range that it was prior to Covid 19.


text:
Multilingual Dictionary

Multilingual Dictionary: Living Together in a Refugee Camp

This is an unusual dictionary. It brings together words and expressions commonly used by people who have been forced to live in refugee camps.

They’re common, various, random, multilingual, surprising or ordinary, invented or already existed, they’re without hierarchy, they’re breaking the borders between the different communities.

They’re created, repeated many times and in some cases modified by the people who have been passing through this island during the years.

They bring the accumulation of different feelings and emotions like hope, despair, sadness, anger, struggle, will to transform, joy and the insistence of living and staying alive by gushing out of the cracks with the strength of resistance.

The writers of this dictionary are people who experienced these conditions in first person and activists living in Lesbos Island. The dictionary is now open to contributions from new users with diverse experiences of living together as migrants.

Afm

 * The tax number which allows you to work in Greece. You can access it only if your asylum case is accepted.

Ali Baba

 * A story about a man who is like a Robin Hood.
 * Common in the Arabic world, he’s stealing for giving to others.
 * In the camp when you lose something, or something is stolen from you, you say it’s “Ali Baba”. For example, a person goes to the police and says “My telephone is Ali Baba” and the police will understand.

Ausweis

 * A German word used for the provisory identity cards given to asylum seekers.
 * When the police stops you in the city, the first thing they ask is to show your “Ausweis”.
 * It’s called also Sebarga by the camp residents.

Baby

 * A word used by women when they go to ask for papers from NGOs while they’re holding their babies.
 * Whenever the police is attacking a young asylum seeker, the other observers usually say “Baby”. It means the person is minor so the police should let him go.
 * During the pushbacks people are showing their children and saying “baby, baby” to the coastguard.

Baby food

 * Women having newborn babies that need milk, they are going to NGOs and Euro Relief and just say “Baby food”.
 * When the Roman community of the island sees the NGOs for refugees around, they also go and ask them for food in these ways: “Baby milk”, “Baby food”.

Bi sarparast

 * Single parent women

Bro

 * Brother

Cheepro (Tsipo(u)ro)

 * A heavy alcoholic Greek drink which was sold also inside the Moria camp causing many fights between different communities.

Coast guard

 * A group of people who are pulling or pushing back the people in the sea sometimes even after they arrive in Greece putting their lifes at horrible risk.
 * They usually use life rafts, put the migrants inside and push them to Turkish waters.

Çabuk Çabuk

 * The expression means “fast fast” and its known by different populations of the camp as they were workers in factories in Turkey before coming to Lesbos. This expression was used by our bosses in order to make us work faster in Turkey.

Daktar (Doctor)

 * There were always hundreds of asylum seekers with different health issues in front of Kitrinos or MSF (office of "Doctors without Borders"), and they were saying that they needed a daktar.

Dokhan
cigarettes.
 * Means cigarettes. We were using this word to ask each other from the rooms in the detention center if we have

Doost

 * It means friend in Farsi
 * It emphasize that we’re all good friends.

Emmanuel (the lawyer)

 * A lawyer who became very famous in Moria camp. He was known by everyone as he was promising asylum papers to everybody. He took a lot of money from people and disappeared.

Euro Relief
more allowed in Europe.
 * The manager of the camp, a missionary NGO which is here to convert people to Christianity, a religion with which you’re
 * If you are a “good refugee” for Euro Relief, your asylum is most probably guaranteed.

Fire

 * A catastrophy which can happen very easily in a refugee camp as there is no proper heating system and people find their own ways for not freezing.

Food
Sometimes chickpeas. The bread is not bad.
 * In the Moria camp it’s something you were waiting for four hours. When you get your breakfast, it’s already time to go in line for lunch. After 4 hours waiting again for your lunch, you need to eat fast and go again to start the dinner line.
 * Breakfast, lunch, dinner or any single thing to eat (cake, bread, nuts) is called food.
 * Breakfast is an empty croissant which pretends to be a chocolate one, and sometimes small package of nuts and a small juice.
 * Lunch which is also your dinner is not fresh (almost expired) raw (not cooked) chicken and rice. And horrible salad.

Food line

 * There were 4 food lines, now three. Yellow, red, blue and before there was also green. Each section should go to their proper food line.
 * It’s a special location in the camp to describe where you’re.

Freedom/Azadi

 * When people were in the streets after the fire in Moria Camp, without food, water, a place to sleep and they suffered a lot they decided to have a big demonstration and all of them from different communities were asking for freedom. Even children and kids who just learned the meaning of it participated.

Gharanteena (Quarantine)

 * The big tent in Moria camp for the new arrivals. People need to spend at least 2 weeks there when they arrive.
 * In this tent there were always people with a photo on their phone and a name to ask to find their lost children or relatives among the new arrivals.

Habibti

 * It means “my love” in Arabic.
 * As an Afgan woman, when you see another woman from Irak, Syria or Somali you just call them “habibti”, which means “my love”, “my dear friend”.
 * If it’s between men it’s “habibi”.

Hey, let’s go

 * When the children playing in the camp see some large vehicle of transportation (as a truck), they immediately try to find a place on it for themselves wishing that this will bring them to Germany to join their friends. When they are on it they scream these words: “Hey, let’s go”

How many times did you try?

 * This is a typical question asked by a migrant to another migrant in order to know how many times this person had experienced pushbacks before arriving to the island.
 * In these days there are only few people on the island who arrived without having experienced a previous pushback.

Interview

 * In order to get the asylum everybody needs to answer some questions about their life and the reason why they came.
 * Interviews can take around 6 hours and they can ask you about very sensitive topics, as for example about your recent traumas. They’re measuring your pain as a criteria to be accepted.
 * In the case of rejection you have another chance to try; the life in the camp means waiting for your next interview date.

Iranigak (from Iran)

 * A word used to humiliate people from Afghanistan who were born in Iran and decided to live in Iran.

Isobox

 * They’re containers which are in better conditions than the tents.
 * They’re warmer, they have electricity.
 * During the winter they’re wet after it rains, but still everybody dreams to move from the tent into an isobox.

Kelepno (Kleepno)

 * In Moria camp it was the only place to claim for vulnerability and it was very hard to get an appointment. We were using the word "Randevo" to ask for an appointment there.
 * George office was also known by everybody. It was next to Kleepno and since it was inside the fence where minors were kept, we used this term to let us enter the location.

Khodafez

 * It means “goodbye” in Farsi and it’s used by all the communities in the camp.

Khalas / Tamam

 * "Khalas" in Farsi and "Tamam" in Turkish have the same meaning.
 * They mean “okey”, “it’s finished”.
 * They're mostly used when someone gets positive news after their interview. Examples: “Moria khalas”, “Moria tamam”.

Khareshtak

 * Scabies

Kheime

 * A Farsi word for "tent"

Kooni

 * This is a word to address gay people in the camp; those who have a “passive” role in sex. This title would justify any violence, harassment, rape, verbal and psychical violence, sex.
 * Iranian people also use this word. Whenever the police captured you as a gay in Iran, they could keep you in detention for many days with many people. They would call you “kooni” in front of everyone. It would give others any permission to manipulate, touch and harass you.

Job

 * In the conditions of Lesbos it’s something very impossible to have for a migrant.
 * NGOs working in the camp are hiring migrants under the name of “community volunteers”.
 * According to the report by Legal Centre Lesbos, some migrants are “working for three shifts for different NGOs operating inside the camp and survive on the 20-euros supermarket coupons and 12-euros mobile top up cards given to them in exchange for their services”.

Levele Afreeghee (The Africans Level)

 * It used to refer to the isobox in which the majority of people were from African countries.

LIDL

 * Every time the police stops refugees on their way to the town, we say “LIDL”. We meant that we’re outside just to go shopping.

Malaka

 * One of the most common expressions in the Greek language used at the same time as a form of insult and a way of showing affection.

Manestar (monster)

 * This energy drink is very popular in the camp during the hot summers.

Me crazy

 * The most commonly used term to say when someone needs a psychologist in front of the clinics Kleepno, George Office and MSF (office of "Doctors without Borders").

Me Muslem/Ana Muslem (Arabic)

 * It is used to emphasize that we are all Muslims and believe in God.
 * Mostly used to stop arguments and fights since people were speaking in different languages.

Merci/Teşekkür/Thank you

 * Everyone in the camp know and use one of these words for thanking.

Moria finished / Bye bye Moria

 * These two expressions were used by all the migrants after the camp was destroyed by a big fire.

Movement

 * It used to refer to an NGO inside the camp called "Movement on the Ground".
 * This organization is famous to make migrants work for free. Almost half of the camp has worked for them with endless shifts for small coupons of food. They are called as “community volunteers”. According to the Western workers of this NGO, the migrants are bored and there is nothing better to do for them. So that should be ok. People believe working as a community volunteer may help them leave the island. We know it never happened.

My friend

 * Inside the camp when you want to say something to someone, it doesn’t matter that you know that person or not. You call everybody “my friend”.

Namayanda

 * Community representatives or delegates.
 * They’re responsible to listen the problems of their communities and bring it to the authorities in the camp.
 * They were chosen through election.
 * In Moria there was also a Jungle representative which was an independent zone.
 * They’re also known as community leaders and there are times when they’re together in collaboration with police against their communities. They contribute spreading the culture of espionage and calumniation between the migrants within the camp.

Nasvare Watanee

 * Homemade tobacco

No good
good”.
 * Everything which doesn’t work is described in few words: no good. Examples are, “Moria no good”, “Food no good”, “Camp no good”, “Turkiya no

No fight

 * When someone tries to separate fights between the communities but doesn’t know the language of all, they just say “no fight”.

No khook
because of the bad taste. And they were saying “no khook” to the food distributors.
 * It means "no pork".
 * In Moria camp, once a week the food was sausages with uncooked rice. Asylum seekers hated this food and were wondering if it was pork or not

No line no food

 * There are always some people who don’t respect the food line and the Greek police uses this sentence to tell them to be in their line to deserve something to eat.

Palet

 * Wooden pieces that everybody was looking for in order to put them at the bottom of their tents to prevent cold and wet.

Paper police

 * The document that everybody receives when they arrive to Lesbos and register at the camp.
 * Every time you need to go out or enter the camp you need to show this paper.
 * When people receive a rejection after their interview, their police paper expires.

Paracetamol

 * Whatever health problems you have (headache, stomachache, back pain, toothache) doesn’t matter, if you go to the clinic in the camp they will give you Paracetamol.

Prison

 * Common term used by migrants to refer to the camps.
 * With the excuses of Covid restrictions the prisons strengthened and we were allowed to go outside only once a week for 3 hours. This was planned in order to segregate us by local people and tourists of the island.

Problem

 * It’s used for everything which is not working well.
 * “Camp is problem”, “Interview is problem”, “Weather is problem”, “Going outside of the camp is problem”, “Electricity is problem”

Rain

 * A natural phenomenon which causes moisture at the bottom of the tents where people sleep. As a consequence people suffer from chronic back pain and wearing wet clothes the day after.
 * Can cause small lakes and rivers in the common living spaces sometimes.

Salam

 * Both NGO workers and migrants in the camp use this word to say “hi”.

Sekshen (Section)

 * It was referred to the safe zone that was surrounded by fences and where the unaccompanied minor children were staying in Moria camp.

Sharj (Charge)

 * The item that the new arrivals are always asking in order to find a place to charge their mobile phones. Mainly inhabitants of isoboxes have it.

Shastonoh (69)

 * In Moria some tents had very loud music and a sex worker inside. Asylum seekers used this number to ask for the location.
 * The sex workers were mainly forced to do this and they were single parent women and some “safe zone” minors. Aside from the food lines, these lines were always popular. We can say that married men were more attracted than the single ones.

Stop Pushbacks

 * A slogan used by different communities in the camp and Lesbos in the last two years.
 * Migrants, activists and NGO workers use this slogan to demand the Greek Coast Guard and Frontex to stop pushing people who are looking for a safe space.

Tarjoman

 * Interpreter

Tasht (basin)

 * Round plastic pots to wash clothes inside. We ask for them at Euro Relief.

Tide

 * A detersive. We were asking the guards so we can wash our clothes.

Tramadol and Lyrica

 * These two drugs are very popular between the migrants. They’re used by people in the camp in order to prevent pain and feel high.
 * It’s said that they’re used also by people who need to walk for kilometers while crossing the land borders. They give them energy and more courage.

Volunteer

 * People who are coming from Europe to help refugees.

Welcome to the Hell

 * When there was a new arrival in the Moria camp, this was the first sentence we used to hear from others. In the beginning we were not understanding its meaning, but it took very little time to understand the reason.
 * When Moria camp was destroyed in a huge fire, its nickname “Hell” became real.

Wind

 * A natural phenomenon which frequently happens on an island in the middle of the sea, which shakes the tents and causes such a strong noise, which at many times makes it impossible to sleep.
 * Sometimes your tent can be completely destroyed because of this.

Yassou

 * Hello in Greek

Zeeresen

 * Minor

Zeytoon

 * It means olive.
 * During Moria camp times, the dinner was always boiled eggs and we were always asking for olive packs. We were all suffering from constipation.

Zone

 * The divisions inside the camp which help to separate people depending on their profile as families, vulnerable people and single men.
 * There are 4 zones inside the camp (Yellow, blue, red, green).

History of the Multilingual Dictionary
The dictionary was initially created and presented by migrants and activists from Lesvos Island for the occasion of the Mother Language Day: Living Together in Multilingual Societies, an event organized by Gender and Media Studies for the South Asian Region (GAMS)-Humboldt University of Berlin on February 21, 2022. The project is supported by RePLITO.

"Beyond Social Cohesion: Global Repertoires of Living Together" (RePLITO) takes marginalized and neglected repertoires of living together as its starting point to rethink social cohesion from a transregional perspective. RePLITO explores how social actors in regions of the Global South and within Europe’s margins imagine and practice communal life and create bonds. These repertoires of living together continue to be negotiated and transformed in the context of dynamic interactions beyond localities, nation states and regions.

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

title: Multilingual Dictionary


text:
Constitution of India/Directive principles of state policy

Introduction
The Directive Principles of State Policy are a set of guidelines and principles enshrined in the Constitution of India that aim to ensure social, economic, and political justice to all citizens of the country. These principles are not justiciable in a court of law, but they are fundamental in the governance of the country.

The Directive Principles of State Policy are enumerated in Part IV of the Indian Constitution, from Articles 36 to 51. These principles are not enforceable by any court, but they are fundamental in the governance of the country. The Directive Principles are guidelines for the government, and it is the responsibility of the government to strive to achieve them.

The Directive Principles are a reflection of the socialistic, secular, and democratic nature of the Indian Constitution. They lay down the foundation for the government to promote the welfare of the people, to work towards a just society, and to foster an environment where everyone can live with dignity and self-respect.

One of the most significant Directive Principles is Article 39(a), which states that the state shall direct its policy towards securing that the citizens, men and women equally, have the right to an adequate means of livelihood. This principle forms the basis of various government schemes and programs aimed at poverty alleviation, employment generation, and social security.

Another important Directive Principle is Article 39(b), which directs the state to ensure that there is an equal distribution of wealth and resources among citizens. This principle is reflected in the government's policies regarding land reforms, nationalization of key industries, and the promotion of cooperative societies.

Article 45 of the Constitution directs the state to provide free and compulsory education for all children up to the age of 14. This Directive Principle has played a significant role in the spread of education in the country, and the government has taken various measures to ensure that every child has access to quality education.

Article 47 directs the state to improve public health and promote the prohibition of consumption of intoxicating drinks and drugs that are injurious to health. This Directive Principle has played a crucial role in the government's efforts to eradicate various diseases, promote public health, and combat drug abuse.

History
The Directive Principles of State Policy were included in the Indian Constitution as a result of the influence of the Indian freedom struggle and the social and economic challenges faced by the newly independent country. The Directive Principles were seen as a means to ensure that the government worked towards the development of a just and equitable society, with a focus on the welfare of all citizens.

The initial draft of the Indian Constitution did not include the Directive Principles, but they were added during the drafting process based on the recommendations of the Constituent Assembly. The Assembly recognized the importance of these principles in guiding the government's policies and programs towards achieving the goals of social, economic, and political justice for all citizens.

Since the adoption of the Constitution in 1950, the Directive Principles of State Policy have undergone some changes and additions. For instance, in 1976, the 42nd Amendment to the Constitution added a new Directive Principle, Article 39A, which directed the state to provide free legal aid to the poor and weaker sections of society.

Over time, the Directive Principles have also been the subject of much debate and discussion in India, particularly in relation to their enforceability. While the Directive Principles are not justiciable in a court of law, they have played an important role in shaping government policies and programs aimed at promoting social, economic, and political justice.


text:
Cookbook:Ashoka Halwa (Mung Bean Pudding)

Asoka halwa is a very famous dessert in the district of Thiruvaiyaru in Tamil Nadu, India. The traditional dish is made with moong dal, sugar, and ghee, and it is served at wedding ceremonies.

Ingredients

 * 1 cup split yellow moong dal
 * 3 cups water
 * 2 cups granulated sugar
 * 12 tablespoons ghee, divided
 * 4 tablespoons wheat flour
 * ¼ teaspoon cardamom powder
 * 3 tablespoons broken cashews
 * 1 pinch red food colouring in 1 teaspoon water

Procedure

 * 1) Dry roast the moong dal until it smells nutty and browns slightly.
 * 2) Add 3 cups of water and pressure cook for about 7–8 whistles until the dal is soft and mushy.
 * 3) Add 4 tablespoons ghee to a heavy-bottomed pot over medium-low heat, and cook the wheat flour in it until golden brown.
 * 4) Stir the cooked dal into the flour mixture, and let it thicken for 5 minutes. Add the sugar.
 * 5) Stirring continuously, start mixing in the remaining ghee 1 tablespoon at a time. Keep stirring until the mixture starts leaving the sides of the pan and the whole mixture forms a dough. It will take about 12–15 minutes and 6–7 tablespoons of ghee.
 * 6) Heat 1 tablespoon of ghee in a separate frying pan, and add the cashews. Fry until slightly brown, then add to the halwa mixture.
 * 7) Mix in the powdered cardamom and food color.
 * 8) Remove from the heat and let cool.


text:
Cookbook:Coconut Rice (Indonesian)

Ingredients

 * 300 grams uncooked white long-grain rice
 * 400 ml coconut milk
 * 2 red shallots
 * 2 slices fresh ginger
 * 1 pinpoint of fenugreek seed
 * 2 pandan leaves

Procedure

 * 1) Rinse and drain the rice.
 * 2) Put all ingredients in a skillet or saucepan; make sure the rice is submerged in the coconut milk by 2 cm.
 * 3) Cover the pan and allow to cook over medium-low heat until the liquid is absorbed.
 * 4) Remove the pandan leaves.
 * 5) Pour the rest of the coconut milk over the rice.
 * 6) Allow to rest for 15 minutes at room temperature, then serve.

Notes, tips, and variations

 * Depending on the thickness of the coconut milk, 2 deciliters coconut milk and 2 deciliters water may also be used. Also, instead of 300 grams of rice, 350 grams may be used depending on the thickness of the milk, whether or not the rice has been soaked a longtime prior to frying, personal preference, etc.

title: Cookbook:Coconut Rice (Indonesian)


text:
Cookbook:Coconut Rice (Indian)

In India, coconut rice is made with coconut flakes or with grated or desiccated/dry coconut). One way to make this dish is to make the rice separately (preferably using a rice variety which is light and fluffy when cooked) and then mixing it with the coconut mixture (coconut flakes toasted in sesame/coconut oil and spiced with paprika, nuts, curry powder/leaves and other spices).

Ingredients

 * 2 teaspoons oil
 * 1 teaspoon black mustard seed
 * ½ cup fresh/frozen grated coconut or dry coconut flakes
 * 2 dry red chiles
 * 7–10 curry leaves
 * 1 teaspoon chana dhal
 * Salt to taste
 * A few cashews
 * 5–7 cups of cooked, cooled white long-grain rice (light and fluffy)

Procedure

 * 1) Heat the oil with the mustard seeds in a covered sauté pan.
 * 2) When the mustard seeds have finished popping, add everything but the rice, and lightly toast in the oil until golden.
 * 3) Add the seasonings to the cooked rice, mix well, and serve.

title: Cookbook:Coconut Rice (Indian)


text:
Wikibooks:Requests for permissions/Xeverything11

(uploader)
I want to be an uploader because I want to upload Chrome screenshots to Wikibooks as fair use for use with Using Chrome book. Xeverything11 (discuss • contribs) 08:41, 6 December 2022 (UTC)

 * Apologies for the delay, but can you not use Chromium instead (which should visually be almost identical to Chrome)? That way, you can upload the screenshots to Commons. Leaderboard (discuss • contribs) 19:49, 20 December 2022 (UTC)
 * Chromium is not available on iOS and Android yet and I mainly use iPad and Android as my main devices. The standard Chrome is available on iOS and Android. Xeverything11 (discuss • contribs) 10:51, 22 December 2022 (UTC)
 * I'm confused then. The book seems to cater for the desktop version of Chrome, referencing things such as extensions which (to my understanding) do not exist on Android/iOS. Leaderboard (discuss • contribs) 11:51, 22 December 2022 (UTC)
 * Most of the features in the desktop version of Chrome are also available on Android. Xeverything11 (discuss • contribs) 11:53, 22 December 2022 (UTC)

(temporary adminship)
There are lots of LTAs vandalising pages and this project only has few administrators. More admins are required so I am requesting temporary adminship to help combat LTAs/vandals on pages in articles. The duration will be ~3 months, but can be extended to indefinite if I am confident with these tools. My goals are to protect pages vandalised by LTAs and delete pages that are created by LTAs. Xeverything11 (discuss • contribs) 13:47, 22 December 2022 (UTC)
 * . Your edit count here is way too low and your first global edit was only a little more than a month ago (according to your userpage). I may have supported if you had more experience on other wikis, but Special:CentralAuth/Xeverything11 indicates otherwise. --SHB2000 (discuss • contribs) 22:21, 22 December 2022 (UTC)
 * Also, I'm not comfortable supporting after finding out that Special:Diff/4211481 was your 94th edit on en.wb – edits like those should be left to admins, not to a user whose account was only 4 days old. SHB2000 (discuss • contribs) 11:02, 23 December 2022 (UTC)

 * . I'm a little hesitant for the same reasons as @SHB2000. Additionally, on multiple occasions when I've reached out to you, it's been very difficult to engage you in productive community conversations, despite your high activity. I'm very open to hearing your thoughts and reasoning on issues, but I'm a bit worried you're not open to conversation, and that itself worries me re: admin privileges :/ —Kittycataclysm (discuss • contribs) 14:22, 23 December 2022 (UTC)
 * I will have to agree with the two above opposers, even for temporary adminship. Your account is just over a month old - and while I do not want to oppose because of age, I don't see enough evidence of your understanding of Wikibooks (or Wikimedia) that would justify giving this right (also see WB:ADMIN). At this time, it's a "not yet" from me. Leaderboard (discuss • contribs) 14:56, 23 December 2022 (UTC)
 * . 10:35, 25 December 2022 (UTC)

(uploader)
Sorry it’s too late, I would like to upload Chrome screenshots to Wikibooks. I am pinging @Leaderboard. Xeverything11 (discuss • contribs) 11:42, 19 January 2023 (UTC)

 * Done for a week (again, as you did not upload anything the first time). As before, make another request here and ping me if you need it for longer. Leaderboard (discuss • contribs) 11:51, 19 January 2023 (UTC)


text:
Wikibooks:Requests for permissions/QueerEcofeminist

(Reviewer)
I am writing a book here, though I have reached the automatic promotion criteria, my user rights could not be upgraded to the reviewer. I have global rollback, but still not able to write on few things as abusefilters stop me from saving the page itself. having these rights will allow me to finish my work thanks. QueerEcofeminist (discuss • contribs) 11:46, 16 September 2022 (UTC)

 * ✅ autopromoted. thanks QueerEcofeminist (discuss • contribs) 07:09, 18 September 2022 (UTC)


text:
Transportation Deployment Casebook/2023/Shinkansen

Description of Shinkansen
Shinkansen (新幹線) is one of the high-speed train services in Japan. Shinkansen means “New mainline” in Japanese, so the service was developed to carry passengers to major cities faster. According to the Ministry of Land, Infrastructure and Transport, Japan (2006), the plan is defined by Nationwide Shinkansen Railway Development Law (1970) , and the law says that Shinkansen is a train service that can run more than 200km/h to connect major cities. Thus, the main essential technology characteristic is that Shinkansen can travel over 200km/h. In the case of the Tohoku Shinkansen, the speed reaches 320km/h. The others depend on line though the majority of lines are operated with over 270km/h as of this moment. In the beginning, service was only available between Osaka and Tokyo, but the current system connects to other cities such as Hokkaido (the northern part of Japan) and Kagoshima (the southern part of Japan). Indeed, the statistic of the Ministry of Land, Infrastructure and Transport, (2006) indicates the operating distance is increased to 2997.1 km (2020) from 552.6km (1965). Also, the law (1970) indicates that the high-speed train service aimed to contribute to Japan’s national and local economy. Thus, the service seems to focus on commuters (business) leading to economic development. Sato (2007) shows the purpose to use Shinkansen, and he revealed that approximately 70% of passengers use Shinkansen for business in 2000. This means that the main market of the Shinkansen is businessmen and businesswomen.

One of the main advantages seems to be the high accessibility to travel to major Japanese cities. For example, Both of the Shinkansen stations in Osaka and Tokyo are close to the business area of them. Those stations are connected to a lot of local lines, which enable passengers to complete their trips by only railroads. In contrast, in the case of aviation, Haneda Airport (Tokyo) and Itami Airport (Osaka) are not as close as Shinkansen stations. Indeed, Inoue et al. (2015) show that good access is one of the factors to select Shinkansen. Travel duration may be one of the advantages to use the Shinkansen. Tokyo is approximately 550km far from Osaka, but Shinkansen enable passengers to travel within 2.5 hrs. Inoue et al. (2015) describe that short travel duration is one of the reasons why passengers travel via Shinkansen.

Prior Mode
There were other transportation systems were available before the invention of the Shinkansen. For instance, railways operated by companies and Japanese National Railways. Also, ferries were the common way to travel from Tokyo to Osaka. However, there were limitations. Congestion was a problem between Tokyo and Osaka. According to Noguchi (1990, as cited in Hood, 2006), he found that the number of passengers was 3 to 4 times capacity. In addition to this, such transportation systems had significant safety issues. Hood (2006) found that there were over 1800 victims due to the transportation systems. It was after World War Ⅱ, so a lot of infrastructure was still rebuilding, so the network was poor. The market of transportation was developed by several conditions in Japan. For instance, the baby boom was observed from 1947 to 1949, so the population was grown. Also, Japan experienced big economic growth due to the Korean war. These factors mean that the demand of transport would be increased. To address the problems, the government sought a new main line (Shinkansen). This is because prior trains and ferries were slow, crowded and not safe. The government decided that it would construct a new line to avoid any human entrance to railways (overpass) and operate with high speed (gentle curve).

Invention of the Shinkansen
There are several inventions of the Shinkansen. One of the technologies is the suitable structure of bogies. This is because there are no data in the high-speed condition. Thus, the development team of Shinkansen investigated the phenomenon that happened to bogies (Shimomae, 2022). He revealed that the project team found that prior bogies were able to be used for high-speed operation. However, the team found the other problem. It occurred by the elasticity of an axile. They continued to research the phenomenon by trying various types of bogies, and then they solved the problem by specific suspension at a particular location with rubber which enables the axles to have adequate elasticity.

Automatic Train Control (ATC) and Centralised Traffic Control System (CTC) are also one of the inventions to operate the Shinkansen. This is because Shinkansen would be operated at over 200km/h, so it seemed to be impossible to stop Shinkansen after train drivers recognised traffic lights. Thus, such automatic control systems were invented to keep distance automatically. AF waves were used gradually at that time, so Kawanabe applied such technology to invent ATC (Shimomae, 2022). CTC was invented in the USA, and it was installed on New York Central Railroad in 1927, and a couple of companies in Japan installed it in 1954 (Shimomae, 2022). However, Simomae (2022) showed that CTC was only installed on short-distance lines. Thus, they applied existing technology to invent CTC for long-distance use by testing prototypes (Shimomae, 2022). These technologies enable drivers to keep a constant distance to avoid crushing.

Early market development
The first Shinkansen line is Tokaido Shinkansen which is operated between Osaka and Tokyo. In the case of Tokaido Shinkansen, the lines focus on commuters who travel between Osaka and Tokyo. Before opening the Tokaido Shinkansen, it took approximately 6hr, and it was reduced to approximately 4hr (Shimomae, 2022). It enabled commuters to travel within 1 day. If it was 6hr travel for each trip leg, it would be difficult to return home by night. However, using Shinkansen services, passengers could leave Tokyo’s home in the morning, attend a meeting in Osaka and go back to their homes in Tokyo by night. This system contributed to enhancing the demand for commuting between Tokyo and Osaka. This success leads to developing new lines (new markets), and a lot of cities and prefectures tried to invite new lines to them.

Role of policy
The first government policy for Shinkansen is “Dangan ressha” which means “Bullet trains”. Before World War Ⅱ, Japan had the land of Korea, Taiwan and some parts of China. Due to wars against China and the countries that controlled the eastern parts of Asia such as USA, UK, France and Netherlands, carrying huge goods played a significant role to support Japanese military power, so the Japanese government planned “Dangan ressha” to connect Tokyo and Shimonoseki. Such countries controlled the eastern part of Asia, so Shimonoseki, the city that has a port near Korea, was a suitable place to transport goods to the area they controlled. This plan was including developing new trains that can travel at 200km/h (Shimomae, 2022). However, a lot of infrastructure was destroyed by the war, so the project was not completed. After World War Ⅱ, the demand for commuting between Osaka and Tokyo increased, so the Japanese National Railways sought the “Dangan ressha” as “Shinkansen”, and the institution constructed Shinkansen. The plans such as routes were from “Dangan ressha”, and some land had already been bought by the government for “Dangan ressha”. Thus, Shinkansen was strongly based on previous policy. After the first Shinkansen was opened in 1964 successfully, the government realised the importance of the Shinkansen, so the government enacted Nationwide Shinkansen Railway Development Law in 1970. In this law, 5 new lines; Hokkaido Shinkansen, Tohoku Shinkansen, Hokuriku Shinkansen and Kyusyu Shinkansen (2 lines), were proposed to build. Therefore, the new policy was influenced by existing Shinkansen lines. In addition to this, the other two lines had been constructed before the law was enacted, so the two lines were not included in the law. Although the “Dangan ressha” plan indicated the line between Shimonoseki and Tokyo, the new policy shows the other lines. Because of this law, some lines indicated in the law are still constructed. Tohoku Shinkansen and one route of Kyusyu Shinkansen were completed, but Hokuriku, the other route of Kyusyu and Hokkaido Shinkansen are under construction.

Growth of the Shinkansen
The distance of the operated Shinkansen line and the number of passengers dramatically increased from the opening year. This might be influenced by the market and other events. Shimomae (2022) shows that Tokyo Olympics might contribute to the success of the Shinkansen. The success of the Shinkansen led to the law. The success influenced politicians as well. For instance, prime minister Kakuei Tanaka said enhanced that Shinkansen could develop both rural and urban economies (Kobayashi, 2017). Indeed, a lot of Shinkansen lines had been constructed or proposed during the growing period. However, the cost of construction was one of the serious problems. According to Shimomae (2022), Japanese National Railways were divided into several private companies because the Japanese National Railways had huge debts. Thus, all constructions of the Shinkansen lines were stopped at that time. This shifting to private companies from national institution means that the government encourage the companies to operate the railways more efficiently. Before this shift, the government fully controlled the institution and used tax for the construction of the Shinkansen, but after the shift, the private companies, JR, must consider the budget and the cost like other companies. It also means the construction of the Shinkansen would be supported by the public sectors and private sectors after shifting. As a result, the public sectors still support the operator of the Shinkansen financially, but the private sector must evaluate the profitability and the cost to operate Shinkansen effectively. Also, the private sector must pay the cost. Consequently, the developing Shinkansen lines became more sustainable and cost-efficient.

Development during the mature phase
At the beginning of the Shinkansen, other infrastructures were not satisfactorily developed. However, the development of technologies and the economy allows the government to construct other infrastructure such as highways and airports. Indeed, aviation enables passengers to travel shorter than the Shinkansen. In addition to this, the Low-Cost Carrier service is operated between Tokyo and Osaka. The price of the service is cheaper than Shinkansen. Long-distance bus service is also available at a cheaper price. To compete with such modes, the Shinkansen is still developed to operate at a higher speed, with high safety and high energy conservation for sustainable development and reduction of costs (Shimomae, 2022). Also, the new Shinkansen is developed to reduce noise (Shimomae, 2022). This is because a new environmental policy was created by the government. Especially for Tokaido Shinkansen, new technology tries to meet current and future demands. JR Tokai and the Japanese Government are constructing Chuo Shinkansen which is operated by maglev trains. From researching the Shinkansen, the research team found that there is maximum speed due to railways and wheels. Thus, JR Tokai re-invent the maglev trains to operate. This train can be operated at 500-600km/h and connect Osaka and Tokyo within approximately 1hr. JR Tokai says that this can contribute to solving the congestion of the Tokaido Shinkansen, and accessibility will be better (JR Tokai, n.d.). This development may be able to compete other modes. Indeed, Inoue et al. (2015) shows that the development may not be prevented by other modes such as Low-Cost Carrier service.

Quantitative analysis
Data is based on the statistics of the Ministry of Land, Infrastructure and Transport, Japan (2022), and the data is including all Shinkansen lines. To predict the number of passengers-km travelled from the raw data, the following equation was used.

$$S(t)=K/(1+\exp(-b(t-t_i)))$$

Where,

S(t): status measure, t:time, ti: inflection time, K: saturation status level, b: estimated coefficient

K, ti and b are unknown, so following linear regression was used to estimate them.

$$ln(PKT)/(K-PKT)=bt+c$$

Where,

PKT: Passengers-km travelled, c: coefficient

The results are shown in Figures 1,2 and Table 1. The data is including conditions during the pandemic, so a dramatic drop was observed between 2020 and 2021. This unusual situation may affect the prediction, so two cases were considered: analysing whole data (case 1) and analysing by excluding pandemic conditions (case 2). As a result, the number of passengers-km travelled seems to increase. Indeed, there are some decreases in 2009,2019 and 2020, but it may be because of the negative impacts of Lehman Brothers and the pandemic. Analysis indicates that case 1 may not be accurate because the r square is approximately 0.6 while case 2 is 0.9. Similarly, the t-statistics of case 2 are bigger than case 1. However, the t-statistics of both cases are more than 2, which means they are statistically significant. Thus, case 2 is more accurate while case 1 may be enough accurate to predict. The result of case 2 indicates the inflection time as 1995. From Figure 2, 1965-1980 may be the birthing period, and the growth period seems to be between 1980 and 2010. After 2010, it may be the maturity stage for the Shinkansen service. By 1980, the numbers grew gradually, and there is constant growth from 1980 and 2010. However, the estimated model shows that the number of passengers-km travelled tends to be stable after 2010. In 2022, a new Shinkansen line was opened, and one part of the Hokuriku Shinkansen is supposed to open in 2024. Thus, the model may be different after the openings.


text:
Transportation Deployment Casebook/2023/Vancouver SkyTrain

About the Vancouver SkyTrain
The Vancouver SkyTrain is a metro system made up of three lines which stretch across metropolitan Vancouver, British Colombia, south of the Burrard Inlet. The system opened in 1985 and serves many key urban centres (including Metrotown, Coquitlam, New Westminster, Surrey, and Richmond), Vancouver’s CBD, and YVR Airport. It is an integral part of the city’s transport network and continues to see expansion projects to serve more passengers.

There are two modes used in the SkyTrain network, the Canada Line uses conventional light metro technology while the Expo and Millennium Lines use Linear Induction motor technology from Bombardier/Alstom. Both modes are characterised by their high frequencies, grade separation, fully automated running, and moving block signalling. Both technologies are unified under ‘SkyTrain’ branding. Figure 1 shows a section of the SkyTrain Guideway. ''Figure 1: SkyTrain Guideway as seen from Production Way-University Station on the Millennium and Expo lines. Original Photograph taken 17/2/2023.''

A Brief History of Public Transport in the Vancouver Area
Prior to the SkyTrain’s introduction the initial route from Vancouver CBD to New Westminster was served by the British Columbia Electric Railway company with a streetcar and interurban line. The streetcar line was closed in 1955 and the interurban in 1958 along with many others in North America.

This left Vancouverites primarily reliant on their bus, ferry, and trolleybus networks and private vehicles. A lack of urban freeways in Vancouver coupled with increasing reliance on road-based transport led to a search for solutions.

In 1968, the Vancouver Transportation Study proposed an extensive system of surface freeways to alleviate the city’s transport problems that was adopted by council for a time. This would include a large interchange near the CBD and a new crossing of the Burrard Inlet. The only part of this plan to have been constructed was the Dunsmuir and Georgia Viaducts.

On the other hand, Alderman Harry Rankin composed a pamphlet called “The Case for Rapid Transit” in 1970 arguing against the 1968 plan and advocating for a rapid transit network across Vancouver instead. Rankin argued that freeways would cost more and achieve fewer benefits to the city while cutting up historic neighbourhoods like Vancouver Chinatown.

Initially, a ‘Light Rapid Transit’ (streetcar) reintroduction was considered, however this was rejected in favour of the higher capacity but experimental ‘Advanced Light Rail Transit (ALRT)’ (Linear Induction Light Metro) technology employed on the Expo and Millennium lines. A major attraction of this technology is grade separation meaning it would be independent of other modes, unlike Vancouver’s busses and trolleybuses.

SkyTrain Technology
The SkyTrain is like other automated light metro systems built around the same time, sharing Linear Induction technology with Toronto Transit Commission’s Line 3 (Scarborough RT), and sharing its high frequency with the Docklands Light Railway in London. The system is an evolution of metro technology however it claims to have been the first driverless rapid transit system in the world.

ALRT itself was developed by a Canadian Crown Corporation and thus its selection for the project was politically popular. The technology has not been applied broadly elsewhere however some stand-alone systems have used Linear Induction technology including the JFK AirTrain in New York. While ALRT did not catch on more broadly and was not even used on the SkyTrain Canada Line, other technological aspects of the system have become increasingly common including moving block signalling, driverless operation, and level boarding. ALRT has been used on extensions of the Millennium and Expo lines and will be used on the upcoming Broadway Subway.

SkyTrain Usage
The SkyTrain did not only capture riders of superseded bus services but also appealed to car drivers. Vancouver has a particularly high percentage of trips taken by transit for a North American city at 18.3% (and over 50% of trips were using Transit or active transport modes). The SkyTrain contributes significantly to this, enhancing other modes such as busses and ferries, and on its own it has one of the highest utilisation rates of passengers per kilometre per year at ~2,029,358pax/km/year in 2019.

In the financial year 1987/88, Skytrain recorded a ridership of 998,832pax/km/year, in 1995/96 after the opening of the Surrey Extension this jumped to 1,354,960pax/km/year, over a 35% increase in pax/km/year showing major growth in utilisation as the system both expanded and became more established and normalised as a mode of travel.

Ridership has been assisted by policy, for example, the lack of freeways discourages car use on trips to the city or between many urban centres. Additionally, complimentary high-frequency bus services and feeder busses (Rapid Bus and B-Line) have expanded the catchment areas of stations particularly in Surrey providing the SkyTrain with a new market of customers. The 99 B-Line was so successful as to be partly replaced by a SkyTrain extension.

SkyTrain Growth, Development, and Adaptations - 1985 to Present
The growth and success of the Vancouver SkyTrain since 1985 has come from a combination of public policy and private sector development.

Continual investment in improvements to the system including new rolling stock, station upgrades, and new and extended lines from government has kept the mode competitive and built ridership. Rolling stock has also improved over time, air conditioning, open gangways, and automatic doors have been employed increasing passenger comfort and vehicle capacity while speeding up boarding. Additionally, the introduction of the compass card in 2013 (smartcard technology) made riding the SkyTrain more convenient.

Neighbourhoods near SkyTrain Stations have increased in density since the opening of the Expo, Millennium, and Canada Lines. Private sector investment especially in housing and commercial space near stations such as Metrotown and Main Street/Science World which has significantly driven up ridership. Developments integrate with stations, for example the Over Station Development (OSD) at New Westminster provides many restaurants and other businesses within 100m of the station entry with many being directly level with the platforms like at Chatswood in Sydney.

New lines and extensions such as the Evergreen Extension of the Millennium Line and the Canada Line have seen integration between the public and private sectors. Public sector investment in the line resulted in high quality stations and services such as 4G connectivity in the Burquitlam Tunnel. The private sector has contributed by developing new housing and new businesses at stations. At Inlet Centre where previously there were much lower intensity land uses high density housing has been constructed and at Moody Centre Industrial warehouses now host several craft breweries. There is an important time factor with this, the Expo Line has higher densities than the Millennium as the latter was constructed a decade and a half after the former.

Vancouver has flirted with other modes post-SkyTrain introduction. Initially the Evergreen Extension was to be a Light Rail (tram) line to not compete with West Coast Express patronage. During the Winter Olympics in 2010, the ‘Olympic Line’ (a demonstration tram line) operated on a route from Olympic Village Station to Granville Island and was tipped to be extended to Waterfront Station. This line failed to secure funding from Translink as a lower priority project compared to SkyTrain extensions such as the Broadway subway.

Quantitative Analysis of SkyTrain Ridership Trends
Historic data provided by Translink is limited to their ‘conventional system’ trips and boardings for each year back to 2002. This includes SkyTrain but also Bus, Trolleybus, SeaBus, and West Coast Express services. To estimate SkyTrain patronage as a percentage of this number, the average percentage of monthly trips taken by Skytrain was calculated based on the 2022 data available, then it was applied back to 2002 assuming the same rate to get an approximate value (SkyTrain was 36% of the 'conventional system' in January to November 2022). This was checked for plausibility vs the SkyTrain data provided to JRTR in 1998 and seemed plausible. This, however, will reduce the accuracy of the results generated.

Data was analysed using Ordinary Least Squares Regression in three sets, one factoring in the COVID-19 Pandemic years 2020-21, one which did not factor data from these years into the analysis, and one that did factor the pandemic but assumed that there will be no recovery beyond the 2019 ridership. Data was fit to an S-curve and the inflection point was noted. For COVID-19 Data, SMax (Saturation status level) was calculated to be 297,500,000 Pax/Year and ti (inflection year) was 2020. For Non-COVID-19 Data, SMax was calculated to be 190,000,000 Pax/Year and ti was 2005. For the SMax at 2019 set, SMax was assumed to be 161,536,941 Pax/Year and ti was 2002.

The S-curve was calculated by the Equation 1, considering SMax, ti (inflection year), t (the current year), and b (estimate coefficient). The best curve was selected for each set using the highest R-Squared (coefficient of determination) ≤ 1.

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

COVID-19 Data
Considering the COVID data (Figure 2), the S-curve is a poor visual fit to the rest of the recorded data due to the two strong outliers in the 2020 and 2021 results. By this metric, the mode has just reached the inflection point and is in the growth stage. This is a poor fit for the data and as a result the outlier years should not be considered when examining the lifecycle of the SkyTrain as the lower ridership results were not due to any change or issue with the technology itself but the broader global impacts of COVID-19.

In this data major system events noted in the COVID-excluded data can be seen but significantly the impact of COVID is obvious in the 2020-21 data.

''Figure 2: COVID-19 years included. Data from Translink and JRTR. The S-Curve in this data has an R-Squared of 0.574951201.''

Non-COVID-19 Data
Considering the non-COVID data (Figure 3), we can identify that the mode is in its growth phase but nearing the mature stage. The birthing phase would be from 1987 (launch year) to around 2000 just before the Millennium Line opened in January 2002. There is still potential for the growth stage to continue with projects such as the Broadway Subway, however the overall system expansion rate after that has slowed meaning that entry into the mature stage is likely.

In the measured data for Figures 2 and 3 the following events can be identified: The opening of the millennium line (impact between 1996 and 2002), the Canada Line in the 2009 to 2010 jump, and the Evergreen Extension (in 2016). These openings contribute to a broad upward ridership trend overall, however after the initial opening hump ridership settles to a slower rate of increase.

''Figure 3: COVID-19 years excluded. Data from Translink and JRTR. The S-Curve in this data has an R-Squared of 0.956915239.''

COVID-19 Included, Assume SMax Was Achieved in 2019
While ignoring COVID-19 years when considering the growth stage of the technology provides a more accurate picture of SkyTrain’s lifecycle, the exclusion of this data means a picture of the post-COVID recovery is not possible with this analysis.

To achieve a better line of best fit, figure 4 plots the S-curve assuming SMax was equal to the maximum measured ridership in 2019. The result produces a better inflection point at 2002 but would place the technology in the mature phase of the lifecycle with the potential for continuing poor ridership to class it as declining. Such a result could be possible depending on COVID-19 recovery trends. From the available 2022 data, SkyTrain trips have recovered to 66% of 2019 levels (January to November), as compared to 49% in 2021, however the impacts of COVID-19 are still ongoing.

''Figure 4: COVID-19 years included, SMax taken as 2019. Data from Translink and JRTR . The S-Curve in this data has an R-Squared of 0.184149387, lower than Figure 2, however it has a better visual fit.''

Conclusion
Overall, the model using non-COVID data and an above 2019 SMax (Figure 3) is the most appropriate for assessing the lifecycle stage of the Vancouver SkyTrain. This is because future system expansions and developments are in planning and considering 2022 SkyTrain trip data an eventual recovery to pre-COVID conditions within the decade seems plausible.


text:
Transportation Deployment Casebook/2023/Tianjin

Historical Overview
The first railroad in China was built in 1876. However, it was resisted by the conservative Qing government and the public at that time. It was dismantled after less than a year of operation. Then in 1881, a second railroad was built to meet the needs of coal transportation. This railroad was a standard government-run railroad. It was the prototype and foundation of modern railroads in China. This railroad connected Beijing, Tianjin, and Hebei. It was named "Tangxu Railway." It was later extended to Tianjin in 1887 and renamed "Jin-Tang Railway." This was the beginning of the era of actual railroad transportation in China. At the same time, the Tianjin Railway also began to take shape. The Tianjin Railway was first built in 1886 and had more than 100 years of history. Tianjin Station is one of the oldest railway stations in China. It is an important transportation hub in northern China.

Characteristics of railroad traffic and market
Railroad transportation has many features. First of all, it has accuracy and continuity. Rail transportation means that passengers and goods are transported according to the established tracks and plans. This means that railroad transportation is hardly affected by weather and time. Railway transportation can work regardless of the climate. Secondly, railroad transportations run faster. Some data show that the speed of railroads can reach 80-120 per kilometer per hour. The third point is that the transport capacity of railroad transport is very high. Railroad transportation uses high-powered locomotives for traction operation. The tractive force can reach tens of thousands of tons. This means that railroad transport can carry ultra-high-weight transport tasks. Car cargo carrying capacity is much larger than air and car transportation. Finally, the cost of railroad transportation is low.

In comparison, the cost of railroad transportation is much lower than that of air and automobile transportation. All these features are the positive aspects of railroad transportation. There are also some limitations of railroad transportation. For example, railroad transportation can be affected by the geographical environment. Some destinations need to pass through mountains and seas, etc. Railroad transportation cannot go to these destinations.

For China, the primary market for rail transportation is to serve the movement of people to and from the country. China is a large country with a dense population. At the same time, China's major cities are located inland. There is a need for a safe, high-speed, and low-cost way of transportation between cities to meet the demand. Moreover, as commerce continues to grow, the frequency and demand for trade between cities are increasing. The high carrying capacity and fast transportation of railroad transportation can be maximized.

Pre-history and its limitations
The Tianjin Railway, its official construction was in 1881. However, Tianjin also has a long transportation history before the actual operation and construction of the Tianjin Railway. Tianjin is connected to a seaport, and internally, it is located at the intersection of northern and southern China. At the same time, it is adjacent to Beijing, the capital of China. This means that Tianjin has been a significant and prosperous city with a large population since ancient times. This provided a good breeding ground for the development of the transportation system. Before the official construction of the Tianjin Railway, Tianjin's primary mode of transportation was by man or horsepower. As time progressed, the transportation needs of Tianjin increased. For example, Tianjin needed to transport a large number of coal mines. This led to the construction of the railroad. Because compared with traditional transportation methods such as automobile and workforce, railroad transportation meets both the demand of volume and cost requirements.

Of course, railroad transportation has some limitations; first of all, the construction period and cost are too long and too large, and the payback period is also very long. Taking the cost of conventional railroads in China as an example, the cost of an ordinary two-line electrified railroad (including supporting facilities) is about 30 million per kilometer. This investment is a one-time investment with a long payback period. This can lead to no way to turn the construction of railroads into a commercial market. The railroad can only be built as a government-supported project. Secondly, railroad transportation will be limited by the track needs to be more flexible. Because railroads must operate according to the established track, the transport of goods and people need other modes of transportation to reach their destinations. The last point is that the infrastructure and capital of railroad transportation cannot be recovered or resold after the cessation of operation. This can lead to waste to some extent.

Evolution
The development of transportation is driven by the transportation requirements imposed by the external environment, which usually refers to market demand. At the same time, each transport mode will meet different transport requirements. Then, depending on the market and characteristics, they are realized into different practical transport applications. Together, these combine to form a transportation system and structure. A look at the history of transportation shows that the evolution of the industrial structure of transportation usually depends on the development of the economy. In the early economic development stages, railroad transport carried mainly bulk freight. In the middle period, the demand for passenger transportation gradually increases. In the later stages of economic development, the overall demand for rail transport decreases. The changing economy is also stimulating innovation in rail transport. With the renewal of air and steam transport, rail transport is trying new profitability and development model methods under such competitive pressure and, for example, upgrading the equipment of carriages to attract more passengers.

Technical expertise
The core of railroad technology is to break the speed limit constantly. With the development of technology, the actual speed of 30 kilometers per hour has changed to the current speed of 300 kilometers per hour. At the same time, in China, the railroad has also ushered in the era of high-speed rail. Compared with the past, the transport speed has increased ten times. In addition, the signal technology is also being improved.

Railway Market
In the transport market, railroads are enhanced by increasing the speed of engines, modifying the materials and construction of bodies, and enhancing the signal transmission between lines. All these functional enhancements have a single purpose: to increase the efficiency of railroad transport. Increased efficiency means lower transport costs and higher transport capacity. This leads to a gradual shift in the balance of the choice of mainstream transport modes in the market in favor of rail transport. So functional enhancement plays a role of a pusher in the market. The functional enhancement will expand the influence of railroad transport.

The functional discovery means innovation, which may be a change in the mode of operation or technical innovation. The discovery of functionality may change the market because new technology innovation will reorganize the market structure. In the history of China's railroad development, before the emergence of high-speed rail, railroad transportation carried bulk cargo transportation and some passenger transportation. Passenger transportation was mainly carried by steam and air transport. Because the last railroad passenger transport time needed to be shorter to meet the needs of long-distance passengers. However, when high-speed rail emerged, it was now contracted to carry many long-distance passengers in China's transportation system.

Birth of the Policy
Tianjin Railway's system represents the Chinese railroad policy and the operation mode. China's railroad operation policy is mainly based on the European railroad system. The European railroad system was the world's first and leading concept and model. This borrowing idea has been continued until today. The European railroad system is characterized by the European Railway Directive (EC), the Technical Specification for European Railway Interconnection (TSI), the EU standards (EN), and the corporate standards. The Chinese railroads have created the Tianjin Railway Operation Policy on top of the EU railroad system, taking into account their national conditions. Communication technology is used to support communication between stations and lines. The government provides the operating and construction costs.

The governmental authorities make the innovation of the Tianjin railroad policy through the establishment of a particular group for policy decisions. The group discusses the innovation and implementation of the policy. Based on Tianjin's own economic and market conditions.

Government support
Due to China's high cost, long payback period, and low profitability of railroads, they need to be wholly marketed. Therefore, the Chinese government has also introduced some policies to support the development of railroads. For example, in 2005, the Chinese government adopted China's first Medium and Long Term Railway Network Plan, which clearly defines the medium and long-term construction goals of China's railroad network. After implementing this plan, the Beijing-Tianjin Intercity Railway and other projects were started one after another. In 2005, the investment in railroad capital construction exceeded RMB 100 billion.

The growth phase
In the mid-nineteenth century, the Chinese government made great efforts to develop the railroad business. During this period, China had a high demand for railroads to develop its economy and the northern steel industry. Also, due to economic growth, the railroad business in Tianjin saw a wave of high tide. Tianjin was strategically located to link inland cities in the north internally and ports out to sea externally. The construction of the Tianjin Railway met the political needs of the country.

The mature phase
The maturity of the Tianjin Railway was probably in the middle and late 20th centuries. In this period, the Tianjin railroad system tended to be perfect. It has a more mature dispatching, management, and operation system. At the same time, since the beginning of the 20th century. China vigorously developed its transportation business. Many human and material resources have been devoted to steam and air transportation, which has brought some limitations to the resource support of railroad transportation. Both steam and air transportation have been developed rapidly. This also brings a certain competitive pressure to the railroad transportation market. With the popularity of the concept of sustainability, for the future development of railroad transportation, the people concerned may focus on innovating new energy or reducing the emission reduction of railroad transportation.

Data
Based on the relevant data provided by the Tianjin Bureau of Statistics, the annual passenger volume of Shenzhen Metro from 1995 to 2021 was derived. These data were fitted and analyzed to determine the three stages of its development: birth, growth period, and maturity period. The three-parameter function of the fitted data is

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

Where:

 * S(t) - Modelled system length in a given year, t.
 * Smax – Maximum length that each system reached
 * ti – Time period at inflection point (where half of the maximum system length was reached).  This was estimated using initial plots of the base data.
 * b – This was estimated by using the MS Excel Goal Seek function across a calculated set of system lengths at various values for t. Goal Seek maximised the value of R-squared, which had been calculated by using the MS Excel RSQ function.

A regression was then performed using the MS Excel Regression function to determine the t-Statistic and R-squared values. Key parameters and statistics are summarised below. Plots show actual and modelled system lengths were generated in MS Excel.

Tianjin
It can be seen that the forecast is accurate. Railroad transportation in Tianjin started to operate in the last century. Real systematic statistics started in the 19th century. The picture shows the passenger flow of railroad transportation from 1985 to 2021. It shows an apparent growth period and a life cycle maturity stage. An overall upward trend can be seen, with a regular oscillation between 1995 and 2007. The period from 2007 until 2020 shows an upward trend. This period is also the growth phase of Tianjin Railway. According to the forecast, Tianjin Railway entered a mature and steady growth phase in 2000. However, from 2020 to 2021, passenger traffic drops significantly due to the global New Crown epidemic. Afterward, as the epidemic gradually subsides, the actual passenger traffic tends to return to the forecasted results. The quantitative analysis does not present a decline period for Tianjin Railway.


text:
Talk:Department:Computing

hey

Add 'python programming' to 'featured books' space
It doesn't say python in the featured books section. Kbsfh (discuss • contribs) 18:37, 8 June 2023 (UTC)

Technology
IT Obi4kings (discuss • contribs) 13:51, 3 October 2023 (UTC)

title: Talk:Department:Computing