text:
Transportation Planning Casebook/COVID-19 and Public Transport

Summary
Shut down policy

Typical case: Wuhan

This is the strictest type of policy for public transport. Under such a type of policy, it is mandatory for citizens to quarantine at home, almost no trips would be generated. Wuhan adopted this policy during the peak of the pandemic for 68 days.

Advantages:

 * Effectively prevent the spread of the pandemic
 * Quick recovery

Disadvantages:

 * Restricting freedom of travel
 * Difficult to guarantee the supply and delivery of daily necessities. Developed e-commerce system and sufficient number of volunteers required.

Restriction policy
Typical case: Sydney

Basically, there are two approaches for the restriction. One is to restrict the occupancy of a public transport carriage. Sydney has been adopting this policy to ensure social distance. The restriction of occupancy is constantly adjusted to the risk levels of the pandemic. Another is the entry restrictions for passengers according to their health status and travel history. Wuhan adopted this type of policy by using a health code system.

Advantages:

 * Reducing the risk of infection in public spaces

Disadvantages:

 * Wasted capacity for Sydney
 * Privacy issues for Wuhan

Guidance policy
Typical case: London

This type of policy includes recommending people to wear masks, keep social distancing, and not to make non-essential journeys. Almost every city has formulated this type of policy, and most of the public transport policies in London are of this type.

Advantages:

 * Low cost
 * Quick and easy implementation

Disadvantages:

 * Higher risk of infection

Maps
Real-time map of Sydney public transport can be check at https://anytrip.com.au/region/nsw

Policy Issues
Policy issues arising from public transport responses are varied. In many cases, these issues are intertwined so that an issue in one area will affect policy in another area.

Public health
Public transport policy responses have the foremost goal of maintaining public health in the midst of the pandemic. Public health is conducive to the economic recovery.

Economic recovery
The COVID-19 pandemic and associated shutdowns result in economic downturns and rising unemployment. Public transport is crucial to the economic recovery since it provides reliant commuters and individuals with the travel means to get to their jobs and contribute to economic activity.

Fare revenue
In Sydney, public transport capacity limits and lockdowns substantially decreased patronage by 80% in April 2020 (Rabe, 2020), equating to 51 million fewer trips taken on Sydney’s rail, bus, and ferry network in March 2020 compared to March 2019 (Rabe & Singhal, 2020). Low passenger volumes and decreased efficiency resulted in NSW public transport revenue falling by $360M in the three months to June 2020 (Rabe, 2020). Experts predict that [patronage] may never resemble the sometimes overcrowded pre-coronavirus levels (Rabe & Gladstone, 2020) because of significant behavioural change among CBD professionals including rising popularity of working from home and walking, cycling, and driving to work

Transport
Workers, students, and other transport users rely on the public transport network to get to where they need to go which in turn supports the economic recovery. There is also wide risk of people making long-term switches to private cars (lock-in) which would increase road congestion, vehicular emissions, and reduced public transport patronage. For example in NSW, 800,000 additional people needing to travel without using public transport in May, 2020, which would cause widespread road congestion. Some strategies which could be taken to alleviate this include: priority bus lanes, increase services, cycleways, options to solve the first- and last-mile problem, contactless ticketing, peak spreading, active transport and micromobility. Future policy should aim to "lock-in" the positive habits gained during lockdown and travel restrictions as well, including multi-person video conferencing and working from home which helps to decrease travel demand.

Equity
Equity issues arise in the geographical distribution of public transport service, especially in relation to areas where public transport has a higher mode share. In Sydney, commuter numbers on buses in outer suburbs were between 60 and 65% through June 2020 compared to the same time in 2019, while the inner west (48%) and the eastern suburbs (42%) saw much lower patronage numbers in June 2020 (Rabe & Gladstone, 2020). Public transport capacity limits will cause a larger volume of passengers to lose the means to travel in the outer suburbs which has equity implications.

Sydney
The growth of covid-19 in Sydney saw various public transport responses which are likely to have contributed to its subsequent fall. Important to the fall was the government mandate to ban non-essential travel and requiring businesses to switch to remote working arrangements. The Apple Mobility Index, which indicates the number of Apple Maps travel queries made during 2020, saw up to an 80% decrease for driving, public transit, and walking modes after the government mandate. Not all businesses are suited to remote work: construction and grocery shopping are good examples of this. While Wuhan took the drastic measures of locking down the public transport network entirely, Sydney’s relatively low case numbers did not warrant a total shutdown. To maintain a balance between economic activity and public health, public transport operating procedures were altered. Cleaning regimes were substantially increased, significant capacity limits were imposed on all modes to maintain passenger social distancing. Many services were frequently at capacity which necessitated increasing frequency of service: 3,300 extra bus and train services were added in June 2020 as post-lockdown travel increased. Coinciding with the fall of covid-19 case numbers (May - July), public transport capacity limits were doubled to cater for more trips. Social distancing rules were mandated through the use of green dot stickers indicating where passengers were permitted to occupy based on capacity limits. In the figure below, the orange dots represent the seating arrangement of three social distancing scenarios where scenario 1 represents the May 2020 capacity limits, and scenario 2 and 3 representing the July 2020 and December 2020 limits.

Among the timeline of public transport responses are specific changes to operating procedures to maintain customer service and health safety in the midst of the pandemic. Sydney public transport changed service capacity level indicators to reflect the newly implemented social distancing rules and capacity limits. This gave customers greater information when choosing the travel mode. Automatic opening light-rail doors increased air circulation and minimised passenger contact points to reduce the risk of transmission. Public transport signs, digital billboards, and variable message signs were used to transmit news and information about new covid-19 rules and restrictions to a large number of people. Transport for NSW also converted a broad range of services into contactless methods: ticket validation, closure of human ticket sales booths. Social distancing measures also affect station concourses and platforms and station staff were increased to assist with customer service and managing customer flow.

Observing trends in the transmission of covid-19 in NSW provides the context to the timeline of public transport responses. COVID-19 in NSW can be categorised into three waves:

 * Wave 1 - March 2020 - May 2020
 * Wave 2 - July 2020 - November 2020
 * Wave 3 - December 2020 - January 2021

Wave 1 coincides with the most extreme public transport capacity restrictions beginning May 2020, following the March 2020 lockdowns in which Sydney residents were legislated to work from home if possible and avoid non-essential travel. Wave 2 did not receive much response from Transport for NSW, as travel continuously increased from the April bottom. The emergence of wave 3 prior to Christmas resulted in the mask-wearing rules in January 2021 in order to avoid a worsening outbreak. It is worth noting that public transport travel decreases in December and January due to Christmas holidays, evident in both 2019 and 2020 data. Sydney Public Transport network modes consist of train, bus, metro, ferry, light rail, but the latter three are omitted from the analysis due to relatively small mode share. The impact of capacity limits on Sydney Public Transport are highlighted through case study of the M52 bus line (now 500X) which runs from Parramatta to the Sydney CBD via Ryde. The diagram shows the temporal demand profile of stop 46 on the M52 bus route. The AM peak (8-9am) has the most services, but 50% of them are at standing room only status which is not adherent to social distancing scenarios. There is additional capacity available before and after the AM peak, but there are a smaller number of services. Transit operators can increase capacity in the shoulder periods or users can shift their demand to the interpeak. Alternatively, there is scope to increase the number of services in the AM peak but this has further cost implications.

London
Covid-19 has had a major impact on London’s transport systems and will likely permanently effect the way in which the industry functions. The arrival of Covid-19 in late February of 2020 met a Government in disarray. Due to a failed initial response by the UK government, they have experienced the pandemic on a very large scale. Currently Ontario, a region of London is under lockdown. The UK has opted regional lock downs when the spread gets out of hand and it is recommended that people do not use public transport. This has resulted in an extremely decreased amount of public transport usage. So much so that there has been a multi billion-dollar bailout for the industry. Transport for London received a $3.2 billion dollar bailout to keep buses running as they saw up to a 90% drop in fare revenue in 2020. TfL was in such a bad state that the government was considering scrapping the policy that allowed free fares for under 18s, this proposal however was petitioned against by the mayor successfully.

Due to the pandemic businesses have realised how much cheaper it is to work from home and that they don’t need much office space. Software like Zoom and Teams make taking public transport to a meeting archaic and expensive. People have also found value in the time that they would normally spend traveling. The data below from the London Government shows just to what extent the usage has been affected by the pandemic.

Rail Usage: Bus Usage: Motor Vehicle Usage: According to a survey by the London Chamber of Commerce and Industry the idea of working from home will affect future transport policy even after the pandemic has ended in London. The poll shows that 52% of Businesses were planning on having some form remote working practices after the pandemic ends. Additionally more then a third of the participants stated that they would continue the levels of working from home to the same degree as during the pandemic even after its over. This will have a large permanent affect on London's transport industry if this does come into effect and the city will just have to wait and see what implications this will have on Government policy and how it will handle less commuters with existing infrastructure that will continue to use money.

Wuhan
Wuhan is the geographic centre of China. It has a population of eleven million, which is over two times that of Sydney.

A month before spring festival, COVID-19 was discovered. Further spatial spread of this disease was of great concern in view of the upcoming Spring Festival (chunyun), during which there are typically 3 billion travel movements over the 40-day holiday period, which runs from 15 days before the Spring Festival (Chinese Lunar New Year) to 25 days afterward. People fell into panic at the beginning. But afterward, as support across the country arrived, people gradually began to accept the lockdown policy. During that period, all public transport were shut down. There was zero travel demand, as barriers were used to block people from leaving their residential complex. After 68 days of lock down, China had maintained a certain period of zero newly cases, thus the lock down policy was lifted. The main policy during this period was the health code policy. To obtain a health code, people were required to report their travel history in their smart phones. Then, each time people enter a shopping mall or a metro station, they had to scan the QR code and had their temperature taken. A green colour of health code represents permission to such public spaces. Anyone who had ever been to a high-risk area or exposed to Covid-19 patients within the past 14 days would not be allowed for free travel. Finally, since July, the health code policy was lifted. Mandatory mask wearing was the only policy for public transport, and the public spaces became crowded as usual.

Transport patterns for people were significantly influenced in last year. In April 2020, the first month since the metro services were resumed, the metro passenger flow only restored to 14%. However, China is recovering faster than the other countries. Today, the metro patronage in Wuhan restored to 90%. Some other cities in China have just broken their daily metro patronage records during the past International Worker's Day.

According to a survey conducted in April 2020 by ITDP, mode share for public transport dropped significantly during the pandemic. Travel mode for some of the previous public transport users transferred to walking or private cars at that time. Only 34% of them were still willing to use public transport in April 2020. 24% of them transferred to private cars, 17% transferred to taxi or car-hailing, the rest of them selected walking or biking.

As a brief conclusion, Wuhan acted fast and adopted the strictest policy. There was a huge damage to the economy and public transport patronage. However, after a temporary change of travel patterns in the middle of last year, the travel demand and public transport usage was quickly restored to the pre-covid situations.

Discussion Questions

 * 1) Imagine that you are the managing director of Transport for London in early 2020. What measures would you put in place in response to COVID-19?
 * 2) Can you demonstrate how effective the Sydney public transport measures have been using the data and timeline of events?
 * 3) How have the 3 cities differed in their public transport response?
 * 4) What is the most concerning policy issue, and why? Can you relate the issue in some way to your own experience?


text:
Transportation Planning Casebook/COVID-19 and Popup Cycleways and Road Space Reallocation

With the start of the COVID-19 pandemic, social distancing has become an importance measure to protect human safety and health, thus an emerging priority of city planners has been to ensure road infrastructure is allocated in a way that helps prevent the spread of COVID-19 and complies with social distancing guidelines. Across the world, many regions have been investigating ways to reallocate roads such as widening the space for pedestrian activities.

On the other hand, cycleways were already a common road re-allocation practice globally, which are usually distributed in a way that are physically segregated from motor vehicles and would not limit cars to one travel direction. Despite that there are already initiatives and policies to implement this infrastructure, the COVID-19 pandemic drove the fast provision of new bike infrastructure such as pop-up cycleways across the world.

Summary
Much of town planning in history has been dictated by private automobiles where roads are allocated for street parking and access to sites/buildings within city centres. Due to pressure for climate change and increasing liveability, many cities such as Oslo and Madrid have reduced traffic flow in city centres and alter street parking for outdoor dining.

As the COVID-19 pandemic (the pandemic) occurred, people are working from home and travelling less in general, resulting in significant reduction of traffic flow from private cars and the public transport systems. Public transport ridership was less than 25% in the months after lockdown. This has accelerated the trend of taking the roads back for the people. State and local agencies realised the underutilisation of roadways and are providing innovative solutions for pop-ups and road space reallocation.

This case study begins with the footpath widening, which was extensively done by the United Kingdom and Ireland. This paper also introduces pop-up cycleways (or pop-up bike/cycle lanes), initiated by the NSW government in July 2020 who added $1.1 billion AUD committed for walkway and cycleway programs in the 2021-2022 state budget. The research would be expanded to various local and international examples and the effectiveness of various campaigns and the longevity of their existence will be discussed. Existing examples involve shutting down part of existing streets car playgrounds and recreational areas for greenery as shown in Figure 1. Figure 2 shows an initiative by the City of Sydney to convert part of major roads to dedicated pop-up cycleways.

List of Actors
The following depicts the list of actors and stakeholders affected by various COVID 19 space reallocation programs.

Maps
Figure 2 is a map of where pop-up cycleways have appeared around the world. Figure 3 shows the already existing cycleways in London, with the green showing streets that are wide enough to accommodate for cycleways. If implemented, this would have had an eight-fold increase on the number of protected cycleways that are there. In addition, Figure 5a and 5b depict the locations of new pop-up cycleways in Sydney, with some changes made about the roads indicated, i.e., changes in speed limits.

Footpath Widening
Before COVID-19, footpath widening scheme has long been proposed and implemented in many global metropolises to provide additional space for pedestrian circulation and streetscape enhancement. Examples can be seen in many improvement plans for business intensive areas. The Hong Kong Transport Department had announced a series of road reallocation plans to improve the overall pedestrian environment in several areas since 2000. Among the plan, footpath widening in the central business district has proven to be successful and satisfactory to the public, according to the government consultation report.

Necessity for Policy Intervention
With the pandemic sweeping the world, soon the government from most of the countries realised a strict lockdown is required to stop the virus spreading to protect its people. But after that, as the situation slowly gets better, cities start to reopen and problems arise: people recognise the importance of following social distancing guidelines, but some of the footpaths in busy areas are quite narrow and many cafés and restaurants cannot provide enough space for outdoor dining areas. Meanwhile, more and more people choose to work or study from distance, which leads to a decreased amount of vehicular travel, therefore the road space has not been utilised efficiently. Apart from the rising safety concern and changed travel pattern and lifestyle, many street business entities such as restaurants, bars and cafés have also expressed strong desire to recover due to their critical economic status. And since indoor dining tables are restricted, the main challenge for those traders is to find new ways to seat patrons. The above issues have soon been recognised, as well as the necessity for policy intervention to improve the road space allocation.

Policy Making
In May 2020, the Irish National Transport Authority informed the local authorities to provide technical and financial support to review their street layout, and find opportunities to conduct footpath widening. And since such measures are required urgently, the state agency would grant funding to those proposals quickly.

In Sep 2020, the Sheffield city council announced their temporary changes to footpaths and highways. The main targeted area is the city centre, as shown in Figure 7, where vehicle lanes have been used as new footway and shared zones between pedestrians and cyclists. Also, new crossing ramps and planter boxes were installed to guide walkers.

In May 2020, the Sydney planning minister announced a new $15 million fund to help NSW councils for public space reallocation, after observing a large number of people exercising outdoors during the pandemic. The increased risk of spreading the virus also exposed the long standing limitation of historical urban design. The reallocation project is aimed to redesign future precinct, parks and public spaces with wider footpaths and separated cycleways. It is important to note that this policy does not provide a temporary measurement to deal with COVID-19, but a long term project aiming to answer the public demand for more public spaces. In May 2020, the Manchester city council also announced a series of measures to widen the footpath for social distancing. The council focused on walking and mass transit which is believed to have the most impact on economic recovery. Extended platforms for bus stops were introduced to provide more room for passengers, also space was widened for public transport hubs and employment hot zones. As to the funding, the British government announced £250 million for active travel, the possible fund of £15.8m for Greater Manchester would cover the expense of the project. The measures are expected to be temporary but the council would keep monitoring the feedback of the scheme. There are many other cities across the world that adopted footpath widening, their policy differs in shape and form due to local implementation constraints, but they all serve a common purpose to address safety issues, promote alternative transport patterns and help economic recovery.

Policy Outcome
The wave of space reallocation since COVID-19 outbreak in major cities is rather an emergent response policy issued by responsible government authorities, these schemes are implemented on an experimental basis, so they could be monitored and altered according to the feedback. At the first stage of the outbreak, people were advised to avoid trips and public transport, which caused increased car use. The government later on promoted walking and cycling and conducted street space widening. But people react differently and measures in some areas are not very efficient. The usage of cycle lanes and pedestrian space didn’t reach the anticipated level, and meanwhile congestion occurred due to reduced road capacity. Therefore opposition to the policy arose. However, it is normal for people to take time in changing their travel pattern, especially during the special period. According to the Transport for London, the proportion of journeys taken by walking and cycling increased largely from 29% in March 2020 to 46% in June 2020; and car usage also arose from 38% to 45% during the period. This data was satisfactory to the Department of Transport in the UK, that they are planning to deliver a more similar scheme. In Feb 2021, Secretary of State for Transport announced a Traffic Management Act 2004, to urge local authorities to continue changing the road layouts to allow more space for walkers and cyclists, as the new wave of active travel has shown to improve well-being, mitigate congestion and improve air quality.

Policy Making
In Europe, the growth of cycle lanes during the pandemic was huge, especially in cities that were densely populated and had a higher share of side roads. A study that used 736 bicycle counters from 106 European cities were carried out, which combined these data to provide information on day-to-day kilometre (km) changes in bicycle travel in major European cities. The analysis of the results in Figure 7 shows that within 4 months, an average of 11.5 km of provisional pop-up bike lanes were constructed in each city, with the introduction of this policy increasing cycling by 11% to 48% on average.

In Paris, for example, the transportation authorities rolled out 50 km of a planned 650 km bike lanes over just a few weeks, prioritising streets leading to hospitals, key health destinations and key transit routes. In the city of Minneapolis, the United States, 11 miles of “Stay Healthy" Streets were constructed to support more space for active recreation, while maintaining social distancing. In Berlin, 24 km of cycle lanes have been established since the start of the pandemic on main roads, with the intention of transitioning them to be permanent ones in the future.

Policy Outcome
Transport authorities have been trying to boost the use of cycling and walking by investing a great amount of money in cycling strategies and programs for a long time. As a result, the effect of pop-up cycle lanes on the percentage of people who use cycling as a mode of transport has been immense. Figure 8 shows the difference in cycling in the months before and after the introduction of the pop-up bike lane policy in treated (cities that have enforced and implemented the bike lane policy) and control cities, with March of 2020 defined as the time of treatment for the treated cities.

Due to the pandemic, both treated cities and control cities were expected to experience more cycling activities. As the pandemic lasts, it is expected that there will be an increase in cycling with the introduction of the policy, though to what extent is not clear. The above results shown in Figure 8 illustrate an increase in cycling of 41.6% as the policy was put in action. It is important to note that a crucial assumption made for this research was that cycling would have followed a parallel trend in both the treated and control groups before treatment was applied on the treated cities (the common trends assumption). The cycling rate would have grown at the same rate in both groups.

Policy Issues
For local governments, policies and regulations need to be modified to accomodate the sudden increase in pop-up cycle lanes. Firstly, changes need to be made to speed limits on the roads adjacent to the cycleways so that both street drivers and cyclers can feel safe when navigating and travelling on the new street environment. Authorities that are concerned with the speed limit reduction must consider:
 * the area of the pop-up cycle lane,
 * how much physical separation is provided between the cycles and the road driver, and
 * who are the road users that are using the pop-up facilities (e.g., older generation and more experienced cyclers).

There will also need increased delegations for councils to approve pop-up cycle lanes in a faster process and ensuring the installation and operation are complying with the delegations. There may need changes to signalised intersections as well. If one has a speed limit of 40 km per hour for cycles, then separation may be provided to widen the cycle lanes. Measures that can be considered include bollards, cones and planters, which can act as separations and help create the new "pop-up" lanes.

Footpath Widening
Since the outbreak of the pandemic, there has been a wave of implementing road space reallocation in many cities across the world. It was mostly introduced to help people maintaining social distancing, as well as promoting walking and cycling instead of public transit and car use. In order to continuously support the pedestrians and cyclists, infrastructure have to improve to make people feel safe and confident during the daily routine, and meanwhile following the guideline. Measures include making some street one-way only or removing street parking to allow space for footpath widening; using roadblocks to pedestrianise the whole street; widening space at bus stops and public transit hubs. After one-year implementation of the project, many city authorities have expressed satisfaction towards the outcome, some of the measures are being planned as a long term policy to promote less car use and more pedestrianised street.

Pop-up Cycleways
Besides widening footpath, many local and state transport authorities around the world are in favour of introducing pop-up cycle lanes during the pandemic. Sydney transport authorities have introduced more than a handful of pop-up cycleways, with some major ones having greatly benefited the local area.

The first example is in Pyrmont Bridge, which provides a link between the city and Inner West Sydney, starting from Forest Lodge (Corner Lyons and Bridge roads) and ending in Pyrmont (Corner Pyrmont Bridge Road and Wattle Street) with a total length of 1.9 km. It provides access to important infrastructure like health care services (Royal Prince Alfred Hospital) and educational institutions such as Sydney Secondary College's Blackwattle Bay Campus and the University of Sydney. This pop-up cycle lane is ought to be a safer alternative than bus travel during the pandemic. To build the protected bicycle lanes, the kerbside lane will be designated with painted lines, divider barriers and posts. Unfortunately, a total of 83 parking spots have been removed with 39 in the northern side and 44 in the southern side until a permanent solution is found.

Another example of pop-up cycleways is provided in Dunning Avenue, London, with the aim of providing a safer alternative than bus travel as well.

A third one is the new cycleway that has opened on the Sydney Park Road that connects high-density residential areas in Alexandria, where a 2-way cycle lane will be temporarily built that is transitioned to existing paths. A new pedestrian crossing with traffic signals was also installed so that residents can safely travel from their home to Sydney Park, the Sydney Park cycling centre and skate park. Some of the park spaces have also been changed to all-day timed unmetered parking.

There is also a cycleway found in Moore Park that connects the Randwick, Bondi Junction and Moore Park cycling routes together, which forms an important travel link between the eastern suburbs and the city centre. This cycle way is expected to reduce the volume of bus travel and increase the number of people who walk and cycle. One of the major lanes have been converted into a 2-way cycle lane and a few streets were transitioned into a shared path, allowing people to both walk and cycle on that lane. One of the bus lanes was removed and around 188 parking spots have also been removed.

Two other main pop-up cycleways have been installed in Sydney include the one in Pitt Street and one in Ashmore to South Eveleigh. The introduction of those pop-up cycleways has created new spaces for people to ride between healthcare services, educational institutions, workplaces and the city centre. The objective is to reduce congestion on public transport and encourage more people to use more environmentally-friendly alternatives than using their private cars.

There are often knock-on effects when such large-scale schemes are implemented in a short period of time. In the beginning of the lockdown, people were advised to travel by car rather than public transport. As the implementation of the cycle lanes meant that some of the road space was allocated to them, then this would have caused more congestion or convolution. It is important to note that other transport modes are not always applicable for all situations; thus, cars and motorised vehicles are still needed for some daily activities. It is also recommended that more consultation regarding the placement (where and how they are placed) of these pop-up cycleways is needed. Other arguments include that in some areas there was lower-than-anticipated usage of the new cycle lanes and they mainly benefited people of privileged backgrounds.

Furthermore, there was already a bicycle boom in 1970 in the US, one of the biggest waves of bicycle popularity, which was regarded the ‘solution to a whole galaxy of urban ills'. However, as shown in Figure 8, the bicycle boom did not continue. Though studies have investigated that this might be due to the poor-quality imports and environmentalists opposition, and safety concerns, it is not clear why a similar bloom could not occur again.

Discussion Questions

 * What are the effects of pop-up bike lines with respect to bike lane network connectivity and the treatment of intersections?

 * How can low socioeconomic groups be included in this initiative and what are the barriers (political, cultural and economic) that they might face? What could be done to include them (changes in prices, the availability of bikes and parking spaces)?

 * How did Covid 19 affected the communities?

Further Reading Materials

 * NSW Government to invest in walking and cycling

 * Methods to Prioritise Pop-up Active Transport Infrastructure

 * Re-allocating road space to make walking and cycling safer

 * Pop-Up Coronavirus Cycleways Deliver $3 Billion In Annual Health Benefits Across Europe

 * How cities are fighting the pandemic by embracing the outdoors

 * How COVID-19 could reshape city design

 * European Sustainable Urban Mobility Plans Briefing on COVID-19

 * Video about the Sydney Park Road pop-up cycleway

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


text:
Transportation Planning Casebook/Stop de kindermoord

Summary
“Stop de kindermoord” (“Stop the child murder” in English) is a social movement that begun in the 1970s with the purpose to eliminate the number of children (and generally, pedestrian) deaths induced from the surge of motor vehicle usage in urban areas. The government response to the initial automobile surge was to start planning for the anticipated future of the automobile, and started reconstructing existing roads, and in some cases acquired and demolished properties, to optimise for the use of the automobile. This decision further increased automobile traffic, greatly increasing the likelihood and severity of road accidents with cyclists and pedestrians in urban areas. The impact of the social movement continues to affect the political and social outlook of transportation related planning in the Netherlands today, and is largely considered the turning point that much later resulted in the Netherlands becoming well known for their world class bicycling infrastructure.

List of Actors
The following is a list of actors, and their impact on the larger social movement at the time:

Advent of the Automobile - In the 1950s and 1960s, car ownership increased dramatically as the affordability and practicality of the technology met with the lifestyle of the middle-class. As a result, mode-share moved from cycling to private cars in this time. Existing roads became increasingly congested with vehicles (automobiles), compared to cyclists on bikes who were naturally coerced against the kerb of the streetspace. Further, the urban areas in the Netherlands developed organically before the advent of the automobile, when street traffic consisted of pedestrians and relatively low volumes of hauled carts (also slower than automobiles). As such, the width of the streets are often very limited in Netherlands urban areas relative to younger western nations.

Netherlands Government’s Response to Automobile Surge - The Government decided to re-allocate existing streetspace, and in some locations, private property with property acquisitions to widen roads and provide better infrastructure focused around the use of the private motor-vehicle. Regardless of intention, this decreased the amenity for cyclists, rendering trips by bicycle in urban areas more dangerous than before.

Increase in Road Accidents & Fatalities in Urban Areas - In 1971, it is recorded that more than 3000 people were killed by automobiles, where 450 of them were children.

Media Coverage of Fatalities - Newspaper articles, such as the headline “Pressiegroep Stop de kindermoord” by Vic Langenhoff, brought the general public's attention to the impact of the surge of motor vehicle traffic in urban areas.

Street Protests and Lobbying - As the government had already decided to prioritise automobile traffic in their transportation planning decisions, the general public were forced to take protest action to demonstrate the widespread impact to the government. Lobbying groups such as the Fietsersbond published propaganda, such as the 1978 poster (Figure 2), to question the reasoning behind the current direction of government policy. The public sentiment was increasingly visible, and rallies would occur frequently in urban areas across the Netherlands to continue pressure on the government.

Middle-Eastern Oil Crisis - In 1973 an oil crisis in the Middle-East occured, where oil exports to Netherlands, Western Europe and the US were halted. The resulting increase in petroleum prices in impacted countries disincentivised the purchase of fuel for private motor vehicles, and therefore encouraged travellers to consider alternatives for transportation.

Timeline
The timeline documenting the contextual history, rise and impact of the “Stop de kindermoord” social movement is outlined in Table 1 below:

Map Data
The map (Figure 4) shows the bicycle path in the Netherland as of April 2018, which only includes dedicated/independent cycle paths. The total cycle network length is over 3500 km.

Policy Issues
After the 1970s, the path for the Netherlands has been different from other countries with regard to the engineering streets. By implementing some policies, like designing and improving safer and more convenient local streets for cyclists, the death and injury rate fell dramatically with the increasing population and the exponentially rising traffic.

Compared with the peak total fatality number of 3200 per year, the fatalities number on-road as of 2017 were only around 600 per year. The traffic deaths caused by motor vehicles with the number in the thousands, the number hit the highest level, with 3300 people dead, 500 of whom were children in 1971. A total of 3264 people died on-road and around 450 children fatalities on road in 1973. As the bicycle was nearly excluded from the vision of government from 1950 to 1975, and the growing number of death especially children on road, the mass protests in the 1970s pressured the political power of the government to listen to the voice of the public. It has taken time for decision-makers and planners to accept and start to re-plan the streets for bicycles. The Dutch government started to rebuild the segregated lanes for cyclists and also provided enough funding for them.

Municipality-based Policies
For each municipality, they have the responsibility to improve the cycling experiences which includes the infrastructure of roads as well as the bicycle parking facilities in different places. The approach applied is different: some municipalities have an independent bicycle policy as others integrate them with general transport policies. The government will provide special budget allocation on large infrastructure projects, and some bicycle parking will be financed by car parking incomes, as well as private companies and public-private ventures.

For example, in the city of Groningen, the policy focus to make a compact city in which 78% of the residents live within a 3 km radius of the center of the city, with 90% of jobs provided here. This leads to distances of travel easily covered by cycling. The plan implemented in 1977 only allowed bicycles and buses traveling between each sector of the inner-city and restricted motorised vehicles to drive in.

In Amsterdam from 2012-2016, a long-term bicycle plan has been implemented to improve the bicycle infrastructure. To tackle the problems of bicycle parking, narrow bicycle lanes, and a lack of bicycle infrastructure, the government determined to invest €120 million ($USD 131 million) in bicycle infrastructure by 2020, and make the investment a total of €200 million ($USD 219 million) by 2040.

Car-Free Sunday
The government announced the ban to completely stop the private motor vehicles driving on a number of Sundays from Nov 4th, 1973, lasting for three months. This changed the mindset of some Dutch people. It showed that former modes of transport (such as bicycles) less dependent on oil are viable for everyday lifestyle and therefore, a feasible option for traveling.

Discussion on Public Behavior Change
Jan Wittenberg, one of the founders and first president of the ENWB (Dutch cycling union), points out that through analysis and design of urban planning, the solution of contradictory wishes and opinions of people can be found, but sometimes it is too abstract for the public. Thus in order to better provoking the engagement of the society, such as cycling over driving private vehicles, introducing policies is not enough. Policies also need to be understood by the public in order for the public to comply effectively.

Cycling background before 1950
Before 1890, bicycles were a luxury item. The rich who cycled created a ruckus and prompted cyclists to join together into cycling clubs. The first, called ‘Immer Weker’, was created in 1871 to enhance the joy of riding together and to prevent cycling abuse, safeguarding the interest of other cyclists. The total number of bicycles in the Netherlands, which had reached around 435,000 by 1908,  rose to 1 in every 10 inhabitants in 1912 and took 75% of all traffic share in 1916. This showed that Netherlands had a good foundation of cycling culture to rely on. However, from the mid-1920s, motor transport grew at an increasing rate due to the drop in car prices as a result of mass production. By 1939, the number of passenger cars had reached 100,000. By 1940 the number of bicycles was 4 million. From around 1950, the bicycle share in the total number of trips and kilometres travelled started to decline, with the decline accelerating after 1960.

Changes from 1950 to 1975
The number of passenger cars rose from 139,000 in 1950 to 3.4 million in 1975. The number of inhabitants in the Netherlands rose from 10 million in 1950 to 13.6 million in 1975. The number of houses doubled from 2.2 million in 1950 to 4.4 million in 1975. These social, spatial and economic developments caused cities to expand. In 1950, the total number of traffic fatalities was 1,021, while 19,500 casualties were registered. In 1972 there were 3,264 traffic fatalities and 70,000 casualties.

From 1950 to 1975, the bicycle was almost entirely excluded from the government's vision, as admitted by The Ministry of Transport in 1983: "In the period between 1960 and 1975, the construction of bicycle facilities lost much ground due to the increase in car traffic, which resulted in greater emphasis being placed on constructing facilities for cars. The increase in car traffic left little room over for the cyclist, while very few new bicycle facilities were being constructed. As a result, utilitarian bicycle traffic was pushed into a tight corner." (Verkeer en Waterstaat, 1983)

Before the Stop de Kindermoord protest and advocacy, most of Europe including the Netherlands began replacing early bicycle infrastructure with widened roads for motorists as cities began to expand and competition for road space became a safety hazard for cyclists. The rapid jump in drivers caused a sharp rise in cyclist deaths, peaking in 1971 at about 3,300 deaths at the hands of motor vehicles. Out of the deaths, 450 were children under the age of 14.

On 16 March 1972, A TV documentary was made and broadcasted about Amsterdam children’s struggle with vehicles from a children’s perspective. The overpopulated neighbourhood streets were neither built for cars nor for the massive car volume that came from the increased population buying cars or from tourists. The next day, on the comment section of the newspaper, there were many reviews about the tragedy that other readers have felt for the children and the discussion slowly grew.

On 20 September 1972, a headline article was published in a newspaper titled “Pressiegroep Stop de kindermoord” written by journalist Vic Langenhoff, whose daughter was killed in a road accident, causing an uproar throughout the nation. This triggered a social movement called "Stop de kindermoord" to advocate for safer cycling conditions. In October, demonstrators block off an intersection by occupying the streets. In December, a riot broke out and cars were overturned and used to block off the street for demonstration in De Pijp, Amsterdam. The Pressiegroep Stop de Kindermoord Foundation was founded on March 22, 1973 in Eindhoven to pressure the population and public authorities to take necessary measures to guarantee the safety of young pedestrians.

Other factors were in play to pressure the Netherlands government into making the switch from car orientated transport to cycling. In 1973, the oil crisis in the Netherlands after the boycott by Arabic oil-producing countries due to the Israel-Palestine conflict increased petroleum prices. In 1975, the previously defunct cycling clubs were re-established as the Dutch Cyclists’ Union to lobby for bicycle interest. In 1978, at the peak of the movement, 15 thousand Amsterdam residents gathered to pressure the council to restrict auto in the city and successfully passed the votes in favour of restricting auto movement and storage.

Lasting effects on the 21st century Netherlands
In 2001, the Stop de kindermoord momentum and Foundation became a part of the larger road safety campaign by the government’s orders, 3VO / Veilig Verkeer Nederland, or "Safe Traffic Netherlands", and continues to campaign for lower road deaths.

A 40-minute, crowdfunded film called ‘Stop killing the Children’ based on the theme of the Stop de Kindermoord movement features interviews with Chris Boardman, Dr Rachel Aldred, Dr Ian Walker, George Monbiot and the founders of the Stop de Kindermoord movement, to promote the bicycle culture from Netherlands into the United Kingdom.

Some astounding statistical achievements are listed below:

 * 27% of all trips are by bicycle.
 * Highest bicycle modal traffic share in the world.
 * 36% of the Dutch list the bike as the most frequent daily mode of transport.
 * 85% of the Dutch own at least 1 bicycle, with estimates having 18 million total bikes countrywide.
 * There are as many passenger kilometres covered by bicycle as by train.

Discussion Questions

 * Why is it necessary for these policies to be understood by the public after the introduction of the policy?
 * Has the government encountered any difficulties in the implementation phase after the policy was launched (for example, the inadequacy of infrastructure)?
 * What is the public outcome after the launch of the policy?
 * Has the policy outcome been positive or negative, and why?


text:
Transportation Planning Casebook/Parramatta LRT

Summary
Parramatta is fast growing city with Sydney, and this is for many reasons with one being the NSW government plan of creating the tri-city Sydney to produce three productive, liveable and sustainable cities. Parramatta is projected be the key link between the other two cities, the new Western Parkland City, and the current CBD Eastern Harbor City. Parramatta will be known as the central River city aiming to multi-project this new Greater Parramatta and the Olympic Peninsula (GPOP) to be focused on developing city, with health, education, administration, finance and business services to drive up the economy. The Parramatta light rail (PLR) has been indicated as a key public transportation necessity for the success of this Central River City, PLR will connect Westmead to Carlingford via Parramatta CBD and Camellia and will consist of a two-way 12km integrated rail line with an expected opening in 2023. It is predicted by 2026, around 28,000 people will use PLR daily and 130,000 people within walking distance of one of the stations.

2012: Introduction of Parramatta Light Rail
According to the NSW Long Term Transport Master Plan, Sydney’s Line Rail Future – Expanding public transport, revitalizing out city, and Unlocking Western Sydney’s Potential with Light Rail: Western Sydney Light Rail Feasibility Study, the Transport for New South Wales (Transport for NSW) is planning to construct a light rail line from Westmead to Carlingford via Parramatta CBD, Camellia, and Sydney Olympic Park.

2013-2014: Western Sydney Light Rail Feasibility Study
In 2013, the former Parramatta City Council (now City of Parramatta) completed a feasibility study to a potential Western Sydney light rail network. The study suggested 15 possible corridors and the first stage of the Western Sydney light rail network should provide two lines, the first line connects the Westmead Health precinct, Parramatta CBD, Western Sydney University at Rydalmere, Eastwood town centre and Macquarie Park, where the second line connects Westmead and Castle Hill via Parramatta.

In 2014, Transport for NSW started the preparation of the Parramatta Transport Corridor Strategy (PTCS), which explored the feasibility of rapid transit, including light rail. The government announced four shortlisted corridors for Western Sydney light rail :

 * Parramatta to Castle Hill;
 * Parramatta to Macquarie Park;
 * Parramatta to Strathfield via Sydney Olympic Park;
 * Parramatta to Bankstown

In order to run through all four corridors, light rail line from Westmead to Camellia via Greater Parramatta is the core spine of the network.

2015: Announcement of Parramatta Light Rail Project
Feasibility assessments stated that Camellia to Strathfield and Camellia to Carlingford section of the Macquarie Park corridor are the preferred solutions as there are significant technical challenges in constructing light rail beyond Carlingford. The preferred solution can offer a better service with the existing T6 Carlingford Line.

In December 2015, the NSW government announced the preferred Parramatta Light Rail network, which connect Westmead and Camellia via Parramatta CBD, Strathfield via Sydney Olympic Park and to Carlingford from Camellia.

2017-2018: Finalized stage 1, Environment Impact Assessment and Planning Approval
In February 2017, the preferred route of the first stage of Parramatta Light Rail was announced by the NSW Government. The light rail will link the following areas:

 * Westmead
 * North Parramatta
 * Parramatta CBD
 * Rosehill

 * Camellia
 * Rydalmere
 * Dundas
 * Telopea
 * Carlingford

In August 2017, Transport for NSW published the Environment Impact Statement (EIS). The EIS stated the potential environmental impact to the local communities during the construction and operation of the light rail project.

In May 2018, stage 1 light rail project was approved by the NSW Minister for Planning and Environment.

2017: Announcement of the preferred route of Stage 2

In October 2017, the preferred route of second stage of the Parramatta Light Rail was announced by the NSW Government, which would allow stage 1 and Parramatta CBD to Ermington, Melrose Park, Wentworth Point and Sydney Olympic Park to be connected. Stage 2 of the Parramatta Light Rail will connect to Sydney Metro West, trains in Parramatta and ferry services at Rydalmere and Sydney Olympic Park.

2019-: Contracts announced and Project begins
A CPB Contractors/Downer Group joint venture and John Holland were shortlisted to build stage 1 of the Parramatta Light Rail. There were also three consortia were shortlisted to maintain the infrastructure, operate the services, and supply the rolling stock :

 * Connecting Parramatta: John Holland, Alstom and Deutsche Bahn
 * Greater Parramatta: Downer Rail, Keolis Downer, Downer Group, Ansaldo and CRRC Changchun Railway Vehicles
 * Great River City Light Rail: Transdev Australasia, CAF and Laing O'Rourke

In 2019, the Parramatta Light Rail began construction after CPB Contractors/Downer Group joint venture and the Great River City Light Rail consortium were awarded to construct and operate stage 1 of the project.

The final budget of the project has been finalized as $2.4 billion, which includes the two major contracts, urban design, active transport links, changes to the bus network, project costs, road network upgrades, and new bridges between 2015-2023. Downer and CPB Contractors in a joint venture has awarded an 840 million major contract to build the light rail system, while the Great River City Light Rail consortium has awarded a $536 million contract for supplying and operating the network and construction of the depot, light rail stops and power systems.

Progress on the Parramatta Light Rail in 2021
In April 2021, 25% of the tracks were laid for stage 1 of the project, 38% of Active Transport Link (ATL) were completed.

Benefit cost issue
The strategic business case faced lots of criticism after the complications of the Sydney light rail project having large cost overruns. Many of these problems were addressed more clearly in the procurement of Parramatta light rail project, yet the complication did emerge after the government failed to come to an agreement of the stage 2 part of the Parramatta light rail to Olympic Park, set to begin construction in late 2018. Cost overrun of a new bridge set the project up for failure as stated by the transport minister and risks outlined by this discovery saw the project be cancelled as a light rail system and replace with an alternative trackless tram or rapid transits busses. However, it is clear from list of actors that delays and complication are the priority due to the indirect costs, turnover losses from impacts to the local businesses and the extended waiting or dwelling times of travelers resulting in longer travel times. This can be due to the street closures and the redirection of bus services during construction period. This will need to be considered and evaluated in the benefit cost analysis to ensure that the cost to the society is outweighed by the benefits.

Overall the outlined benefits and costs were briefly mentioned and that was considered in the Benefit cost ratio.

Costing issues: The estimates of both direct and indirect costs, this includes: Enabling works, Road infrastructure and utilities infrastructure, Rail infrastructure (including rolling stock), Traffic management, Insurances and bonds, Overheads and profit, Project delivery costs,  Property acquisition, Risk and contingency, Escalation and Corporate overhead recovery.

Benefits: consisted of three elements, the transport benefits, wider economic benefits, and land use benefits.

Construction impacts
Construction would be planned to minimize disruption to businesses, residents and transport customers. However, some impacts are still expected. Examples of impacts include:

 * Decline in the road network and intersection performance, including the impacts on the punctuality of existing bus services and the reduction in road capacity, due to road closures and increase in construction vehicles on the road
 * Temporary relocation or permanent removal of existing bus stops
 * Temporary changes to access for residential and businesses properties around the area

 * Changes in travel modes or commuters that are using the T6 Carlingford Line currently, they would be required to use the bus services instead during construction of the project
 * Traffic impacts, such as congestions, due to the increase in the number of buses resulting from the closure of the T6 Carlingford Line
 * Decline in access and space for pedestrians and cyclists
 * Temporary relocation of parking spaces and loading zones
 * Changes to access to Westmead Hospital and Westmead Children’s Hospital

 * Changes to access other projects that are still under construction, such as Parramatta Square

Operational impacts
The impacts that could occur during the operation of the project include:

 * New/loss of lanes and intersection configurations could affect the road traffic along the alignment or the road network in Parramatta. For example, additional delays could occur at high volume intersections

 * Potential congestions along the alternative roads, as a result of alterations of lanes and intersection configurations
 * Permanent loss of parking spaces and loading zones
 * Permanent changes in lanes for pedestrians and cyclists
 * Permanent changes to access to residential and businesses properties around the area, such as properties along Macquarie Street and Church Street.

Property and land use
The impact on land use during the construction phase is the loss of public open space along the project alignment. Other construction impacts are minor to the public, like disruption to services or relocation of utilities. On the other hand, operational impacts are more significant, such as restrictions or new rules on future development within the corridor and permanent acquisition of some properties in the area. The government purchased a land at 4-6 Grand Avenue, Camellia for a price of $53.5 million in June 2016. This decision was questioned heavily and was even investigated by the ICAC (Independent Commission Against Corruption), because the land was purchased from a property developer, who bought the land at a much lower price ($38 million) in November 2015. Moreover, the property is also highly contaminated according to Dr Bill Ryall, one of New South Wales's leading contamination experts. Not only it requires at least $48 million to prevent toxic chemicals to spread from the property, the government also needs to spend millions to remediate the land (further details are discussed below).

Impacts on business and economic
Some businesses located around the construction site will experience significant negative impacts during the construction. Impacts such as increased traffic congestion due to construction vehicles on the road, reduced visibility and amenity, loss of open space, disruption to deliveries, access, power and utilities would all ultimately result in loss of customers. Cr Bob Dwyer, Lord Mayor of Parramatta, is concerns about how the construction of the Parramatta Light Rail is going to affect the businesses in Parramatta, and stated that the government should impose measurements to ensure quality of outdoor dining for restaurants during the construction. The council staff reached out to businesses on Eat street, and found out that Transport for NSW has failed to inform 84% of the businesses their plan for future design for outdoor dining. Transport for NSW is jeopardizing the businesses on Eat street by not informing their plan to reduce the capacity for outdoor dining by 70% to the shop owners in advanced. Communications between Transport for NSW and the community were frequent, they have made several recommendations to the government expressing their concerns and idea, including their desired structures of shelter and number of trees in the area. Additionally, the government constantly assured to the community that they will not repeat the mistake they made from light rail construction in Sydney’s CBD, which significantly influence the businesses in the area. The Parramatta Light Rail Development Agreement was signed on 28 March 2018 by the council and Transport for NSW (as the project owner), to ensure that efforts will be made to maintain as much on-street dining space as possible. However, they still failed to deliver their promises. Council has issued a Default Notice since they believe that Transport for NSW did not meet the obligations in the agreement, and a meeting was held on 8th March 2021 to discuss this issue in details.

The government has also been postponing stage 2 construction for this project by not providing funds. The Western Sydney Business Chamber is demanding funds from the New South Wales government to begin stage 2 construction for Parramatta Light Rail. David Borger, executive director of the Western Sydney Business Chamber, said that he would like the project to start as soon as possible to minimize the construction impacts to the community. However, government is currently still trying to find alternative routes to replace light rail with trackless tram.

Heritage and archaeology items
Physical impacts to heritage and historical archaeology items are most likely to occur during the construction phase. Activities must be carefully planned and calculated to avoid accidents such as crane failure when manoeuvring objects. It is also possible to damage unidentified heritage items and archaeological sites during the construction. On the other hand, visual impacts on the views due to components of light rail such as overhead wires, platforms and catenaries operational would affect adjacent structures, such as the Old Government House and the Government Domain in the operational phase. Additionally, vibrations from the light rail could threaten the structural integrity of sensitive buildings around the area. Vibrations come from both construction and operation of the light rail, different approach to accommodate vibrations in both phases would be required. There are 9 heritage items listed on the State Heritage Register and about 70 locally listed items around the project.

State heritage

 * Cumberland District Hospital Group
 * St. Patrick’s Roman Catholic Cemetery
 * Lennox Bridge (Church Street, Parramatta)
 * Robin Thomas Reserve – Ancient Aboriginal and Early Colonial Landscape (corner of Harris Street and George Street)
 * HMAS Parramatta shipwreck and memorials
 * Sewage Pumping Station 67
 * Rydalmere Hospital Precinct (former Female Orphan School, now University of Western Sydney, 2012)
 * Dundas Railway Station group
 * Redstone (The Winter House)HMAS Parramatta shipwreck and memorials.jpg

Soil erosion & Acid sulphate soils
Excavation will expose the natural ground surface and sub-surface of the construction site. The risk of soil erosion is increased because soil is exposed to water runoff. There are also risks of transportation of exposed soil into surrounding waterways through the stormwater runoff. Additionally, acid sulphate soils are present and may damage the drainage lines and vegetation around the area if it is not properly managed.

Contamination
The government purchased a land at 4-6 Grand Avenue, Camellia, including the Camellia stabling and maintenance facility that is located at 6 Grand Avenue. The facility was identified as a contaminated site that needs to be subjected to remediation before the construction. Exposure of contaminated materials found during the construction will affect receiver such as construction workers, the general public and groundwater bodies. The land purchased is where the main depot and stabling yard of the light rail will reside, hence it is very crucial to the Parramatta LRT project. Dr. Bill Ryall, an expert specializes in contamination, stated that a toxic chemical substance called chromium six is very concerning as it is carcinogenic to humans. The contamination in the property is so severe, Dr. Bill Ryall said no accurate prediction can be made on the duration needed to contain and treat the groundwater, which has been affected by chromium six by approximately 30 years. Government should be prepared to allow at least 50 years to purify the groundwater. The initial estimation of cost for the land and remediation is a little more than $100 million. However, senior project engineer George Silvino came up with a new estimation for the cost of remediation at $65 million not long after, then Daniel Mookley also claimed that he had seen estimates showing that the remediation costs could vary up to $700 million.

Noise and vibration
Land use around the construction site contains a wide range of residential, commercial, recreational and industrial uses, including community facilities such as schools, church, hospitals, medical facilities and childcare centers. Noise and vibration has a great potential to affects individual’s health, especially if it becomes a long-term unresolved issue. The source of noise during construction comes from piling and construction activities along the project alignment. On the other hand, the operational impacts are due to noises and vibration from a wider range, including:

 * Noise from the light rail itself. In particular, the noise produced is significantly larger when tight turns are required (such as at the corner of Hainsworth Street and Hawkesbury Road) and from warning bells or signals
 * Cumulative noise from existing rail network, such as Westmead

 * Airborne noise from stops and substations due to increased number of pedestrians and traffic along the alignment.
 * Vibration impacts such as ground-borne noise from the operating light rail.

Air quality
Generation of dust from the construction phase is responsible for the influence in air quality. In particular, dusts with aerodynamic diameter of less than 2.5 micrometers, also known as PM 2.5, cause the greatest issue because they can get into a person’s lungs and bloodstream. Inhaling small particles constantly will result in short term health issues like irritation of eyes, nose, throat and lungs, which then cause symptoms such as sneezing, runny nose, coughing and shortness of breath. If large amount of PM 2.5 particles are inhaled, it will threaten sensitive groups with pre-existing heart and lung deceases.

Narrative
Parramatta Light rail (Under construction, the first stage will be opened to traffic in 2023) is the latest infrastructure project launched by the New South Wales Government. The entire project is also part of the $80 billion infrastructure investment by the New South Wales Government. As the second-largest central business district (CBD) in Sydney, Parramatta is expected to have 415,000 residents and approximately 160,000 job opportunities in the entire LGA by 2036. Therefore, the Parramatta Light Rail project is needed to alleviate the growing traffic pressure in the region. At the same time, it connects residential, employment, cultural and educational areas in the region to support the development of the Greater Paramatta to Olympic Peninsula (GPOP) priority area.

In terms of improving the transportation network, the project will provide connections and transfers to the existing train, bus service and other transportation networks in Westmead, Parramatta CBD, Carlingford and Olympic Park. It is estimated that by 2026, about 28,000 people will use the line every day, and 130,000 people will live within walking distance of the light rail station. This will meet the travel needs of more than 40,000 staff and more than 30,000 students in the local government area and reduce the use of private cars in the area. The project will also benefit the regional economy and attract new job opportunities, residents, tourists, and a large amount of government and private investment to provide a driving force for urban renewal. The budget for the first stage project will reach 2.4 billion Australian dollars. The contract included early and enabling works, upgrades to existing roads, urban planning and bus network changes, etc. The entire project is expected to start operation in 2023, providing passengers with a ‘turn-up and go' service every 7.5 minutes during peak traffic periods. The 45-meter vehicle will accommodate 300 passengers.

On August 23, 2017, the Transport for New South Wales (TfNSW) released the first stage of the Environmental Impact Statement (EIS) and completed the public feedback before October 23, 2017. Finally, Minister for planning and environment approved the first stage of the proposal in May 2018 also announced the project as a Critical state Significant infrastructure.

Stage 1
On February 17, 2017, the NSW government announced the first stage of the Parramatta Light Rail. The two-way track in the first stage is expected to reach 12 kilometres in length, of which 7 kilometres will be built on the existing road corridor and will be separated with general traffic. The remaining 5  kilometres will be transformed through the existing Carlingford Line Heavy rail and Sandown Line, and a total of 16 stations will be set up on the line. The route will connect Westmead and Carlingford through Parramatta CBD and Camellia and contains many important locations along the way include the restaurants and cafés on Eat Street, the health and medical research facilities at Westmead Precinct, the new Bankwest Stadium, the new Powerhouse Museum and Riverside Theatres cultural precinct, Rosehill Gardens Racecourse, and three Western Sydney University campuses. In order to seamlessly integrate with the surrounding environment, the line between Westmead and Cumberland Hospital and between Prince Alfred Square and Tramway will use a ‘wire free’ design for approximately 4 kilometres.

In November 2017, The NSW government chose CPB as the contractor and the first stage of a joint venture with Downer to construct the entire light rail project. The entire contract amount reached 840 million. A contract worth 536 million Australian dollars will be awarded to the Great River City Rail consortium to operate the network, build light rail stations and power systems. At the same time, the contract also included hiring local workers and working at a busy time and at night. According to the approval of the plan, the first stage of construction began at the end of 2018 and is expected to be completed in 2023.

Stage 2
Project Description (branch to Sydney Olympic Park)

The NSW government announced in October 2017 that the preferred route for stage 2 would connect to Stage 1, north of Parramatta River, which then runs through the developing suburbs of Ermington, Melrose Park and Wentworth Point to Sydney Olympic Park. The entire route will be 9 kilometres long and have 10 to 12 stations. The journey in Olympic park and Camellia and Camellia takes about 25 minutes. The government is also considering another option that will use the Camelia rail line to reach Rydalmere via the Parramatta River.

According to media reports, the government is under pressure to provide funding for the second wave of transport projects, which have cost tens of billions of dollars in pledges, including Sydney Metro West and another metro rail line from St Marys to the airport at Badgerys. The latter will be completed in 2026. Taking into account factors such as budget and cost, New South Wales Minister of Transport Andrew Constance said that the second stage of the construction of the entire Parramatta light rail would be suspended, and the use of ‘trackless tram and BRT’ as an alternative to the stage 2 route.

Parramatta Lord Mayor Bob Dwyer requested the government in October 2020 to fulfil its commitments for the second stage, including the committee and other key groups calling on the prime minister to continue to provide infrastructure for regional population growth and believes that this will play a role in connecting key transportation hubs and subway stations. According to Council's local Strategic planning statement (LSPS), Bob Dwyer pointed out that Stage 2 will provide many economic benefits, including attracting 29,000 households by 2036 and connecting with employment areas such as Sydney Olympic Park (34000 jobs). At the same time, 110,000 houses will be built in Melrose Park. There is also controversy over the alternative. The NSW government's internal review of trackless trams completed in February 2019 also revealed that the vehicles lacked suppliers and tests . Western Sydney Business Chamber executive director David Borger also stated that alternative solutions might not attract investment like the light rail.

According to the original plan, the second stage of the business case should be completed by the end of 2018. However, up to now, the New South Wales government is still evaluating the final business case of the second stage and has refused to commit to an additional 9 kilometres route.

Discussion Questions

 * 1) What is the purpose of community engagement on large infrastructure projects like Parramatta Light Rail?
 * 2) What issues can arise (policy or technological) from changing the current transportation network with Light rail?
 * 3) Why would the government keep developing a project such as Parramatta Light Rail if the benefit cost ratio is less than 1?
 * 4) Has the implementation of the light rail system impeded the land use of pedestrians, what policies might the government introduce to reduce the negative impact of this land allocation?


text: User talk:2600:1700:F5B1:8950:B8A8:8F9A:FCDD:312D


text:
Minecraft resource gathering/Wood

Introduction
Wood is a very important resource in Minecraft, as it is usually the first useful item players gather when they start the game.

Acquiring
Wood is obtained by hitting the trunk of a tree, and this can, infamously, be done without any tools, however, using an axe is quicker and easier. This drops a log block, the most basic wood type.

Variants
Just as in real life, Wood in Minecraft comes in a number of varieties based on the kind of tree it is obtained from.

Tree variants
A tree is where you get wood from. There are 11 different types of trees.
 * 1) Oak (yellow with brown bark)
 * 2) Spruce (brown with dark brown bark)
 * 3) Birch (creme with white bark and black spots)
 * 4) Jungle (light orange with brown-green bark)
 * 5) Dark Oak (dark brown with brown bark)
 * 6) Acacia (orange with grey bark)
 * 7) Azalea (uses oak logs)
 * 8) Mangrove (red with brown-red bark)
 * 9) Cherry (pink with black bark)

Two of which are found in the Nether and are inflammable:
 * 1) Warped Fungus (magenta with red bark)
 * 2) Crimson Fungus (cyan with blue bark)

Nine bamboo can also be crafted to obtain a wood-like block.

Craftable variants
You can craft a special kind of log called Wood. This log has the log texture on all six sides, making it great for landscaping and decoration.

Both log blocks and "wood" can be stripped by holding an axe and pressing the use button when looking at one.

Four planks can be crafted from both of these types. Planks are used in the majority of crafting recipes and can be crafted into stairs, slabs, doors, trapdoors, fences, signs, boats and more.

Two planks can be crafted to sticks.

Use
Wood has very varied uses, being one of the most used crafting ingredients.

Building
Wood can be used for building. It looks good and can be crafted into variant blocks such as stairs and slabs to aid with making complex shapes, and there are multiple variants which can be mixed to change up the palette. However, overworld wood is flammable, so it is not recommended for buildings near fire or lava. Additionally, roofs should be made of something else to prevent lightning from burning your house, or a lightning rod can be used to divert it somewhere else.

Fuel
Wood makes good early-game furnace fuel. However, it is not very efficient and has more important uses, so it is recommended to replace it with coal or lava when you get access to those.

Tip: craft wood into planks, then slabs to smelt eight times the items with the same amount of logs required.

title: Minecraft resource gathering/Wood


text:
User:HumbleBeauty/Proof of monism peer review3

This manuscript has been peer reviewed by Christopher Michael Langan (CTMU), and Jonathan Richard Emerson (the G 	proof), and by numerous atheists and agnostics across the internet; such as on myspace religion and philosophy forum, facebook groups, and on paltalk.

sole Author: Mars Sterling Turner = Abstract =

Proof of monism is a work of Mars Sterling Turner that includes the proof of the scientific laws of monism, and the pragmatic proof of monism. Two separate epistemologies are used as a method of proof; scientism, and pragmatism.

= Introduction =

energy is eternal
proof; ∑E = Ek+Ep

∑E, the sum of energy

Ek, kinetic energy

Ep, potential energy

Scientific Law (1); Conservation of energy; energy cannot be created nor destroyed.

energy cannot be created

ergo by time reversal symmetry it is a scientific law that energy never was created

ergo energy cannot be created, never was created, energy exists and yet cannot be destroyed,

ergo it is a scientific law that energy is eternal. Q.E.D.

energy is omnipresent
E/c^2 = m

proof; E = m c^2;

E, energy

c, speed of light

m, mass

Scientific Law (2); mass - energy equivalence;

 * "Are not the gross bodies and light convertible into one another and may not Bodies receive much of their Activity from the Particles of Light which enter their Composition?"-Isaac Newton.

Electromagnetic radiation and matter are convertible into one another; in other words its a scientific law that energy is omnipresent. QED

energy is all-power-full
ΔE = ΔE

ΔE/Δt = ΔE/Δt

ΔP = ΔE/Δt; axiom 1

ΔP = ΔE/Δs Δs/Δt

∇E = ΔE/Δs; axiom 2

ΔP = ∇E Δs/Δt

Δs/Δt = Δv; axiom 3

ΔP = ∇E Δv

dP = ∇E dv

∫dP = ∫ ∇E dv

proof; P = ∫ ∇E dv

E, energy

P, power

Δ, increment

d, derivative

∫, integral

∇, gradient

t, time

s, space

Scientific Law (3); Power is the transformation of energy over space and time.

All expressions of power are transformations of energy

ergo it is a scientific law that eternal and omnipresent energy [S1 & S2] is all-power-full Q.E.D.

monism exists
Proof--It is a scientific law that energy is eternal and omnipresent [S1 & S2]. It is a scientific law that eternal and omnipresent energy is all-power-full [S3]. Eternal, omnipresent, all-power-full, energy is a monism. Q.E.D.

resolved paradox of omnipotence
Power is defined as the transformation of energy, not the destruction of energy. The inability to destroy itself does not contradict being all-power-full. Therefore energy cannot destroy itself.

To create and to lift both involve the transformation of energy. The monism may be an infinite energy (zero point energy) and a rock which has finite form cannot exist in an infinite substantial state. Therefore the monism cannot create a rock that it cannot lift.

Therefore the monism is natural.

Note; Resolving the omnipotence paradox demonstrates a clarified understanding of reality.

This pragmatically proves that monism exists. Therefore it is a scientific law that monism exists. QED

= Discussion =

resolved problem of the non-physical
Define "physical";

By physical, does one mean 3-space local realism at no greater than the speed of light?

Such that the following are non-physical;

(1) any spacial dimensions higher than 3

(2) non-locality and quantum entanglement

(3) superluminal speed and negative refractive index

Or by "physical" does one equivocate to mean "natural"?

The monism is natural.

dual aspect monism
So you have the physical and non-physical and both are made of the same thing; energy

nothing is not
my rebuttal to ontological nihilism is these logical tautologies;

nothing is not, nothing is nothing , nothing equals nothing, nothing implies nothing, nothing has the property of nothing, nothing exists as nothing, nothing is the cause of nothing, nowhere and at no time has nothing existed, nothing is made of nothing, nothing is in nothing, nothing is nonexistence.

= Epistemology of proofs; Methods =

This work uses the following two epistemologies as methods of inquiry; scientism, and pragmatism.

Scientism
(where you use scientific laws as axioms to deduce more scientific laws), and

Pragmatism
(where you merely show the utility of something; that it is useful).

= References =


text:
User:Conan/common.css

._tocnumber { display: none; } .tocnumber { color:lightgray; }

title: User:Conan/common.css


text: Wikijunior:Countries A-Z/Romania

title: Wikijunior:Countries A-Z/Romania


text: Wikijunior:Countries A-Z/Romania/Image

title: Wikijunior:Countries A-Z/Romania/Image


text:
History of wireless telegraphy and broadcasting in Australia/Topical/Lists/Certificates

CERTIFICATES OF PROFICIENCY

Since the federation of the Australian colonies in 1901 (and likely prior by the individual colonies), the regulator of the day has issued a variety of certificates of proficiency which enabled the certificate holder to apply for an equal variety of licences, or sometimes to obtain employment in a specific field. The following is a list of those encountered to date.

States
In the 1870s William Philip Bechervaise, the Ballarat Telegraph Office master (later Ballarat Postmaster), lectured in telegraphy at the Ballarat School of Mines. Examinations at the end of each term were conducted by no less than Samuel Walker McGowan and Robert Lewis John Ellery. Another local telegraphist took over the lecturing duties from about 1880. Similar classes were held in Melbourne. A feature of these classes was the overwhelming portion of females, as the certificate was seen as entree to a position in post offices and telegraph offices.

Again, similar classes were conducted in Sydney by the Post and Telegraph Department.

Amateur / Experimental
"AOCP" - Amateur Operator's Certificate of Proficiency - August 1903? to October 1947 - Check - Titled AOPC from 1924, later changed to AOCP (needs full review)

"1st AOCP" - 1st Class Amateur Operator's Certificate of Proficiency - May 1941 to October 1947

"2nd AOCP" - 2nd Class Amateur Operator's Certificate of Proficiency - January 1937 to November 1949

"AOLCP" - Amateur Operator's Limited Certificate of Proficiency - June 1954 to ??

"NAOCP" - Novice Amateur Operator's Certificate of Proficiency - 1975 to ??

October 2005 Changes
"AOCP(A)" - Amateur Operator's Certificate of Proficiency (Advanced) - October 2005? to ??

"AOCP(S)" - Amateur Operator's Certificate of Proficiency (Standard) - October 2005? to ??

"NAOCP" - Novice Amateur Operator's Certificate of Proficiency - October 2005? to ??

"NLAOCP" - Novice Limited Amateur Operator's Certificate of Proficiency - October 2005? to ??

"AOCP(A)" - Amateur Operator's Certificate of Proficiency (Advanced) - October 2005? to ??

"AOCP(F)" - Amateur Operator's Certificate of Proficiency (Foundation) - October 2005? to ??

Broadcasting
"BOCP" - Broadcasting Operator's Certificate of Proficiency - May 1935 to May 1994

"2nd BOCP" - 2nd Class Broadcasting Operator's Certificate of Proficiency - June 1944 to August 1975

Television
"TVOCP" - Television Operator's Certificate of Proficiency - January 1957 to April 1994

Commercial
"1st COCP" - First Class Commercial Operator's Certificate of Proficiency - March 1901 to October 1977

"2nd COCP" - Second Class Commercial Operator's Certificate of Proficiency - May 1904 to May 1988

Marine
"ROGCP" - Radiocommunication Operator's General Certificate of Proficiency - January 1973 to May 1984

"ROCP" - Restricted Operator's Certificate of Proficiency in Radiotelegraphy and Radiotelephony

"COCP (COAST)" - Senior Coast/Coast Station Operator's Certificate of Proficiency - July 1974 to December 1983

Aeronautical
"1st AIR" - First Class Operator's Certificate of Proficiency (Aeronautical) - November 1938 to July 1954

"2nd AIR" - Second Class Operator's Certificate of Proficiency (Aeronautical) - March 1938 to October 1947

"3rd AIR" - Third Class Operator's Certificate of Proficiency (Aeronautical) - August 1932 to November 1955


text:
User:Molemo momo

Introvert and self centred ❤

title: User:Molemo momo


text:
User:Jesus LunaR

"To act is hard. But the hardest thing in the world is to act in accordance with your thinking.”

-Johann Wolfgang von Goethe

title: User:Jesus LunaR


text: User talk:122.56.169.47

title: User talk:122.56.169.47


text: User:Jordan Brown/sandbox

title: User:Jordan Brown/sandbox


text:
User:Itz amanda

Hi,everyone i am amanda,i am 14 year old my dream is to become a author ever since i was 9 years old i have wrote  books but have not pusblished any as yet iam from jamaica🇯🇲  i also enjoy reading books. I am also a youtuber. It is really overwhelmed to be apart of wikipedia community i hope that my page helps others.

title: User:Itz amanda


text: User talk:2001:8003:545E:FA00:D9A7:CA15:36F2:852


text:
World Heritage Sites

This book is intended as a reference of World Heritage Sites. It is organized by country.

Contents

 * /Introduction/
 * /Afghanistan/
 * /Buddhas of Bamiyan/
 * /Minaret of Jam/

 * /Albania/
 * /Butrint/
 * /Historic Centres of Berat and Gjirokastër/
 * /Primeval Beech Forests of the Carpathians and Other Regions of Europe/
 * /Natural and Cultural Heritage of the Ohrid Region/

 * /Algeria/
 * /Beni Hammad Fort/
 * /Djémila/
 * /Kasbah of Algiers/
 * /M'zab Valley/
 * /Tassili n'Ajjer/
 * /Timgad/
 * /Tipasa/

 * /Andorra/
 * /Madriu-Perafita-Claror Valley/

 * /Angola/
 * /Mbanza-Kongo/

 * /Antigua and Barbuda/
 * /Antigua Naval Dockyard and Related Archaeological Sites/

title: World Heritage Sites


text: Category:Book:World Heritage Sites

title: Category:Book:World Heritage Sites


title: User:Mrjulesd/sandbox/3


text:
Mewa User's Guide/Move2D node

About
The Move2D node is used for simple 2D transformations, such as moving and scaling. The image’s aspect can also be modified using the scale parameters.

Parameters
Translation: x and y relative to the bottom-left corner Scale: is applied to the width and height of the image

There are 2 types of controls to adjust the image position and scale: Edge controls: Follow the edge of the image. Moving or scaling the image is performed by grabbing the edge or corner of the image. Grid controls: Is a 3x3 grid that stays fixed at the center of the view. Dragging a cell of the grid moves the correspondent corner/edge of the image. It’s useful to adjust parameters when using a high zoom level.

title: Mewa User's Guide/Move2D node


text:
Mewa User's Guide/ColorWheel node

About
The colorwheel node outputs a color wheel circle of a given size. It's used mainly for testing purposes.

title: Mewa User's Guide/ColorWheel node


text:
User:Mrjulesd/sandbox/4

<

title: User:Mrjulesd/sandbox/4


text:
Free Knowledge Culture Calendar/December 26

Today in 1982 Time magazine published its January issue which featured the home computer as “Person of the Year”, calling it 1982’s “greatest influence for good or evil” and recognizing the potential of computer networks. The computer had begun to become standardized (IBM PC compatible) and accessible to home users. For two years, sales had doubled every year.


text:
User:M.d.c.perez

"Love is always patient and kind; it is never jealous, love is never boastful or conceited; it is never rude or selfish; it does not take offense, and is not resentful. Love takes no pleasure in other people's sins but delights in the truth; it is always ready to excuse, to trust, to hope, and to endure whatever comes." - A Walk To Remember

title: User:M.d.c.perez


text:
Template:Promoted shelf

|Image credit

title: Template:Promoted shelf


text:
Template:Promoted shelf/doc

Usage
This template is used to show a blurb of a promoted shelf, with associated cover image. The arguments are: .
 * title=:Where  is the title of the shelf; used for cover image linking to the shelf.
 * cover=:Where  is the name of the shelf's cover image, if any (usually omitting the File: prefix).
 * desc=:Where  is a short paragraph about the shelf, to be displayed alongside the cover image.
 * size=:Where  is the width/height of the book's cover image; defaults to 210px tall; specify for SVGs which don't scale with only the height specified (use a width that creates a thumbnail 210px tall). Use Template:Image.
 * noheader=y:Switch to get rid of header.

title: Template:Promoted shelf/doc


text:
Main Page/sandbox

Featured books • Wikijunior • Cookbook • Browse books • Help • Forum • Using Wikibooks Welcome to Wikibooks, the open-content textbooks collection that anyone can edit. books with pages.
 * Computing
 * Engineering
 * Humanities
 * Languages
 * Mathematics
 * Miscellaneous
 * Recreational activities
 * Science
 * Social sciences
 * Standard curricula
 * Wikijunior
 * All subjects

title: Main Page/sandbox


text:
User:Kenweed Tomat

French course for beginners.

title: User:Kenweed Tomat


text:
Mixing and Mastering/Introduction

Audio mixing, in the broadest sense, is the craft of taking various audio streams and balancing them to produce a cohesive whole. This can apply to many different media, including music, movies, television, video games, audio books, and anything else which has an audio component. In each of these different art forms, you can have anything from individual instrument tracks, sound effects, spoken word, etcetera. A well mixed audio track will emphasize the element of itself that is most important to hear when it is played. For instance, in a movie, while the musical score is important, the most important track will usually be the dialogue. If the score is making it difficult to hear what the characters are saying, it has been poorly mixed.

By contrast, mastering is the process of taking already mixed audio streams and preparing them for publication. The goals of mastering can change drastically depending on which kind of media you are publishing and on what format it is stored. One common application of a mastering process is to take several songs which are to be compiled into an album and ensure that each track is perceived as the same volume and that all tracks have similar sound profiles; that is to say, to ensure they sound like a unified product rather than a random collage. Remasters often are commissioned when an older work is being published again on a new medium, for example, an old vinyl album being released in a digital format. The sonic capabilities of different media are quickly becoming historicized, as everything today is being published in digital format. But interesting changes to digital mastering are happening as streaming services being doing their own automated processes to any files uploaded on their services.

Both mixing and mastering use similar techniques and tools (equalization, compression, saturation, etcetera), but they are different skill sets. Learning one will teach you important things about the other, but like any other art form, the only thing that will improve your skills is practice in a specific domain.

title: Mixing and Mastering/Introduction


text:
Mirad Thesaurus/Family

Core Words

 * Notice that kinship terms are gender-neutral unless there is a w before the root syllable vowel (indicating male-specific) or a y following the root syllable vowel (indicating female-specific).

 * {| class="wikitable" style="background:yellow"

! tod....family !! MALE !! FEMALE
 * + T...D Words
 * tad....spouse || twad....husband || tayd....wife
 * ted....parent || twed....father || teyd....mother
 * tid....sibling || twid....brother || tiyd....sister
 * tud....child || twud....son || tuyd....daughter
 * }
 * tid....sibling || twid....brother || tiyd....sister
 * tud....child || twud....son || tuyd....daughter
 * }
 * }

Genealogical Prefixes

 * Prefixes or word elements used to modify the above core words:

 * {| class="wikitable" style="background:lightgreen"

 * + Genealogical Prefixes
 * to-....god- (as in godson)
 * ta-....-in-law, through marriage
 * te-....father's
 * ti-....sibling's
 * tu-....child's
 * taj-....birth-, real
 * otaj-, ifbi-....foster, adopted
 * ij-....first, original
 * aj-....ex-, former
 * ej-....current, step-, half-
 * oj-....future, -to-be
 * aa....first
 * ea....second
 * yiba....distant
 * aa yiba....first-removed
 * ea yiba....second-removed
 * ota-....out-of-wedlock, bastard
 * oyted-....orphan(ed), without parents
 * oytad-....unmarried, without spouse
 * oytud-....childless, without child, barren
 * tiibil-....blood-
 * }
 * aa....first
 * ea....second
 * yiba....distant
 * aa yiba....first-removed
 * ea yiba....second-removed
 * ota-....out-of-wedlock, bastard
 * oyted-....orphan(ed), without parents
 * oytad-....unmarried, without spouse
 * oytud-....childless, without child, barren
 * tiibil-....blood-
 * }
 * ota-....out-of-wedlock, bastard
 * oyted-....orphan(ed), without parents
 * oytad-....unmarried, without spouse
 * oytud-....childless, without child, barren
 * tiibil-....blood-
 * }
 * oytud-....childless, without child, barren
 * tiibil-....blood-
 * }
 * }

Kinship Terms

 * Kinship Terms Formed from the Above Core Words and Prefixed Elements

 * {| class="wikitable" style="background:lightyellow"

! GENDER-NEUTRAL !! MALE !! FEMALE
 * + Kinship Terms
 * - valign=top
 * tad....spouse ajtad....ex-spouse ijtad....first spouse ejtad....current spouse, step spouse ojtad....spouse-to-be, fiance oytadat....bachelor ||twad....husband ajtwad....ex-husband ijtwad....first husband ejtwad....current husband, step husband ojtwad....husband-to-be, fiance oytwadat....bachelor || tayd....wife ajtayd....ex-wife ijtayd....first wife ejtayd....current wife, step-wife ojtayd....wife-to-be, fiancee oytadayt....spinster
 * ted....parent tajted....birth parent ejted....step parent, foster parent ojted....parent-to-be teted....grand-parent teteted....great-grandparent tated....parent-in-law toted....godparent oytedat....orphan|| twed....father tajtwed....birth father ejtwed....step-father, foster father ojtwed....father-to-be tetwed....grand-father tetetwed....great-grandfather tatwed....father-in-law totwed....godfather oytwedat....male orphan||teyd....mother tajteyd....birth mother ejteyd....stepmother, foster mother ojted....mother-to-be teteyd....grandmother teteteyd....great-grandmother tateyd....mother-in-law toteyd....godmother oytedayt....female orphan
 * tid....sibling ejtid....step-sibling tatid....sibling-in-law tetid....parent's sibling tetetid....great parent's sibling||twid....brother ejtwid....step-brother tatwid....brother-in-law tetwid....uncle tetetwid....great uncle|| tiyd....sister ejtiyd....stepsister tatiyd....sister-in-law tetiyd....aunt tetetiyd....great aunt
 * tud....child tatud....child-in-law ijtud....first-born child ejtud....stepchild otada tud....bastard child titud....sibling's child totud....godchild tutud....grandchild titutud....sibling's grandchild tetitud....cousin aa tetitud....first cousin ea tetitud....second cousin aa yiba tetitud....cousin first removed||twud....son tatwud....son-in-law ijtwud....first-born son ejtwud....stepson otada twud....bastard son titud....nephew totwud....godson tutwud....grandson titutwud....grandnewphew tetitwud....cousin aa tetitwud....first male cousin ea tetitwud....second male cousin aa yiba tetitwud....male cousin first removed||tuyd....daughter tatuyd....daughter-in-law ijtuyd....first-born-daughter ejtuyd....stepdaughter otada tuyd....bastard daughter tituyd....niece totuyd....goddaughter tutuyd....granddaughter titutuyd....grandniece tetituyd....(female) cousin aa tetituyd....first female cousin ea tetituyd....second female cousin aa yiba tetituyd....female cousin first removed
 * }
 * tid....sibling ejtid....step-sibling tatid....sibling-in-law tetid....parent's sibling tetetid....great parent's sibling||twid....brother ejtwid....step-brother tatwid....brother-in-law tetwid....uncle tetetwid....great uncle|| tiyd....sister ejtiyd....stepsister tatiyd....sister-in-law tetiyd....aunt tetetiyd....great aunt
 * tud....child tatud....child-in-law ijtud....first-born child ejtud....stepchild otada tud....bastard child titud....sibling's child totud....godchild tutud....grandchild titutud....sibling's grandchild tetitud....cousin aa tetitud....first cousin ea tetitud....second cousin aa yiba tetitud....cousin first removed||twud....son tatwud....son-in-law ijtwud....first-born son ejtwud....stepson otada twud....bastard son titud....nephew totwud....godson tutwud....grandson titutwud....grandnewphew tetitwud....cousin aa tetitwud....first male cousin ea tetitwud....second male cousin aa yiba tetitwud....male cousin first removed||tuyd....daughter tatuyd....daughter-in-law ijtuyd....first-born-daughter ejtuyd....stepdaughter otada tuyd....bastard daughter tituyd....niece totuyd....goddaughter tutuyd....granddaughter titutuyd....grandniece tetituyd....(female) cousin aa tetituyd....first female cousin ea tetituyd....second female cousin aa yiba tetituyd....female cousin first removed
 * }
 * }

 * Suffixed -if gives you affectionate equivalents:

 * twadif....hubby
 * taydif....darling wife, wifey-poo
 * twedif....daddy, papa
 * teydif....mommy, mama
 * twidif....bro
 * tiydif....sis
 * twudif....sonny, kid
 * tuydif....darling daughter

 * Other terms:

 * todat....relative, sib
 * tiibil todat....blood relative
 * todatan....kinship
 * todatyan....kinfolk, clan
 * todeb....pater familias
 * todeyb....mater familias
 * otatud....bastard, bastard son, bastard child
 * otatuyd....bastard daughter
 * oytetwud....orphan, orphan son
 * oytetuyd....orphan daughter
 * oytwadat....bachelor, unmarried man
 * oytadayt....spinster, unmarried woman, bachelorette
 * oytudayt....childless woman
 * glatidat....person with many siblings
 * oytidat....person with no siblings
 * tadat....in-law
 * otajted, ifbited....foster parent, adopting parent
 * otajtud, ifbitud....foster child, adopted child
 * otajteder, ifbiteder....foster, adopt
 * otajtedwa, ifbitedwa....adopted
 * teder....parent, raise
 * tadier....get married, take on a spouse
 * taduer....marry, preside over a marriage
 * todtun....genealogy
 * tood....ethnos, tribe, clan, race
 * toodtun....folklore
 * tooddin....folk story
 * toob....gender, sex
 * hyitoobifa....homosexual
 * hyutoobifa....heterosexual
 * entoobifa....bisexual
 * hyatoobifa....pansexual
 * hyotoobifa....asexual
 * hyitooba tadan....same-sex marriage
 * tadyan....married couple
 * jwaa tadien....shotgun wedding
 * tyod....people, folk

title: Mirad Thesaurus/Family


text: Mirad Thesaurus/Health

title: Mirad Thesaurus/Health


text:
User talk:Xeno (WMF)

Universal Code of Conduct Facilitator
I work for or provide services to the Wikimedia Foundation, and this is the account I use for edits or statements I make in that role. However, the Foundation does not vet all my activity, so edits, statements, or other contributions made by this account may not reflect the views of the Foundation.

My current project involves facilitating discussions about the Universal Code of Conduct. You can share feedback with me here on my talk page, via email, or at a community venue by adding a notification.

title: User talk:Xeno (WMF)


text: User:Jordan Brown/sandbox/tmpl

title: User:Jordan Brown/sandbox/tmpl


text:
User:Jordan Brown/sandbox/a small cube

cube(10);

title: User:Jordan Brown/sandbox/a small cube


text:
User:DataWitz

DataWitz
DataWitz is a Wikipedia user that joined in April 18, 2021.

title: User:DataWitz


text: User:Jordan Brown/sandbox/OpenSCADExample


text: User:Jordan Brown/sandbox/demo

title: User:Jordan Brown/sandbox/demo


text:
User:Jordan Brown/sandbox/OpenSCADExample2

Code - .scad