Artículos de revistas: "Railway station districts"

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Jeon, Jong Han. "A Study on the Improvement of Naming Standards of Korean Railway Lines and Stations". Institute For Kyeongki Cultural Studies 44, n.º 2 (31 de diciembre de 2023): 65–92. http://dx.doi.org/10.26426/kcs.2023.44.2.65.

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Railroad lines and stations are not just physical spaces, but representations of local and regional identities, geographic information for social information communication, and important operational tools related to safety and speed for facility management and operators. Frequent complaints over the recent establishment of railway station names not only show public interest in railroad-related nominations, but also call for efforts for standardization of geographical names and rational improvement of route names and station names based on the establishment of standards. The researcher diagnosed the limitations and development tasks of the current guidelines based on the principles and recommendations of the UN Group of Experts on Geographical Names and the National Geographical Name Committee based on the correct terminology based on the law and the clarification of key concepts open to implicit interpretation, and proposed ways to improve the standards for establishing railway line names and station names. The improvement measures are summarized as follows. First, the naming of the railway lines follows the combination of the representative administrative name of the departure area and the destination area. However, along with these official line names, facility managers and operators can use the name of the station by naming method using the railway line type classification system or a combination of alphabets and Arabic numbers to promote the safety and speed of management and operation. Second, the naming of a station uses only the name of the representative administrative district where the station building is located. In a station building that spans two or more administrative districts, two or more administrative names can be consecutively used to those naming, but in this case, the name of the administrative district corresponding to the representative address shall be prioritized. Third, other improvements include the following: In principle, the standards for naming of railway lines and stations to be improved in the future should not be applied retroactively, the revision of the station name once rejected should not be allowed to be re-appointed as a future agenda, and caution against social exclusion, such as nominations for specific persons or commercial purposes, or names that can be linked to the economic interests of specific subjects.

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Varquez, Alvin Christopher G., Sifan Dong, Shinya Hanaoka y Manabu Kanda. "Improvement of an Urban Growth Model for Railway-Induced Urban Expansion". Sustainability 12, n.º 17 (21 de agosto de 2020): 6801. http://dx.doi.org/10.3390/su12176801.

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Increasing population in urban areas drives urban cover expansion and spatial growth. Developing urban growth models enables better understanding and planning of sustainable urban areas. The SLEUTH model is an urban growth simulation model which uses the concept of cellular automata to predict land cover change using six spatial inputs of historical data (slope, land use, exclusion, urban, transportation, and hill-shade). This study investigates the potential of SLEUTH to capture railway-induced urban growth by testing methods that can consider railways as input to the model, namely (1) combining the exclusion layer with a station map; (2) creating a new input layer representing stations in addition to the default six inputs. Districts in Tsukuba, Japan and Gurugram, India which historically showed evidence of urban growth by railway construction are investigated. Results reveal that both proposed methods can capture railway impact on urban growth, while the former algorithm under the right settings may perform better than the latter at finer resolutions. Coarser resolution representation (300-m grid-spacing) eventually reduces the differences in accuracy among the default SLEUTH model and the proposed algorithms.

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Lunochkin, Andrei. "The Influence of Railways on the Economy of the North East of the Don Host Region (60s – 90s of the 19th Century)". Vestnik Volgogradskogo gosudarstvennogo universiteta. Serija 4. Istorija. Regionovedenie. Mezhdunarodnye otnoshenija, n.º 4 (septiembre de 2019): 34–44. http://dx.doi.org/10.15688/jvolsu4.2019.4.3.

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Introduction. The article deals with the issue of the influence of the railways built in the 1860s – 1890s in the northeast of the Don Cossack Host Region on the economic development of this region. Methods. Published reports of railway joint-stock companies and archival statistical materials, observations of contemporaries show that this influence was ambiguous. Analysis and results. Gryaz-Tsaritsyn railway, which passed through the densely populated and fertile areas of Khopyorsky and Ust-Medveditsky districts, had the most positive impact on the economy. As a result, grain and livestock production significantly increased, agricultural marketability increased, old major trade and industry centers (Uryupinskaya stanitsa) were developing and new ones (Mikhaylovka sloboda, Privokzalny khutor) appeared. At the same time, the very first Volga-Don railway was mainly transit and had no noticeable impact on the development of the surrounding area, except for Kalach terminal station. Tsaritsyn- Tikhoretsk and East-Donetsk railways passed through the sparsely populated and infertile margin of the region, far from large settlements. Their influence on the local economy at first was rather negative and led to the collapse of the traditional horse carriage. The old trade centers, Nizhne-Chirskaya stanitsa and Kalach-on-Don khutor, were put in unfavorable conditions, which led to the slowdown in their development and the outflow of goods and traders to Oblivskaya and Morozovskaya railway stations.

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Chen, Yuheng, Yanming Wu y Zhou Qi. "Revitalizing Urban Interfaces through Historical Spaces: An Exemplification from the Renovation of Pukou Railway Station Area, Nanjing, China". International Journal of Architectural Engineering Technology 10 (21 de diciembre de 2022): 40–59. http://dx.doi.org/10.15377/2409-9821.2023.10.4.

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This research delves into the significance and methodological approaches concerning the conservation and regeneration of historical facilities and spaces in contemporary urban environments through the lens of the conservation and regeneration project of the Pukou Railway Station Historic District in Nanjing. The study underscores the imperative of respecting, protecting, and revitalizing historical facilities and spaces. The refurbishment of old facilities, employing the most apt technologies and methods, accomplished a commendable balance between economic investment and efficiency. Respecting all historical textures and contexts is foundational to the preservation of the historical appearance of districts. The project, through the refurbishment of historical buildings and cautious design of new constructions, ensured a harmonious coexistence of old and new elements, thereby enhancing the cultural essence of the historical district architecture. The conservation and regeneration project of the Pukou Railway Station Historic District in Nanjing offers a beneficial case on managing historical facilities and spaces, showcasing how, through rational technical measures and respect for historical context, historical spaces can be revitalized, providing rich cultural and spatial resources for modern cities.

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Mohamed, Alhossein, Peng Qiyuan y Malik Muneeb Abid. "Optimization of the Synergies Between Preparation of High-Speed Railway Train Running Diagram and Station Route Allocation Plan". Romanian Journal of Transport Infrastructure 7, n.º 1 (1 de julio de 2018): 34–63. http://dx.doi.org/10.2478/rjti-2018-0003.

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Abstract Introduction. Station route allocation plan is an important extension of the train running diagram and the both are closely intertwined so the overall research on the synergetic preparation method is more beneficial in improving the preparation quality of the train running diagram and providing better service for passengers. Therefore, the research topic has practical significance. Methodology. Based on extensive literatures, this paper studies the synergetic preparation method of train running diagram and station route allocation plan in detail and analyses their association for providing a theoretical basis for the synergetic preparation method. Results. This work introduces the synergetic, analyses the systematic characteristics of the operation organization system of high speed railway and puts forward the optimization strategy of train running diagram and station route allocation plan. Conclusions. The work provides the solution for the preparation of the train running diagram and station route allocation plan by solving the examples based on the relevant optimization factors, such as train running in districts and train arrangement.

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Yang, Ling, Jian Li, Hsiao-Tung Chang, Zhiqing Zhao, He Ma y Libin Zhou. "A Generative Urban Space Design Method Based on Shape Grammar and Urban Induction Patterns". Land 12, n.º 6 (1 de junio de 2023): 1167. http://dx.doi.org/10.3390/land12061167.

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This paper focuses on how to solve the demand of how to quickly explore more urban space design and layout in terms of the conservation and reuse of historical blocks under computer-aided design technology. Referring to urban inductive patterns, the author establishes an urban space design grammar of historical districts based on shape grammar and pattern language. It forms a complete generative urban space design method involving morphological analysis, rule-making, and scheme generation. Furthermore, taking the typical Russian-style historical block along the Chinese Eastern Railway—the historical district in front of Anda Station as an application example—this paper completed the generative urban space design process of block redevelopment and environmental reconstruction, which, using computer-aided technology, was under the premise of protecting the original historic block fabric. The final two group results of the experimental plot and the other plots of the historical district show that this method can quickly and accurately generate lots of urban space design schemes that meet the designers’ pre-thinking, and these schemes can be modified by real-time calculation and interactive operation.

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ARAKI, Namiko y Osamu NAKAGAWA. "STUDY ON THE CITY BLOCK CONSTRUCTION OF THE TEXTILE WHOLESALE DISTRICTS IN THE GIFU RAILWAY STATION-FRONT AREA." Journal of Architecture and Planning (Transactions of AIJ) 86, n.º 780 (2021): 675–85. http://dx.doi.org/10.3130/aija.86.675.

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Beata Gruszczyńska. "Crime in Warsaw in 1992 (Statistical Analysis)". Archives of Criminology, n.º XX (1 de agosto de 1994): 137–53. http://dx.doi.org/10.7420/ak1994f.

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This work contains a statistical analysis of crime in Warsaw in 1992 based on the data on crime recorded by the Warsaw Police Headquarters. Changes in the dynamics, structure, and spatial distribution of crime in the years 1988 to 1992 are shown in accordance with the city’s basic administrative division into 17 districts.Territorial differentiation of crime in areas subordinated to the separate police stations (47) is shown in figures and maps of rates and changes in crime in 1992 as compared to 1991. Separated because of their specific nature are typical big city areas, neighborhoods of railway stations and the airport, as well as suburbs. Changes in crime recorded in Warsaw in 1989‒1992 were relatively much greater than those found on the national scale. An exception here was the year 1990 when a similar growth in the proportion of recorded offences took place both in Warsaw and Poland – by 64% and 61% respectively as compared 1989. After a rapid growth of recorded crime staring in 1989, a downward trend began in 1991 at a pace that was higher in Warsaw than all over Poland. In 1992, the crime rate (mean numbers of offences recorded yearly per 100 thousand of the population of a given area) in Warsaw was 2.3 times higher than the national average which was a drop as compared to 1990 and 1991 when the indices were 2.7 and 2.6 respectively. Changes in the extent of crime in the separate districts of Warsaw in 1989‒1992 have been depicted by chain indices of dynamics. The values of those indices manifest considerable differences in the changes in crime between the separate districts, and occurrence of opposing trends in succeeding years. The districts that had the greatest growth in crime in 1990 (Mokotów, Ochota, Praga Południe, Żoliborz) showed the greatest drop next year (1991). A similar trend could be found in 1992 in the districts of Praga Północ and Śródmieście (an increase, relatively high as compared to the other districts, followed by the greatest decrease). These findings may evidence both “displacement” of real crime, and the impact of other factors related to the activities of the police and public prosecutor’s office (in the spheres of both crime prevention and control, and the methods of recording offences). As shown by analysis of the rates and structure of crime in the separate disricts of Warsaw, the different areas of the city are much differentiated in this repect. In 1991 and 1992, differentiation of the rates crime was three times higher as compared to 1990. The highest crime rates could be found in Śródmieście – 10265.1, and Praga Północ – 6145.5; this resulted, among other things, from concentration of economic life and a high mobility of the population in those districts which stay busy for twenty-four hours a day. The lowest mean crime rates were found in Mokotów (3664). The next stage of statistical analysis of crime recorded by the police in Warsaw consists in the presentation of the territorial differentiation of crime in the areas of operation of the separate police stations. Differentiation of the crime rates was very high, ranging from 1,700 offences per 100 thousand of the population recorded at the 3rd station to 27,559 recorded at the 17th station (in Śródmieście district). At the same time, as was the case with crime analysed by city districts, a reverse trend of the changes in rates and intensity of crime could be found. In some areas which, admittedly, had the relatively lowest crime rates in 1992, there was a relatively high growth in crime as compared to 1991. In Śródmieście district, despite the drop in crime in 1992 as compared to 1991 (which was the highest at the 17th station ‒ by 31% and the lowest at the 26th station – by 8%) the crime rates per 100 thousand of the population proved among the highest. This may confirm the thesis as to “displacement” of crime. On the other hand, it may also result from different relations between the extent of real crime and that of recorded offences. What speaks for these latter conclusions are the results of regression and correlation analysis which manifest a significant correlation between the rates of recorded crime in general and offences against property: thefts of private property and breaking and entering of private buildings where the “dark numer” is high. Therefore, the distribution of crime in Warsaw is determined by offences against property where evaluation of the numer of undetected offences is particularly difficult. As follows from the police data, the clearance rate of crime in Warsaw was differentiated according to both type and site of the offence. The highest mean clearance rate was found in Ochota district (27.5%), and the lowest in Praga Północ (16.3%). The probability of successful detection was highest with respect to traffic offences (0.93) and lowest in cases of breaking and entering (0.05). Clearance rate was highly differentiated (57%) in the case of car burglaries. The relatively highest probability of detection was found in Wola district (0.16), the lowest ‒ in Żoliborz (0.033) and Śródmieście (0.038). The probability of detection of offences against persons in Warsaw in 1992 was about 0.6 (e.g. 60%), and against property – several per cent. The differentiation of both the dynamics and structure of crime in the separate districts of Warsaw and in areas of the separate police stations within the districts again confirms the thesis as to existence of areas that are particularly threatened with crime – the crime-generating areas. On the other hand, this differentiation suggests a large and indefinite numer of unrevealed or unrecorded offences. The present analysis, part of a study on the state of safety in Warsaw initiated by the Superintendent of Warsaw Police and the Major of Warsaw, confirmed the need for improving the data gathering system, securing the continuity of data, and the use of computer data carriers.

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Ushakov, Dmitriy E. y Dmitriy V. Karelin. "Evaluating the impact of function density distribution on metro passenger flows". Vestnik MGSU, n.º 2 (febrero de 2023): 165–77. http://dx.doi.org/10.22227/1997-0935.2023.2.165-177.

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Introduction. The distribution of residential and business functions density in relation to walking distances to metro stations was considered to determine their relationship with annual metro passenger flows. The aim of the study was to identify common dependencies typical for regional cities, including Novosibirsk, Ekaterinburg, Kazan, Nizhny Novgorod, and Samara. Understanding dependencies that determine metro passenger flows will help to identify optimal strategies for development of offstreet transport in regional cities. Materials and methods. Open source data were used. Data on annual passenger metro traffic were provided by metro operators and the International Metro Association. The method of regression analysis was used to evaluate the relationship. The information was prepared and visualized using QGIS and Python. Results. A positive correlation was identified between the density of residential areas and annual metro passenger flows as a result of the total evaluation of all cities. When evaluating the business function, the authors found that the greatest concentration of the number of corporate entities in the cities was focused in their administrative centres, or central business districts. A negative correlation between the average distance from all metro stations to administrative centres of cities (ACC), railway stations and annual metro passenger traffic was identified. Multiregression analysis showed that in all cities annual metro passenger flows were 69–90 % determined by the density of residential areas within walking distance of metro stations and the average distance from metro stations to ACC and the railway station. Independent variables are not multicollinear with each other. Conclusions. A strong dependence between annual metro passenger flows and residential or business functions was obtained. These results describe the dependence characteristic of all regional cities that have metros. This information can be used to evaluate the prospects for the development of offstreet transport in regional cities of Russia in the process of updating their master plans. The direction for further research is to evaluate the contribution of the residential function to metro passenger flows separately for each radius of walking distance of stations.

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Dillinger, Thomas y Markus Neuhas. "Can a new railway track be used to foster smart urban and regional development?" International Journal of Business & Technology 5, n.º 1 (1 de noviembre de 2016): 1–10. http://dx.doi.org/10.33107/ijbte.2016.5.1.04.

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The future Smart City Ebreichsdorf (SMCE) is a fast growing municipality in the area of the metropolitan region of Vienna, Lower Austria and Burgenland. The expansion to a double track railroad of the „Pottendorfer Linie“and the thereby even better connexion to Ebreichsdorf will strengthen this growing process even more. A new train station is built, located on a greenfield site, between the city districts Ebreichsdorf and Unterwaltersdorf. The existing railway track is going to be abandoned. In spatial planning approaches, it’s goal leading to locate future growth in the area of the new train station. Action options, how such an innovative growth process around the railway station could be formed, are absent up to now. The state Lower Austria and the city Ebreichsdorf are aware of this problem. So the idea of planning and implementing a „Smart City“ or a „Smart Urban Region“ at this certain area has moved in focus of considerations. An urban transformation towards a future smart city is necessary. The Smart City concept gets more and more important in the course of urban and regional development. Thereby, new technologies are used to create a sustainable environment and economy in order to ensure the quality of life for the further generations. The participation and awareness of the citizens are of fundamental importance. With a focus on Ebreichsdorf this paper demonstrates how such an impulse can be used for a smart urban and regional development. First results of the ongoing project show, that it is advantageous to involve citizens and main stakeholders as well as all political parties in an early stage. This increases the acceptance and facilitates the further process. Furthermore, the complexity of Smart City is best handled by a team of researchers from various disciplines. In the course of a scenario workshop, it became clear that all different disciplines have different accesses to the same topic. Through this a stimulating discussion and exchange of experiences has been started.

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Wang, Wenjing, Haiyan Wang, Jun Liu, Chengfa Liu, Shipeng Wang y Yong Zhang. "Estimating Rail Transit Passenger Flow Considering Built Environment Factors: A Case Study in Shenzhen". Applied Sciences 14, n.º 23 (21 de noviembre de 2024): 10799. http://dx.doi.org/10.3390/app142310799.

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This paper aims to analyze the influence mechanism of built environment factors on passenger flow by predicting the passenger flow of Shenzhen rail transit in the morning peak hour. Based on the classification of built environment factors into socio-economic variables, built environment variables, and station characteristics variables, eight lines and one hundred sixty-six stations in Shenzhen Railway Transportation are taken as research objects. Based on the automatic fare collection (AFC) system data and the POI data of AMAP, the multiple regression model (OLS) and the geographically weighted regression (GWR) model based on the least squares method are established, respectively. The results show that the average house price is significantly negatively correlated with passenger flow. The GWR model considering the house price factor has a high prediction accuracy, revealing the spatial characteristics of the built-up environment in the administrative districts of Shenzhen, which has shifted from the industrial structure in the east to the commercial and residential structure in the west. This paper provides a theoretical basis for the synergistic planning of house price regulation and rail transportation in Shenzhen, which helps to develop effective management and planning strategies.

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Mainaki, Revi y Iwan Hermawan. "PERKERETAAPIAN MASA KOLONIAL BELANDA DI WILAYAH INDRAMAYU: PEMETAAN JALUR DAN BUKTI TINGGALAN ARKEOLOGIS". JURNAL WALENNAE 17, n.º 2 (5 de diciembre de 2019): 125. http://dx.doi.org/10.24832/wln.v17i2.388.

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The development of railways in Indonesia is related to the exploration and exploitation of the Dutch Colonial Government. This mode of transportation is used for the transport of agricultural commodities so that a compilation of enforced planting politics is enforced. Indramayu is one of the areas on the island of North Java which is traversed by the construction of this route, so it has archaeological remains, everything related to trains or is called railways. This remains a fact and basis in colonial history. The difficulty of preserving the railroad relics in the Indramayu Region is difficult to find and approve. Through qualitative and exploratory methods, this study further discusses railways that have archaeological values on the track built by the Dutch colonial government, namely (1) the non-active Jatibarang - Indramayu railway line; (2) Jatibarang - Karangampel non-active train line; (3) Haurgeulis - Arjawinangun Lane which is an active route at this time. Data collected through literature studies, documentation studies, observations collected by interviews. The results showed some relics in this region which are found in several districts namely Jatibarang, Karangampel, Haurgeulis Districts and along the Jatibarang-Indramayu, Jatibarang-Karangampel and Jatibarang-Arjawinangun subdistricts. Also around the former station Kadokangabus Station, Terisi and Telagasari. Besides that, it was located in the center of Cimanuk economic activity during the colonial period. Perkembangan kereta api di Indonesia, terkait dengan eksplorasi dan eksploitasi Pemerintah Kolonial Belanda. Mode transportasi ini digunakan untuk pengangkutan komoditas pertanian, sehingga menguat ketika diberlakukannya politik tanam paksa. Indramayu adalah salah satu wilayah di Utara Pulau Jawa yang dilalui oleh pembangunan jalur ini, sehingga memiliki tinggalan arkeologis, segala sesuatu yang berhubungan dengan kereta api atau disebut dengan perkretaapian. Tinggalan tersebut menjadi fakta dan dasar dalam mengidentifikasi sejarah masa kolonial. Kurangnya kesadaran pelestarian tinggalan perkretaapian di Wilayah Indramayu, membuatnya sulit dicari dan di identifikasi. Melalui pendekatan kualitatif dan metode eksploratif, penelitian ini mengidentifikasi tinggalan perkeretaapian yang memiliki nilai arkeologis di jalur yang dibangun pemerintah kolonial belanda yakni jalur (1) Jalur kereta api non aktif Jatibarang – Indramayu; (2) Jalur kereta api non aktif Jatibarang – Karangampel; (3) Jalur Haurgeulis – Arjawinangun yang merupakan jalur aktif saat ini. Data dikumpulkan melalui studi literatur, studi dokumentasi, observasi yang diperkuat oleh wawancara. Hasil penelitian menunjukan beberapa peninggalan di wilayah ini yang terdapat di beberapa kecamatan yakni Kecamatan Jatibarang, Karangampel, Haurgeulis serta di sepanjang jalur penelusuran Jatibarang-Indramayu, Jatibarang-Karangampel dan Jatibarang-Arjawinangun. Juga di sekitar bekas stasiun Stasiun Kadokangabus, Terisi dan Telagasari. Selain itu terdapat tinggalan di pusat aktivitas ekonomi Cimanuk pada masa kolonial.

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Kim, Yong Rae. "철도역 상권 임대료와 매출액 결정요인에 관한 연구* : 수도권 전철역을 중심으로". Appraisal Studies 15, n.º 3 (30 de diciembre de 2016): 57–68. http://dx.doi.org/10.23843/as.15.3.4.

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Akhmedova, E. A. y I. V. Kuznetsov. "City-planning transformation of the functional and planning structure of districts near a railway station in the largest megalopolises (international experience)". IOP Conference Series: Materials Science and Engineering 944 (27 de octubre de 2020): 012001. http://dx.doi.org/10.1088/1757-899x/944/1/012001.

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Klimenko, A. y P. Shulgin. "Tyumen region cultural heritage potential: official assessments and real situation". Heritage and Modern Times 4, n.º 1 (20 de abril de 2021): 68–92. http://dx.doi.org/10.52883/2619-0214-2021-4-1-68-92.

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The huge layer of unrevealed cultural heritage in the Tyumen region is considered. Tyumen region hosts about two thousand monuments of history and culture, included in the united federal register, and about 1300 more identified objects of cultural heritage. However, the identification of historical and cultural monuments is far from complete. Detailed field expeditionary studies, conducted in all districts of the region during 2017–2020, made it possible to identify about a thousand more historical monuments with signs of cultural heritage.Examples of objects of traditional rural wooden architecture (both residential estates and outbuildings), decoration of rural wooden houses, stone construction in the village (retail shops, residential merchant houses) are given. The preserved historical layout of rural settlements has been regarded as a special kind of heritage objects. Examples of industrial architecture in rural settlements, architecture of railway stations and station complexes are shown. Several dozens of rural settlements can be distinguished on the territory of the region, where, according to official figures, there are either no cultural heritage objects at all, or there are 1–2 objects, but in fact there are up to 15–20 interesting architectural structures, the historical layout and cultural landscape are preserved. These settlements may become real reference points of the future cultural framework of the region, a good basis for attracting tourists and excursionists.

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SHENG, Shuangqing, Lei NING y Jing LIN. "A Preliminary Study on the Transformation Strategy of Old Districts from the Perspective of Stock Planning ———Taking Xining City,Qinghai Province Tieluweimin District as an Example". Chinese Geography Sciences Review 1, n.º 3 (28 de septiembre de 2023): 51–59. http://dx.doi.org/10.48014/cgsr.20240110001.

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In the process of rapid urbanization in China, urban diseases have gradually emerged, among which the dilapidation of old settlements, as one of the major urban diseases, has received widespread attention from society. From the experience of existing settlements’ transformation, the transformation mode of large-scale demolition and construction not only destroys the neighborhood’s landscape texture and the spirit of place, but also leads to the waste of resources and high development costs. The proposal of stock planning provides a new way of thinking for further rationalization of the way and method of transformation of old cities, which improves the efficiency of construction land and makes urban land more intensive. Based on the background of the transformation of old settlements and the exploration of the academic community, the study selects the Tieluweimin district of Xining City, Qinghai Province, which is adjacent to the railway station and related to the image of the gateway to the city, as a case study. From the perspective of stock planning, drawing on its relevant theories and practical experience, the study examins the existing problems of the district on the basis of a thorough research of the district, and at the same time, combined with its own features and characteristics, it examins the overall environment from the outdoor area, At the same time, combined with its own characteristics and features, it puts forward a “micro” transformation strategy for the district in four aspects: overall outdoor environment, infrastructure renovation, revitalization of cultural industries, and enhancement of management services, with a view to providing a realistic basis and strategic reference for the current transformation of old districts.

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Puzyrev, A. N. "SOLANUM EMULANS RAF. AND SOLANUM SCABRUM MILL. (SOLANACEAE) IN THE UDMURT REPUBLIC". Bulletin of Udmurt University. Series Biology. Earth Sciences 31, n.º 2 (19 de julio de 2021): 129–36. http://dx.doi.org/10.35634/2412-9518-2021-31-2-129-136.

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Information about the finds in the Udmurt Republic of two adventive Solanum species is reported. Of these, Solanum emulans is a new species for the flora of Russia. It is brought to the city of Izhevsk with North American grain. In 1993, three of its locations were discovered: at the Izhevsk railway station and in the wastelands in the courtyards of the Izhevsk bakery plant and the Izhevsk bread-receiving enterprise no. 2. Solanum scabrum is occasionally cultivated by amateur gardeners as an exotic plant. In a wild state, it has been known since 2000. To date, eleven of its locations are known in the cities of Izhevsk, Votkinsk, Mozhga, Sarapul, as well as in Zavyalovsky, Uvinsky, Yakshur-Bodinsky and Yarsky districts. Most of its finds are associated with dumps and municipal waste dumping sites. In the conditions of the Udmurt Republic, Solanum emulans and Solanum scabrum are ephemerophytes. The features that distinguish Solanum emulans and Solanum scabrum from morphologically similar species such as Solanum americanum, Solanum nigrum., Solanum retroflexum are given.

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Lynnyk, I., K. Vakulenko, N. Shille y N. Katasonova. "STATE OF ATMOSPHERIC AIR IN KHARKIV AND KHARKIV REGION". Municipal economy of cities 6, n.º 159 (27 de noviembre de 2020): 29–35. http://dx.doi.org/10.33042/2522-1809-2020-6-159-29-35.

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The risk of chemical pollution is assessed by the level of its possible negative impact on the atmosphere, soils, groundwater and surface water, vegetation, animals and humans. The state of atmospheric air in Kharkiv and Kharkiv region is analyzed and it is revealed that atmospheric air pollution comes from mobile and stationary sources of pollution. One of the main sources of pollution is thermal power plants and oil and gas companies. The largest number of emissions from stationary sources is in Zmiiv, Krasnograd, Balakliia, Chuguiv districts and Kharkiv. The largest number of emissions from mobile sources is observed in Kharkiv and Derhachiv districts. The most polluted areas of the city of Kharkiv were identified, especially the central district and the area of the railway station, and the causes of pollution were established. As a result of comparison of the accepted maximum admissible concentrations of chemical substances in Ukraine, the USA and the countries of the European Union it is revealed that the Ukrainian norms are stricter. An analysis of emissions since 1990 found that their 9,14-fold reduction was due to a reduction in production and the closure of some enterprises as a result of the collapse of the Soviet Union. The sharp drop in emissions since 2013 is also due to the economic crisis and hostilities in eastern Ukraine. The reduction of emissions is explained not only by the reduction of production volumes, but also by the implementation of air protection measures carried out at the enterprises of the city and the region. There is a close link between pollutant emissions and gross domestic product (GDP) production, which can be used in the future to forecast emissions. Measures aimed at improving the state of atmospheric air in Kharkiv region and the city of Kharkiv are presented.

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Dovganiuk, Anatolii. "Historical and urban-planing development оf the Pryvokzalnii district of Chernivtsi". Current problems of architecture and urban planning, n.º 66 (14 de abril de 2023): 105–25. http://dx.doi.org/10.32347/2077-3455.2023.66.105-125.

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The article highlights the territorial development of the Pryvokzalnii district of the city in the Austro-Hungarian, Romanian, and Soviet periods of the development of the city of Chernivtsi. The development of the streets of the Pryvokzalnii district, which to some extent, was included in the list of architectural monuments of local importance, was considered. The urban planning documentation of the city was analyzed, and the project of the detailed plan of the Pryvokzalnii district, which was developed during the Soviet period, was considered. In 1972, the Lviv Branch of the Ukrainian State Urban Planning Institute "Mistoproject" developed a detailed planning project for the Pryvokzalnii district of Chernivtsi. The projected district is located in the close proximity to the central and northern industrial districts of the city and is intended for resettlement of workers employed at enterprises located in these districts. The territory which is covered by the detailed planning project, has a complex topography. Due to the great steepness of the slopes and the presence of landslides, a large part of the territory is unsuitable for residential and public buildings and could only be used for the creation of green massifs. There area number of industrial enterprises on the territory of the district. The most significant of them are a shoe and a brewery factories located in its northeastern part along Haharin Street. Near the railway station on Nikitin Street there was a site of a winery, knitting and hosiery factories. The city-wide main road passes through the district - Haharin Street, on which the main connection of the right-bank and left-bank districts of the city is carried out via the bridge to the Prut River, as well as access to external routes - settlements of neighbouring districts of the region. Project architectural and planning organization of the territory - the main principles of the planning and spatial solution of the district are determined by its location and scale in the system of other entities of the city, the specificity of natural conditions and the order of development of the territory. The quarter of the new development, located in an amphitheatre facing Haharin Street, in combination with high-rise accents located on the most exposed areas and completing the axial perspectives of the main thoroughfares, will naturally fit into the existing landscape of the planned area. The project paid great attention to solving the silhouette formation of the district both from the side of the main entrances to the city and from its central part. The new building according to the project is located on a high terrace of the Prut River in combination with an interesting and diverse landscape of the territory, should form and significantly enrich the silhouette of the entire city. For this purpose, the project envisaged the construction of several groups of high-rise buildings and service complexes in the most exposed areas of the district. The transport connection of the district with the city centre and the northern industrial district was planned and carried out along Haharin Street (currently Vokzalna Street). The city ring highway is designed along the Klokuchka River, it will connect the Pryvokzalnii district with the new districts of the southern part of the city and recreation and sports areas. Significant areas of the district, unsuitable for construction due to the presence of steep terrain and landslides, are intended for the creation of large parks and gardens, forming a single system of green areas of the city. It is also planned to straighten and strengthen the Prut River, with the construction of a promenade. The community centre of the district is located on the lower terraces along Haharin Street and the upper terraces along Berezhanska Street and is united into a single complex by a system of retaining walls, viewing platforms, stairs and separate service facilities. The development of the district was supposed to be implemented in two stages lasting 10-15 years each. The first stage of development includes a block of buildings on the slopes between Haharin and Berezhanska streets, as well as on a high plateau in the block of Haharin and Naddvirnianska streets. The planned building will form the entrance to the city and will significantly improve the aesthetic perception of the entire district. At the second stage, the territory between Berezhanska and Zolochevska Streets, between the projected ring road and Chernyshevskii Street, will be developed. The development of the district in its most elevated northwestern part is being completed. The basis of the solution for residential development is the principle of arranging residential complexes from block-sections of different storeys of the 67 series, developed by KyivZNDIEP (Kyiv Zonal Research Institute of Experimental Construction) for construction in seismic areas of the Ukrainian SSR. The composite approach to the construction of residential structures takes into account the specific natural conditions of the area, characterized by significant slopes of the relief and strong dismemberment of areas suitable for residential construction. The development is mostly solved by long "continuous" houses of various configurations, composed of block sections of different storeys with corner and T-shaped inserts. This method of construction achieves a clear organization of internal living spaces and a more intensive use of the territory in the presence of complex terrain. The total housing stock of the projected area is 197.6 thousand m2. Cultural and household services for the population of the district are decided according to a two-level system - everyday and periodic. All types of establishments are located within walking distance, taking into account the standard service radius. The project envisaged the organization of parks, squares, the construction of embankments and pedestrian paths within residential quarters and groups of buildings. A complete reconstruction of the existing streets and the construction of new ones with the arrangement of the covering of driveways and sidewalks and the planting of green spaces along the streets were foreseen. The arrangement of residential buildings with open nodes open to favourable winds and sunlight ensures ventilation and insolation of the interior spaces of the territory. In this way, having researched the historical and town-planning development and analyzed in detail the town-planning documentation of the Soviet period of the development of the station district of the city of Chernivtsi, the following conclusions can be drawn from the material presented above: - the urban development of this district directly depended on the city-forming enterprises of the Central, partly Northern industrial districts of the city, because the formation of the development of the districts of the district, in particular, the housing stock was also formed for the workers of the enterprises; - the planned development of the first stage or stage of development of the district was supposed to form the entrance to the city and to a large extent improve the aesthetic perception of the entire district, but unfortunately, under one or another circumstances, this was not destined to happen - the first stage of development remained in the project drawings; - on the territory of the district there are abandoned buildings and structures of various purposes that were built in different eras of the development of the Railway Station District and the city of Chernivtsi; - further development of the territory is possible in the case of revitalization, reconstruction of abandoned territories of former industrial enterprises, change of purpose of territories, plots of industrial zones for residential construction and objects of daily service.

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20

Vilk, M. F., O. O. Sinitsyna, Oksana S. Sachkova y I. A. Konoval. "CURRENT ISSUES OF ANTI-EPIDEMIC AND ECOLOGICAL SAFETY OF PASSENGER OBJECTS OF RAILWAY TRANSPORT". Hygiene and sanitation 98, n.º 12 (15 de diciembre de 2019): 1376–79. http://dx.doi.org/10.18821/0016-9900-2019-98-12-1376-1379.

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Rail transport is recognized in the world as one of the most environmentally friendly modes of transport. It connects numerous regions and districts of the country, ensures the vital activity of all sectors of the economy, the implementation of social programs, economic and national security of the state, actively affects the development of interregional and international relations. However, rail passenger facilities are objects of mass concentration of people, and in this connection there is an “unfavorable” combination of the main epidemiological factors, such as an increased risk of simultaneous infection of a large number of people and the rapid spread of infectious diseases. To ensure comfortable and safe conditions for the passage of passengers and the work of road fitters, it is necessary to improve the system of anti-epidemic and environmental safety. The improvement of the system of anti-epidemic and environmental safety of passenger railway transport facilities was carried out in the following areas: the creation of advanced rolling stock with the availability of modern life support systems; the introduction of environmentally friendly toilet facilities, installations for cleaning and disinfecting air and water in rolling stock and at station complexes; development of modern technologies for disinfection, disinsection and disinfestation; substantiation of the use of modern technology for the collection and disposal of solid household waste; the use of modern safe polymer-containing construction and finishing materials with complex characteristics of hygienic, fire-prevention and environmental safety; ensuring biological safety in the event of emergency situations in railway transport; development of occupational health and safety requirements for railway workers. Also, in order to reduce emissions of harmful pollutants into the atmosphere, work is underway to reduce the anthropogenic impact through the modernization of rolling stock and engineering structures. In particular, work is underway to transfer boilers to heating with ecological fuel, promising passenger rolling stock is produced and operated with a centralized power supply.

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21

Vibhakar, Dhaval, Suraj Jha, Aditya Kamble y Saurabh Suman. "Integrated CCTV Surveillance System for Public Transportation". International Journal of Engineering and Advanced Technology 10, n.º 3 (28 de febrero de 2021): 30–33. http://dx.doi.org/10.35940/ijeat.c2157.0210321.

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The urban center residential district Railway is one in every of the busiest railway stations in Bharat and carries over seven.5 million commuters daily. The railways spreads over 123.78 km (76.91 mi).The Railways encompass thirty-nine stations. Trains typically begin from and terminate at necessary stations. in line with a survey ,the total stats given by the RPF(Railway Police Force) & GRP(GOVERNMENT RAILWAY POLICE), 2,700 railway commuters killed, over 1,400 whereas crossing tracks up until last and this variety has been increasing daily. This is creating railways a dangerous possibility for travel and transportation. The video closed-circuit television used is irving to be not useful and not updated. To overcome this drawback we tend to area unit creating associate integrated video closed-circuit television for detection of crimes and missed objects and explains during this paper.We area unit exploitation high resolution cameras which might focus and might be simply accustomed establish someone and can also be helpful in dark.

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22

Prakhammin, Khanuengnij, Nawapon Nakharutai, Manad Khamkong y Watha Minsan. "Train timetable design under passenger demand using skip-stop plans for a new railway transportation in express train service from Ban Phai to Nakhon Phanom". EUREKA: Physics and Engineering, n.º 2 (28 de marzo de 2025): 98–112. https://doi.org/10.21303/2461-4262.2025.003515.

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The transportation system is a key component of Thailand's infrastructure improvements. In this study, let’s concentrate on the new railway line from Ban Phai District, Khon Kaen Province, to the third Thai-Lao Friendship Bridge, Nakhon Phanom Province. This new double-track railway line project will connect the old railway lines from Bangkok that are upgrading single-track railways to double-track systems. After completing a feasibility study and technical suitability for this railway line, the State Railway of Thailand has commenced construction, with an expected completion date of 2027. However, the feasibility study and technical suitability for this railway line have not yet taken into account the number of passengers and the number of train services. The objective of this research is to investigate the optimal balance between passenger demand and the number of express train services to maximize service capacity using skip-stop strategies. The skip-stop plan offers trains the opportunity to bypass certain stations. By concentrating service on stations with high demand, this method aims to cut travel times and prevent overcrowding. The simulation results show that the all-stop pattern causes the number of passengers loaded onto the train to exceed the express train capacity, but the introduction of the stop-skipping strategy using integer linear programming (ILP) can effectively reduce the number of unserved passengers than stopping at every station when there is a passenger capacity constraint per train. This skip-stop strategy can be an alternative solution for planning other future new railways services when capacity constraints of passenger volume and number of trains are limited.

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23

Qian, Bin, Tao Yu, Haiquan Bi y Bo Lei. "Measurements of Energy Consumption and Environment Quality of High-Speed Railway Stations in China". Energies 13, n.º 1 (30 de diciembre de 2019): 168. http://dx.doi.org/10.3390/en13010168.

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In recent years, the energy performance of public buildings has attracted substantial attention due to the significant energy-saving potential. As a semi-open high-space building, the high-speed railway station is obviously different from other public buildings and even traditional stations in terms of energy consumption and internal environment. This paper investigates the current energy consumption situation and environmental quality of 15 high-speed railway passenger stations in China. Results show that the energy consumption of the high-speed railway station is between 117–470 kWh/(m2·a). The energy consumption of the station is related to the area and the passenger flow. The energy use of the station using district heating is higher than that of the station without district heating in the same region. The higher glazing ratio induces good natural lighting in the station, but the uniformity of the lighting in the station is not good. The acceptable temperature range of passengers in winter is larger than that in summer. The average air change rate of the high-speed railway station is 3.2 h−1 in winter and 1.8 h−1 in summer, which is the main reason of high energy consumption of the HVAC (Heating Ventilation Air Conditioning) system in this kind of building.

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24

Millennia, Alen Aquariesta, Panti Wahyu Ningsih y Felly Misdalena. "Tingkat Kepuasan Pengguna Terhadap Kinerja Pelayanan Kereta Api Tanjung Karang – Kotabumi". Jurnal Talenta Sipil 8, n.º 1 (5 de febrero de 2025): 195. https://doi.org/10.33087/talentasipil.v8i1.811.

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Railways as one of the means of land transportation that have an important role in population mobility. The Railway industry is an interesting sector to observe because most people use rail transportation for various destinations. One of the train stations in Bandar Lampung is Tanjung Karang Station (TNK). TNK Station is a type A large class train station located in Gunung Sari Village, Enggal District, Bandar Lampung City. Every day Tanjung Karang Railway Station has the main function as a place for passengers to get on and off. One of the Tanjung Karang Station trains that serves the Tanjung Karang-Kotabumi route is the Rajabasa Train. This study will analyze the factors of user satisfaction level on the service performance of the Rajabasa Tanjung Karang-Kotabumi Train. The specification of this study is a qualitative Descriptive Analysis research. The research is focused on customer satisfaction with the services provided on the Tanjung Karang-Kotabumi Railway Regional Division IV Tanjung Karang with the help of IBM SPSS STATISITICS software and then analyzed by testing the Validity Test, Reality Test and Customer Satisfaction Index (CSI). The results of the Customer Satisfaction Index (CSI) analysis are 63.57%, then based on the Customer Satisfaction Index (CSI) Criteria table, an index value of 51.00-65.99% is obtained with quite satisfactory information. Based on these results, the level of consumer satisfaction with the Rajabasa Train for the overall service is quite satisfactory.

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25

Mackay, Christina. "In the Mists of Time: Searching for traces of the first settlement of four Southland families". Architectural History Aotearoa 15 (16 de agosto de 2018): 72–82. http://dx.doi.org/10.26686/aha.v15i.8320.

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During the 1870s, the Provincial government terminated grazing licences on large runs in Eastern Southland and West Otago. In a series of land sales, this land was surveyed into 200-acre farms and auctioned to prospective farmers on a delayed repayment scheme. 150 years later, this research searches for traces of the first buildings from this time. It focuses on the housing of eight ancestors, great grandparents of the author, who settled within a 30 km radius in the districts of Waikoikoi, Maitland, Waikaka Valley and Otama. Information was gathered from National Library collections, district and family history books, old photographs and maps, 2018 surveys of the homestead sites and interviews with cousins still living in the area. In 1870, the rolling hills were covered with open tussock. Found artefacts suggest that Māori camped in the area during expeditions to gather food from Mataura river sites. The new settlers, often in extended family groups, travelled by horse and dray overland from Dunedin or Bluff. The Dunedin to Gore railway did not open until 1879. Their first shelters were camp-sites and wagon tilts lined in felt. Soon after they arrived, established families were able to fund the building of modest timber houses often constructed by carpenter uncles and brothers. Young single men "bached" in sod and/or timber huts until they married. One great grandmother spent childhood years "comfortably" in a "half-sod and half-timber shepherd's cottage" but her teenage years at the "Big House," the 20-room homestead on the Otama Station. It was built in 1867 of "white pine" from the forest at Tapanui. By the turn of the twentieth-century, simple cottages had received additional rooms, porches and decorative verandahs or they were upstaged by new grand timber villas. In 2018, only one homestead, originally named Hopetoun, is still standing although it is substantially altered. Family photographs, usually of the front façade, provide a limited perspective only. Memoirs and local histories offer a few more clues. While buildings from the 1870s exist, historical touchstones in these country districts are more elusive.

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Żołądź, Artur. "Analiza nazw stacji i przystanków kolejowych w południowo-wschodniej Polsce w ujęciu diachronicznym". Słowo. Studia językoznawcze 13 (2022): 238–50. http://dx.doi.org/10.15584/slowo.2022.13.16.

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The purpose of the article is to present the names of railway stations and stops, both old and non-existent, as well as those which are modern and functioning. A relevant part of the text is also the presentation of productive naming models for train stopping points. The research material was excerpted from the historical network train timetables, published until 2012, as well as from the online train timetable available on the PKP (Polish State Railways) website. These sources contain the names of stations and stops on selected railway lines in the following provinces: Lubelskie, Małopolskie, Podkarpackie and Świętokrzyskie. The methodology used is based on the classification of train stopping points, developed by Piotr Tomasik, as well as on additional division criteria, taking into account the structure of historical and non-existing names. The most frequently used nomination practice is the transfer of the name of the locality to the name of the train stopping point, as evidenced by such proper names as: Przemyśl, Rzeszów and Zagórze. However, the necessity to create a unique name of a railway stop or station often requires adding various elements that specify the location. In this way, names such as Chmielów koło Tarnobrzega, Kraków Płaszów, Rzeszów Osiedle or Tarnów Zachodni are created. The former names of train stopping points were also based on the transfer of the name of a part of a town, e.g. a housing estate, hamlet or district where a stop was located, e.g. Osiedle P.Z.L. w Rzeszowie or Ozet w Stalowej Woli. A separate naming category is the names of railway stations which were created as a result of foreign-language influences. The article is a contribution to further research on the nomenclature of railway stations and stops in diachronic terms on other railway lines in Poland.

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Katashinskaya, Lyudmila Ivanovna y Artem Igorevich Katashinsky. "The assessment of Ishim ecological state dynamics by the method of fluctuating asymmetry". Samara Journal of Science 11, n.º 1 (1 de marzo de 2022): 69–72. http://dx.doi.org/10.55355/snv2022111108.

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The paper presents data of the assessment of Ishim ecological state dynamics by the method of fluctuating asymmetry. The ecological state of the urban environment should ensure favorable living conditions for the population and a high quality of life. We assessed the degree of fluctuating asymmetry using the example of drooping birch ( Betula pendula ) leaves at 4 points of the city remote from each other (10 trees per 1 point, 100 leaves were selected from each tree). On the basis of morphometric measurements, an integral indicator was calculated, with the help of which the magnitude of asymmetry was estimated. The average values of fluctuating asymmetry of drooping birch leaves in all studied points of the city did not exceed the conditional norm. The ecological state of the city of Ishim can be assessed as favorable. In the dynamics of 11 years there was a deterioration of the ecological state of most districts in Ishim. In three observation areas, an increase in the index of fluctuating leaf asymmetry from 1,5 to 4 times was registered compared to 2010. The lowest indicators of leaf asymmetry were observed in the area of the park Berezovaya Roschya and in the area of the Prigorodny forest (Vankovka). The highest indicators of leaf asymmetry were observed in the area of the railway station. On the contrary, there was a significant improvement of the ecological state within the streets of Lunacharsky and Tolstoy in the city.

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28

Ekimci, Betül, Feray Ergincan y Mehmet İnceoğlu. "Railroad Buildings of Eskişehir: Challenges and Opportunities for Industrial Heritage". Heritage 2, n.º 1 (30 de enero de 2019): 435–51. http://dx.doi.org/10.3390/heritage2010030.

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While railways are considered as a sign of development for countries, the railway structures are part of the industrial heritage of cities and comprise some of the most important urban public places. In Turkey, the Eskişehir railway buildings, constructed between 1886 and 1894, are at the west of the main railroad between the Enveriye and Eskişehir stations. They are also public places having strong resonance in the collective memory. Because of the fast development in technology, they face the threat of losing their function. Conservation of former industrial structures requires, first and foremost, identifying and documenting the distinctive features that makes them cultural heritage sites. It is a shared responsibility between public institutions and sectors to identify and protect the distinguishing features of industrial heritage sites. With this awareness, at the Anadolu University Architecture Department, integrated student work focused on the Railroad Roundhouse—built in 1896—and Staff Housing Quarters—built in the early 20th century—which are part of this district and embody a series of urban problems, was carried out over four academic semesters. This study focuses on historic railway buildings in the Eskişehir railway district that is known for its urban problems. An exhibition combining these student works was opened at the Railcar Repair Facility on 16 November 2017. This exhibition showcased the student involvement in history of Eskişehir and increased public awareness of cultural heritage.

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Cao, Ying, Mingrui Li y Jianping Zuo. "Evaluation Analysis and Recommendations for the Development of the Menda Railway Site Based on TOPSIS Model". Sustainability 14, n.º 15 (4 de agosto de 2022): 9594. http://dx.doi.org/10.3390/su14159594.

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In order to realize the goal of “building up mobile homestays among lucid waters and lush mountains”, the Mentougou District of Beijing wants to plan the surrounding area with the theme of “One Line and Four Mines” in the west of Beijing. In order to comply with the requirement of “one station, one scene”, 12 railway stations need to be planned and developed in different directions, So the station development needs to be evaluated and analyzed first. In this study, the entropy weight method and the TOPSIS (technique for order preference by similarity to an ideal solution) method are comprehensively used to establish indicators from five aspects: natural potential, mining heritage potential, social potential, traffic potential and tourism potential, and to evaluate the development decision of 12 railway stations of the Menda Railway. The tourism development direction and development importance of abandoned railway stations are decided from the horizontal and vertical dimensions, and the results of the TOPSIS model are expanded beyond the numerical value itself. On this basis, this study also combined with the existing situation of each site, and gave suggestions on the development planning of each site.

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Rahman, Md Naimur, Md Mushfiqus Saleheen, Babor Ahmad, Hamza El Fadili, Sagar A. S. M. Sharifuzzaman, Md Salman Sohel, Shahnaj Husne Jahan, Md Fouad Hossain Sarker, Abu Reza Md Towfiqul Islam y Syed Anowerul Azim. "Transforming landscapes: Decoding the impact of universities on urbanization using advanced modeling and perception analysis". PLOS ONE 19, n.º 10 (16 de octubre de 2024): e0302362. http://dx.doi.org/10.1371/journal.pone.0302362.

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Universities play a crucial role in urban economic and structural development. The government of Bangladesh has undertaken the initiative to establish a public university in each of the 64 districts. These newly founded universities have the potential to impact urban growth significantly. We aimed to project university-induced urban expansion to address this knowledge gap and identify the mechanisms driving urban growth. The classification of supervised and unsupervised methods was employed to analyze urban development for the years 2000, 2010, 2016, and 2022. We used the Cellular Automata and Markov Chain approach to forecast future urban growth and land transition capacity. Additionally, the driving factors and selection of the study area were derived from Focus Group Discussions (FGD), Key Informant Interviews (KII), Probit Model, and Perception Index (PI). The findings of this study reveal a 1.6% urban growth rate within ten years of the establishment of the university, while urban expansion accelerated to 29.78% after ten years. The predictions also indicate a sustained urban growth rate of 4.7% by 2042. Furthermore, the PI index demonstrates that the establishment of the university has resulted in high demand for rental housing, serving as one of the primary drivers of urban expansion. Moreover, the Probit model highlights strong economic capability, proximity to the town, railway station, hospital, and easy access to credit as vital facilitators behind the drivers of urban expansion. Policymakers, the scientific community, and urban planners can benefit from this study in pursuing sustainable city development through university establishment.

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Shao, Yuhan, Yuting Yin y Dongbo Ma. "Evaluating the Equity of Urban Streetscapes in Promoting Human Health—Taking Shanghai Inner City as an Example". Land 13, n.º 1 (31 de diciembre de 2023): 48. http://dx.doi.org/10.3390/land13010048.

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Environmental justice research largely focuses on the allocation of public resources in terms of quantified distribution and accessibility. This study suggests that the quality of landscape equity, an important urban resource, should be evaluated as it typically appears as a combination of elements. This brings another perspective to the attention of landscape equity in addition to the provision equity: the equity in the quality and level of provision. From this perspective, this study explores the equitable role of streetscape qualities in promoting human physical, mental, and social health. Using street view images, questionnaires, artificial intelligence-based image analysis, geographic information system-based cluster analysis, and correlational analysis, the spatial distribution of health promotion streetscapes and health-influential streetscape elements were presented and compared within the scope of the Shanghai Outer Ring Road. The results disclosed an uneven distribution of streetscapes that can promote human health within research sites. Streets with poor health ratings are concentrated in the Huangpu, Hongkou, and Yangpu districts, primarily in the western part of Shanghai around Shanghai Railway Station, People’s Square, and Yuyuan Garden, where the old city centre is located. Compared with the distribution of health-influential elements, less healthy streets are more likely to be accompanied by low visibility of ‘vegetation’ and a high proportion of ‘buildings’. Streetscape design implications were then discussed in terms of providing people with equal health opportunities. Research outcomes inspired an essential quality perspective in health equity research, and it can be especially helpful when the provision and accessibility can hardly be moderated in high-density cities.

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32

Abdulvaliev, Almaz Firzyarovich. "Geographical approach to determining access to justice in criminal cases (on the example of district courts of the Tyumen region)". Юридические исследования, n.º 4 (abril de 2022): 34–47. http://dx.doi.org/10.25136/2409-7136.2022.4.37693.

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The purpose of this study is to test the extent to which courts of general jurisdiction in some regions of the Russian Federation are accessible to the population from a geographical point of view. The object of the study was the district courts of general jurisdiction located in the district centers of the Tyumen region, and their remoteness from the locations of local governments, law enforcement agencies, airports, bus stations and railway stations. The main research methods were the geoinformation method, the cartographic method, as well as the comparative legal method, including the analysis of the norms of the criminal procedure legislation of the Russian Federation and judicial practice. The application of the geographical approach made it possible to establish in various aspects how accessible the courts of general jurisdiction are to the population living in various municipal districts of the Tyumen region. В The conducted research revealed a number of problems related to ensuring access to justice for the local population. Despite the fact that most of the district courts of general jurisdiction in municipal districts are located within walking distance from the local self-government and law enforcement bodies nearby in the district center and have good transport links with bus stations, railway stations and air terminals, yet the district courts remain difficult to access for the population due to remoteness and lack of good and constant transport communication. In addition, the study showed that not all municipal districts have courts of general jurisdiction.

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Bredeloup, Sylvie. "African Trading Post in Guangzhou: Emergent or Recurrent Commercial Form?" African Diaspora 5, n.º 1 (2012): 27–50. http://dx.doi.org/10.1163/187254612x646206.

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Abstract In the early 2000s, nationals of Sub-Saharan Africa who had settled in the market places of Hong Kong, Bangkok, Jakarta, and Kuala Lumpur, moved to Guangzhou and opened offices in the upper floors of buildings in Baiyun and Yuexiu Districts. These were located in the northwest of the city, near the central railway station and one of the two fairs of Canton. Gradually these traders were able to create the necessary conditions of hospitality by opening community restaurants on upper floors, increasing the number of showrooms and offices as well as the services of freight and customs clearance in order to live up to an African itinerant customer’s expectations. From interviews carried out between 2006 and 2009 in the People’s Republic of China and in Hong Kong, Bangkok, Dubai, and West Africa, the article will first highlight the economic logics which have contributed to the constitution of African trading posts in China and describe their extension from the Middle East and from Asia. The second part will determine the respective roles of migrants and traveling Sub-Saharan entrepreneurs, before exploring their interactions with Chinese society in the setting up of these commercial networks. It will also look at the impact of toughening immigration policies. It is the principle of the African trading posts of anchoring of some traders in strategic places negotiated with the host society that allows the movement but also the temporary settlement of many visitors. The first established traders purchase products manufactured in the hinterland to fulfill the demand of the itinerant merchants who in turn supply customers located in other continents.

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Pokusaev, O. N., A. E. Chekmarev y V. S. Evseev. "On the Issue of Assigning Additional Stops for Long-Distance Passenger Trains within the Boundaries of the City of Moscow". World of Transport and Transportation 18, n.º 2 (18 de diciembre de 2020): 172–97. http://dx.doi.org/10.30932/1992-3252-2020-18-172-197.

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In many world’s most populous cities, railways are an integral part of urban transport systems. Commuter and intraurban passenger railway traffic is often and widely considered in this context. On the other hand, the constant growth in passenger traffic of longdistance trains, traditionally gravitating towards railway stations and adjacent urban transport hubs, including metro stations through which arriving passengers pass towards their final destinations in the city, requires search for new solutions to improve comfort of the trip for passengers, and to remove the excess load from the urban transit system. Considering the experience and features of organization of long-distance passenger railway traffic in various countries, the authors based on previous research suggests certain solutions regarding Moscow railway hub. To organize comfortable environment for passengers of all categories of trains, it is advisable to develop a balanced technology of train traffic within the Moscow junction, excluding overloading of individual elements of the transport system (in particular, of rail stations in the city center). The objective of the article is to analyze global experience in organizing traffic of long-distance passenger trains within the boundaries of large agglomerations and to develop proposals to organize additional stopping points for long-distance trains in various districts of Moscow, which will help reduce the load on central transport and interchange hubs, improve quality of transportation services for passengers, and develop the districts of Moscow and Moscow region adjacent to the new TIHs.

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Abdulvaliev, Almaz Firzyarovich. "Geographical approach to determining access to justice in criminal cases (on the example of district courts of the Kurgan region)". Юридические исследования, n.º 6 (junio de 2022): 22–36. http://dx.doi.org/10.25136/2409-7136.2022.6.37696.

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The purpose of this study is to test the extent to which courts of general jurisdiction in some regions of the Russian Federation are accessible to the population from a geographical point of view. The object of the study was the district courts of general jurisdiction located in the district centers of the Kurgan region, and their remoteness from the locations of local governments, law enforcement agencies, airports, bus stations and railway stations. The main research methods were the geoinformation method, the cartographic method, as well as the comparative legal method, including the analysis of the norms of the criminal procedure legislation of the Russian Federation and judicial practice. The application of the geographical approach made it possible to establish in various aspects how accessible the courts of general jurisdiction are to the population living in various municipal districts of the Kurgan region. The conducted research revealed a number of problems related to ensuring access to justice for the local population. Despite the fact that most of the district courts of general jurisdiction in municipal districts are located within walking distance from local self-government and law enforcement bodies nearby in the district center and have good transport links with bus stations, railway stations and air terminals, yet 1/10 of the district courts remain inaccessible to the population due to remoteness and lack of good and permanent transport communication. In addition, the underdeveloped air communication of the Kurgan region with other regions of Russia does not contribute to ensuring high-quality access to justice.

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36

Zhuravleva, M. A., N. I. Zubrev, M. I. Panfilovа, O. V. Novoselova y S. Yu Efremova. "Features of the Distribution of Heavy Metals in the Soil of the Railway Yard". Ecology and Industry of Russia 22, n.º 9 (21 de septiembre de 2018): 23–27. http://dx.doi.org/10.18412/1816-0395-2018-9-23-27.

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The distribution of heavy metals in soils in the sorting station of Lublino-Sortirovochnoye Kursk direction of the Moscow railway in the southeastern district of Moscow with the help of sampling profiles is considered. Analysis of the distribution of metals in the northern, southern parks, the central line of the station and along the main course is given. The characteristic groups of metals that determine the nature and level of contamination of the station, as well as a number of predominant heavy metals are presented. Their distribution at three stations stopping at a distance from the main course is considered. The categories of soil contamination and the contribution of each metal are determined taking into account the halos of the dispersion of enterprises. A comparison of the soil of the sorting station with the level of contamination of the strip for the removal of segments of the railway lines of the Kursk and Kazan directions is given. Recommendations are given for reducing the content and distribution of heavy metals in urban areas.

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Atmakusuma, Prabendra A. y Danang Parikesit. "Analysis of Layout of Yogyakarta Airport Railway Station and Its Integration with Tugu Railway Station". Journal of the Civil Engineering Forum 4, n.º 2 (13 de mayo de 2018): 151. http://dx.doi.org/10.22146/jcef.33999.

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The government of Indonesia plans to build new airport that is located in Temon Sub-district, Kulon Progo Regency. However, the distance of the airport is quite far from the center of Yogyakarta City, therefore it is necessary to build a railway that functioned as a connector. The operating airport railway would then means an Airport Railway Station that is located in the center of Yogyakarta City, in order to accommodate the fluency of railway operation. This paper is intended to give information on the layout design, and also the location of Airport Railway Station in the center of Yogyakarta City. To generate layout of railway that is integrated with Tugu Railway Station of Yogyakarta, the methods used were: determining the station classification, determining the zone, the circulation and wayfinding, so that the passengers could move fluently. Based on the analysis result, the Airport Railway Station has categorized a large class station, with its location was designed separately from the Tugu Railway Station, but integrated with 52 meters long tunnel in south of the Airport Railway Station. The layout design of the Airport Railway Station was designed to be two levels and with two platforms with land necessity of 9100 m2, and was predicted to serve 515 passengers per rush hour.

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38

Matiashuk, R. y I. Tkachenko. "Assessment of the quality of the atmospheric air in Zhytomyr by indicators of damage to the pollen of the bio-indicator plant". Visnyk of Lviv University. Biological series, n.º 93 (29 de enero de 2025): 62–71. https://doi.org/10.30970/vlubs.2024.93.06.

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An assessment of the state of Spiraea x vanhouttei pollen in the green areas of Zhytomyr under the influence of various factors of urbotechnogenic origin was carried out. A species of perennial plants of the shrub layer was selected for bioindicative studies. The generative part of these plant species is exposed to the main components of air pollution for a long time, as is the human respiratory system. Assessment of the state of atmospheric air in the surface layer is important for determining potential consequences for the ecosystem and assessing the risk to public health. Atmospheric air pollution by emissions of pollutants from industrial enterprises and motor vehicles is one of the main environmental problems of Zhytomyr and the region. Although in general, according to the data of the CGO named after B. Sreznevskyi, Zhytomyr belongs to the cities with a low level of atmospheric air pollution. It occupies the 23rd position among other cities of Ukraine. The article describes the characteristics of the main components of air pollution and their sources. To monitor the state of the gametophyte S. x vanhouttei, 6 locations were selected in different districts of the city, which differ in terms of anthropogenic load and the presence of green spaces. The sensitivity of pollen was studied by qualitative (fertility) and quantitative indicators. In most of the studied territories, plants have retained a high reproductive potential. A significant loss (by 2.1–2.25 times) of pollen fertility was noted only in plants in the territory with increased influence of emissions from mobile sources. The depressive effect of exogenous factors is more evidenced by the variability of morphometric characteristics. In particular, the production of morphologically diverse pollen grains and the reduction of their average size. In particular, the production of a larger share of morphologically diverse pollen grains and a decrease in their average size was noted. This is also due mainly to the impact of emissions from motor vehicles, as this is the area where the city’s largest transport hubs are located – the railway station and the central bus station. Thus, the conclusions of the Central Geophysical Observatory named after B. Sreznevsky regarding the dominant influence of mobile sources in the total amount of pollutants in the urban ecosystem of Zhytomyr. The established manifestations of the sensitivity of S. vanhouttei pollen to a complex of exogenous factors of the growing environment confirm the prospects of its use as a medium-resistant species for bioindicative assessment of the state of the environment.

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Křižan, Lukáš, Martin Vojtek, Jaromír Široký, Jozef Gašparík y Milan Dedík. "Human Resource Efficiency in Sustainable Railway Transport Operation". Sustainability 16, n.º 22 (19 de noviembre de 2024): 10095. http://dx.doi.org/10.3390/su162210095.

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This manuscript deals with research in the field of human resource efficiency in the operation of railway transport, which is currently a very actual and important topic. The correct efficiency and organization of the work of employees in railway operations have a significant impact on sustainable railway transport and the sustainable functioning of the transport sector. This research investigated two fundamental principles of railway transport operation control: local control and remote control. Local control involves physically managing transport processes from a traffic office within the station, with a focus on direct supervision. In contrast, remote control, which relies on optical cables, allows for system operation even during malfunctions. The article compares these control methods from technological and economic perspectives. Notably, local control requires a larger number of qualified employees, impacting efficiency. This research reveals that remote control, facilitated by a relay room and traffic office at each station, enhances teamwork, providing an immediate response to situations and enabling dynamic operational adjustments. Moreover, the article assesses the required personnel for optimal staffing, considering factors such as track configuration, departing trains, and reporting district size. Economic indicators, particularly wages, show significant savings with remote control, impacting stations with excluded passenger movement more pronouncedly. The findings highlight the efficiency and economic advantages of remote control in railway transport. The specific contribution of the research to the sustainability of transport and sustainable rail transport is presented in the discussion of the manuscript.

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Marais, J. J. "Noupoort: 'n Oorsig van die dorp en distrik". New Contree 5 (12 de julio de 2024): 4. http://dx.doi.org/10.4102/nc.v5i0.832.

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Noupoort was established as a railway station on the farm Hartebeesthoek when the railway line from Port Elizabeth was extended to Colesberg in 1883-84. Since then the station has developed into one of South Africa's major railway junctions. The expansion of the railway facilities was responsible for a growing population and stimulated town development. A village management board was constituted in 1937 and in 1942 Noupoort became a municipality. It now has a population of more than 7 000, consisting of Whites, Coloureds and Blacks, and is the-principal town of the Noupoort district.

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Chen, Jian, Yan Li Zhou y Yao Zhi Huang. "A Research into the District Strategy on the Transportation Junction Terminal of High-Speed Railway - An Analysis of the Urban Design of the High-Speed Railway District in City of Wenling". Applied Mechanics and Materials 178-181 (mayo de 2012): 1448–53. http://dx.doi.org/10.4028/www.scientific.net/amm.178-181.1448.

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As the social economy and urbanization develop rapidly, a new high-speed railway city construction is undergoing. Urban designing theories that lack of research and practice leads to immature designs of high-speed railway stations. Based on urban design cases currently undertaken and theories and practices from home and abroad, this thesis analyzes the specialty of urban design of the high-speed railway stations. This thesis points out the significance to propose a scientific and reasonable strategy of developing areas and producing energy, and points out the significance of pattern of land-using on this sort of design. In terms of the specialty of the development and design of high-speed railway stations, this thesis offers some valuable insights into future research and practice.

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Choudhury, Md Habibuzzaman, Md Mizanur Rahman, Md Gisan Hossain, Nasid Tabassum y Md Rafiqul Islam. "Trends of Suicidal Death at a Tertiary Care Hospital in Bangladesh". Journal of Shaheed Suhrawardy Medical College 5, n.º 1 (18 de agosto de 2013): 28–30. http://dx.doi.org/10.3329/jssmc.v5i1.16202.

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Background: Suicide is one of the forms of criminal offence in Bangladesh and it is also prevailing in other countries of the world. Objective: The purpose of the present study was to see the trends of suicidal death at a tertiary care hospital. Methodology: This retrospective study was conducted on suicidal death in the Department of Forensic Medicine at Dinajpur Medical College, Dinajpur. Result: A total number of 20 cases were examined from June 2004 to June 2006 for 2 years. All the cases were referred from 13 different police stations and one railway station of Dinajpur district. Among them the highest numbers of cases were brought by Kotowally police station and the lowest from Hakimpur police station. But among the 20 cases 70% were female Muslims. Conclusion: The highest frequency of offence is found in lower socioeconomic status. The most common age group is from 20-35 years. DOI: http://dx.doi.org/10.3329/jssmc.v5i1.16202 J Shaheed Suhrawardy Med Coll, 2013;5(1):28-30

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Palitsyn, A. V. "Use of hardware and software complexes (simulators) in practical training of trainees". Transport Technician: Education and Practice 2, n.º 3 (14 de septiembre de 2021): 291–95. http://dx.doi.org/10.46684/10.46684/2687-1033.2021.3.291-295.

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Educational activity in the form of practical training provides for the demonstration of practical skills, the implementation, modeling by students of certain types of work to solve practical problems related to future professional activities in conditions close to real production.Practical training in preparation for professional activity has become an integral part of the educational process and the use of simulator training makes a significant contribution to this concept, given the fact that, under the conditions of transport security, it is not always possible for students to access real production facilities. Information technologies bring additional opportunities to the educational process in the development of professional competencies. The use of training complexes is becoming widespread in the railway industry in the development of educational programs of secondary vocational education and training of qualified personnel.In accordance with the decisions of the Program of Interaction between JSC "Russian Railways" and University Complexes of Railway Transport until 2025, training of qualified specialists ofJSC "Russian Railways" in the future of the program for the development of structural divisions and the development of the material and technical base of universities, the laboratory on specialty 23.02.01 Organization of transportation and management of transport (by type), which is a hardware and software complex "Train district dispatcher / duty at a railway station". The purpose of implementing a simulator is to improve the ability of students to skillfully apply professional competencies in train work, be able to competently use the knowledge gained in emergency and non-standard situations, make optimal decisions in operational work, and implement a system of measures to prevent defects in the production process.

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Mazylo, Ihor. "Construction and Functioning of Vinnytsia Railway (1943-1950)". Scientific Papers of the Vinnytsia Mykhailo Kotsiubynskyi State Pedagogical University. Series: History, n.º 39 (2022): 57–64. http://dx.doi.org/10.31652/2411-2143-2022-39-57-64.

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he purpose of the article is to analyze and characterize the reconstruction of railway transport in the Vinnytsia and Podillia regions, at different stages. Methods of managing the process of transport reconstruction and adjustment of its working are also revealed. The research methodology is based on the application of the principles of objectivity, historicism and systematization using methods of analysis, synthesis and generalization. Scientific novelty lies in the introduction into scientific circulation of a number of new facts and an attempt is made to comprehensively consider the history of the reconstruction of the Vinnytsia railway as a separate business entity. Conclusions. The problems of research of national history from this point of viewallows to understand more clearly the military, economic and social history of the region in the crisis and dramatic years of the war and the postwar period. Reconstruction of the highway took place in several stages. During the war, when the main railways, human-made structures, communication lines, some large nodes and even railway stations were put into operation, there was a significant shortage of specialists, equipment and materials. Therefore, we achieved production results through exhausting work and management methods inherent at that time. The post-war period was more favorable for the reconstruction of the railway, especially after the establishment of railway districts and railway branches in 1946, and in May 1947, employees of the Vinnytsia Railway were transferred to normal, non-military mode. Management of production processes was carried out not only administratively but also economically. The measures taken have paid off. In 1949, the economic activity of the railway became profitable. According to the facts, the social sphere began to be rebuilt immediately after the end of the war, although difficulties with housing and food security took place throughout the reconstruction period.

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Chen, Zhen y Bao Ming Han. "Simulation Study Based on OpenTrack on Carrying Capacity in District of Beijing-Shanghai High-Speed Railway". Applied Mechanics and Materials 505-506 (enero de 2014): 567–70. http://dx.doi.org/10.4028/www.scientific.net/amm.505-506.567.

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The paper simulated the carrying capacity in Nanjing-Shanghai district of Beijing-Shanghai high-speed railway by using OpenTrack software. Firstly, the paper modeled station topological structure and section topological structure of Beijing-Shanghai high-speed railway and set the parameters for simulation. Secondly, the paper simulated on the condition of current train service frequency no less than the frequency in simulation while the headway was respectively 3 minutes, 4 minutes and 5 minutes. Finally, the paper analyzed the carrying capacity in Nanjing-Shanghai district by analyzing the simulation train diagram outputted by OpenTrack.

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Huchko, Oksana y Frozina Kuzyk. "Medical and sanitary service of northern part of Bukovyna after the First World War (1918-1928)". History Journal of Yuriy Fedkovych Chernivtsi National University, n.º 57 (30 de junio de 2023): 99–106. http://dx.doi.org/10.31861/hj2023.57.99-106.

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The article deals with the main trends in the restoration and development of the medical and sanitary service in the territory of Northern Bukovyna in 1918-1928, during which martial law continued here, after which the territory became part of the Kingdom of Romania.In the first post-war period the population of the region found itself almost entirely without healthcare. Collapsed health system could not fight the spread of epidemic diseases through the region that also led to a complicated demographic situation in the post-war Bukovyna. The enduring spread of diseases among the population and, to a certain extent, the wish of Romanian authorities to use medicine for propaganda purposes forced the start of a comprehensive work to improve health and sanitary conditions in the region. The primary task that had to be urgently solved by the health service in the early post-war years has become the overcoming of the epidemics of infectious diseases that at the end of World War I led to great mortality among the population. Quite common among the residents of the region were dysentery, typhoid, typhus, relapsing fever, tuberculosis, and a number of pediatric respiratory infections – scarlet fever, measles, whooping cough, diphtheria, contagious parotitis, varicella and others. Some years there was an urgent need for the establishment of health centres, dispensaries. According to the law of 1923, the Health Service was divided into two parts: sanitary and hospital. The Sanitary Service was engaged in supervision, control and study of the health status of the settlements, the use of general and special preventive measures and prevention of epidemics, to provide medical care outside hospitals, educate the population about prevention and treatment of social diseases etc. The Hospital Service was responsible for hospital treatment and medical supervision of patients in hospitals. Bukovyna along with Khotyn district and the northern part of Moldova was included in the VIII sanitary region under the guidance of General Sanitary Inspectorate. For the operation of health service, Bukovyna was divided into five health areas, each headed by a Chief Physician. Areas were divided into sanitary districts. At the head of each one was the district doctor who had assistants, district midwives, and health agents. The duty of medical personnel was to countercheck social diseases. In this regard, 9 infirmaries and 27 dispensaries were founded in Bukovyna within 10 years (1918-1928).To avoid the spread of infectious diseases from abroad – an official centre «Grigore Ghica Vodӑ» was created to examine travellers at the border at the railway station in Nepolokivtsi.Also, in the first post-war decade for health services of the land the Sanitary Inspectorate has founded in Chernivtsi: Regional warehouse of medical instruments and devices; Regional warehouse of drugs, serums, vaccines and bandages, and the Institute of Hygiene.Compulsory preventive vaccination against smallpox and other infectious diseases was introduced. Doctors held free consultations in towns and villages both at home and in hospitals. At the same time, in the first post-war decade a decrease of doctors and paramedical staff is observed.Taking into consideration the shortage of a sufficient number of hospitals, clinics, doctors, nurses, lack of medicines, vaccines, therapeutic sera in Bukovyna, it should be ascertained that the state of epidemic diseases in the region in the early post-war years remained extremely hard. Only in the mid-20s such diseases as smallpox, typhus, and dysentery had been largely overcome thanks to vaccination, organizational and educational measures taken by the authorities. However, there remained high death rate from heart diseases, pneumonia, tuberculosis, due to difficult living conditions and inaccessibility of health care to the most.

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Fakurdinova, A. G. "Practical Activities of the Disciplinary Comrades’ Court under District Trade Union of Railways No. 11 at the Moscow-Bryanskaya Station through the Archival Materials". Pravo istoriya i sovremennost, n.º 2(15) (2021): 029–34. http://dx.doi.org/10.17277/pravo.2021.02.pp.029-034.

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Using the example of the disciplinary comrades’ court at the district trade union of railway workers No. 11 of the Moscow-Bryanskaya station, the practical law enforcement activity and the legal basis for the activities of the comrades’ court are considered; the personnel of the court and the punishments applied by it are established. The legal basis for the activities of a comrades’ court in early Soviet times is the decree of the Council of People’s Commissars of the RSFSR of 11/14/1919 “On workers’ disciplinary comrades’ courts (Regulation)”, the decree of the Council of People’s Commissars of the RSFSR of 04/05/1921 “Regulations on disciplinary comrades’ courts”. The specificity of the cases examined by the considered court is considered. The most indicative cases considered by the disciplinary comrades’ court under the district trade union of railway workers No. 11 of the Moscow-Bryanskaya station have been identified.

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Revill, George. "Reflections on Rails and the City". Transfers 4, n.º 2 (1 de junio de 2014): 124–30. http://dx.doi.org/10.3167/trans.2014.040209.

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As the articles in this special section show, railways mark out urban experience in very distinctive ways. In the introduction, Steven D. Spalding makes plain there is no clear relationship between railway development and the shape and size of cities. For many cities, suburban rail travel has been either substantially insignificant or a relative latecomer as a factor in urban growth and suburbanization. Walking, tramways and the omnibus may indeed have had a much greater impact on built form, yet the cultural impact of railways on the city life should not be minimized. Iconic city stations are both objects of civic pride and socially heterogeneous gateways to the promise of a better urban life. The physical presence of substantial tracts of infrastructure, viaducts, freight yards and warehousing, divide and segregate residential districts encouraging and reinforcing status differentials between communities. Subways, metros, and suburban railways open on to the often grubby quotidian underbelly of city life whilst marking out a psychic divide between work and domesticity, city and suburb. Railways not only produced new forms of personal mobility but by defining the contours, parameters, and possibilities of this experience, they have come to help shape how we think about ourselves as urbanized individuals and societies. The chapters in this special section mark out some of this territory in terms of, for example: suburbanization, landscape, and nationhood (Joyce); the abstractions of urban form implicit in the metro map (Schwetman); the underground as a metaphor for the topologically enfolded interconnections of urban process (Masterson-Algar); and the competing lay and professional interests freighting urban railway development (Soppelsa). In the introduction Spalding is right to stress both the multiple ways that railways shape urban experience and the complex processes that continuously shape and re-shape urban cultures as sites of contest and sometimes conflict. As Richter suggests, in the nineteenth century only rail travel demanded the constant and simultaneous negotiation of both urban social disorder and the systematic ordering associated with large technological systems and corporate business. Thus “the railroad stood squarely at the crossroad of the major social, business, cultural and technological changes remaking national life during the second half of the nineteenth century.”

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Rahman, MM, MZ Rahman y MG Hossain. "A Retrospective Study of Suicidal Death Studied in Dinajpur Medical College, Dinajpur". KYAMC Journal 3, n.º 2 (2 de junio de 2013): 298–300. http://dx.doi.org/10.3329/kyamcj.v3i2.15171.

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Suicide is one of the forms of criminal offence in our country and it is also prevailing in other countries of the world. Whenever attempts to commite suicide and does any act towards the commission of such offence, shall be punished with simple imprisonment for a term which may extend to one year or with fine or with both. Shooting, hanging and stabbing are a 'hard way' of committing suicide and typically a male choice. Poisoning and drowning are 'soft way' of committing suicide and typically a female choice. A retro spective study was conducted on suicidal death, the department of forensic medicine, Dinajpur medical college. 20 cases were examined from June 2004 to June 2006 for 2 years. All the cases were referred from 13 different police stations and one railway station of Dinajpur district. Among them the highest number of cases were brought by Kotowally police station and the lowest from Hakimpur police station. But among the 20 cases 70% were female Muslims. The highest frequency of offence was found in lower socioeconomic growth. The age group of the was from 20 - 35 years. KYAMC Journal Vol. 3, No.-2, January 2013, Page 298-300 DOI: http://dx.doi.org/10.3329/kyamcj.v3i2.15171

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Lo, Steven Ka Ho, Billy Yin Sing O y Jimmy Chun Yu Louie. "Food and beverage advertising in Hong Kong mass transit railway stations". Public Health Nutrition 23, n.º 14 (11 de junio de 2020): 2563–70. http://dx.doi.org/10.1017/s136898002000083x.

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AbstractObjectives:To examine the extent and characteristics of food and beverage (F&B) promotion in Hong Kong mass transit railway (MTR) stations in districts with different socioeconomic statuses (SES) and school density.Design:All advertisements located in the eight selected MTR stations were recorded by photographs or videos, and classified into F&B and non-F&B. The percentage of F&B advertisements and unhealthy F&B being promoted, and common persuasive marketing strategies used in F&B advertisements were compared between low v. high SES districts and school zones v. non-school zones.Setting:MTR stations in Hong Kong.Participants:Not applicable.Results:Of the 8064 advertisements documented, 861 (10·7 %) were F&B advertisements, promoting 1860 F&B items. More than half of the these were unhealthy foods. Stations in high SES districts or school zones tend to advertise more unhealthy items (high v. low SES: 55·8 v. 50·8 %, P = 0·049; school v. non-school: 60·8 v. 49·3 %, P < 0·001). More than one-third of the F&B advertisements recorded did not utilise any of those persuasive marketing techniques that were examined, and using models (13·9 %) or providing discounts (8·8 %) were the two most frequently used non-festival-related persuasive marketing strategies.Conclusions:Unhealthy F&B advertising in MTR stations is prevalent regardless of SES and school density, and persuasive marketing strategies were infrequently used. These suggest that a ban on unhealthy F&B advertising around schools or the use of persuasive marketing strategies alone would be ineffective in Hong Kong. To align with the recommendation from WHO, a universal ban of junk food advertising should be enacted.

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