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mariacallous · 4 months ago

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Istanbul Mayor Ekrem Imamoglu made headlines in April after coasting to a second term in office by nearly 12 percentage points. Imamoglu, who has served at the city’s helm since 2019, is seen as a major political threat to Turkish President Recep Tayyip Erdogan and his Justice and Development Party (AKP). The latest win in Istanbul cemented Imamoglu’s continued popularity among the Turkish public.

But Imamoglu is only the most prominent face of a broader opposition, led by the Republican People’s Party (CHP). In March’s municipal elections, the CHP secured its most crushing victory over the AKP in decades. Possibly more notable than Imamoglu’s reelection was the newly elected class of women executives of provinces and districts across the country.

One of these women—Sinem Dedetas—may hold the keys to the future of Turkey’s opposition. Imamoglu is currently battling slander charges in the country’s high court, in addition to a slew of other cases that could eventually ban him from politics, even as he is the favorite to run for the CHP in Turkey’s 2028 presidential election. No matter how those fortunes play out, Dedetas promises to be central to the party’s strategy in a post-Erdogan Turkey.

Istanbul is the only city in the world to straddle two continents. Uskudar, a seaside constituency on the Anatolian side, lacks many of the bars and clubs across the water in the European districts. Instead, the conservative area is known for its historical mosques. It is also one of Istanbul’s key transportation hubs, home to a confluence of ferries, rail, metro, and bus lines. Millions of people from all over the city—and world—pass through Uskudar every day.

In April’s elections, Dedetas, a 43-year-old engineer, made history as the first woman to ever win the Uskudar municipality mayorship, a position similar to that of a New York borough president. She also flipped the district from the AKP to CHP rule.

Dedetas moved to Uskudar from her native Eskisehir, a city in northwest Turkey, for college in 1999. After receiving bachelor’s and master’s degrees in naval engineering from Istanbul Technical University, she got her first job in the district as an engineer. In 2014, she went on to work as a marine engineer at the Halic Shipyards, the oldest continuously operating dockyard in the world. Over the centuries, the facility has produced vessels from sail boats to steamships and submarines to electrical passenger taxis.

Dedetas’s career has featured many firsts. In 2014, she became the first chairwoman of the Turkish Chamber of Naval Engineers. While she was in that position, Istanbul’s AKP mayor tried to privatize the public harbor and turn it into a terminal full of restaurants and shops. Dedetas protested the project and was barred by the government from entering the shipyard.

She continued to oppose the new real estate development, concerned that the city’s ferries—an indelible part of Istanbul’s social history, skyline, and soundscape—would grind to a halt without the vital maintenance work done at the docks. “We fought to keep [it] from being lost,” Dedetas later said after her success in blocking the project.

Then Imamoglu became mayor of the city, bringing Istanbul back under CHP rule. “The privatization processes of the shipyard were being carried out,” Dedetas told Turkish media. “If [the mayorship] had not changed hands in the 2019 elections, there would be no shipyard left.”

One of the new mayor’s first orders of business was to appoint Dedetas as manager of Istanbul’s maritime public transportation system; she was the first woman in the role. Over the last quarter century, the city’s water transport fell into disarray as Istanbul’s population swelled and moved further inland, contributing to congestion and gridlock on road and rail. Yet municipal-run ferries predate the first Bosporus bridge and remain one of the city’s fastest options to cross continents.

Dedetas proved herself to be a masterful administrator, overhauling the entire water transit system. She opened 11 new ferry lines and launched a 24-hour weekend ferry that connected the European and Asian sides of the city. She also doubled the patronage of public water transport, in part by restoring the iconic white and orange vapur ferry ships. And she launched an electric sea taxi service, providing a personal, environmentally friendly option to traverse the Bosporus Strait and the Marmara Sea.

Through the effective management of maritime transportation, Dedetas gained national attention. She set her eyes on her home district, Uskudar—the Istanbul neighborhood with the longest Bosporus shoreline—ahead of the 2024 municipal elections. “Uskudar is the first gate for people who arrive from Anatolia, and for Istanbul, it is the gate to the rest of the country,” said Onur Cingil, an Uskudar native and CHP member.

The borough had been an AKP stronghold for as long as Cingil and most others could remember. It is even home to Erdogan’s private villa. Cingil said he saw local government officials claim eminent domain and exaggerate concerns about earthquake vulnerability to demolish buildings and hand over lucrative sites to construction companies, religious associations, and other party loyalists. “This happened … to my own student dormitory, and many other places,” Cingil said.

Cingil was one of the many CHP candidates vying to be the nominee for Uskudar’s mayorship in March’s elections, but the CHP leadership eventually selected Dedetas to run due to her reputation for being a technocratic consensus builder.

“Normally, I wouldn’t expect such a profile to be nominated for Uskudar,” said Burak Bilgehan Ozpek, a professor of political science at TOBB University of Economics and Technology. He described Dedetas’s young, professional, and secular profile as going against the grain in the district. The CHP typically nominated old-school, male party insiders for such roles, Ozpek said, adding with a laugh that they always lost the race. “This was a radical change,” he added.

Dedetas took a pro-people approach to her campaign against the AKP incumbent Hilmi Turkmen, who had been a mainstay in Uskudar’s politics for decades. She canvassed the district neighborhood by neighborhood, underlining her accomplishments governing the city’s maritime transit system, which has a budget the same size as Uskudar’s.

Dedetas vowed to redress the AKP’s neglect of women’s issues on both the district and federal levels. She promised to prioritize women’s employment and noted that, during her time helming Istanbul’s maritime transit system, she nearly tripled the number of women working there. She also proposed the creation of a free HPV vaccine program to protect against some forms of cervical cancer. (The cost of the vaccine has become nearly equivalent to Turkey’s monthly minimum wage.)

The candidate pledged to create child nurseries in every neighborhood in Uskudar. “This will enable women to work,” especially residents with low incomes, said Rumeysa Camdereli, an activist and member of Havle Women’s Association, the first Muslim feminist organization in Turkey.

Dedetas promised to expand welfare initiatives, and called for additional municipally subsidized cafeterias in Uskudar. Imamoglu created these during his first term for residents to get a healthy meal for just over a dollar, and his AKP competitor Murat Kurum mocked them on the campaign trail. “We are tired and bored of the rhetoric that tries to deceive the people by … giving half a tea glass of water or milk as if it is a service,” said Kurum. He also made fun of Imamoglu’s background as a kofte vendor.

Kurum’s gaffe turned off blue collar voters. Istanbul’s public eateries fill up every day for lunch and are vital in a country enduring a cost-of-living crisis amid annual inflation of nearly 70 percent.

“Local elections are less ideological and always more focused on services,” said Emine Ucak, the program director for social policy at the Reform Institute, an Istanbul-based policy center, who researches women in Turkish politics. “Women always think about their children, and they had stopped seeing a future for them.”

The campaign also focused on securing areas most vulnerable to earthquakes, a national concern after the devastating February 2023 earthquakes in Turkey’s southeast. Many locals fear that the slate block flats populating the hills above Uskudar’s wharf are in imminent danger in case of an earthquake. In response to their concerns, Dedetas is establishing a natural disaster directorate to help the district become prepared for earthquakes and other catastrophes.

On election night, Dedetas triumphed, beating Turkmen by more than seven percentage points. In doing so, she tore apart the long-held myth that Uskudar was an AKP stronghold.

“It’s a district with a lot of conservative families,” said Asli Aydintasbas, a visiting fellow at Brookings Institution. “For an uncovered woman to win is a real testament to her political appeal.” Unlike past CHP candidates, Dedetas shied away from the hardline, sometimes alienating secularism her party is known for. Pragmatism and empathy won the day.

Dedetas was not the only victorious woman on election day. Altogether, voters tripled the number of women mayors across Turkey. While only four female mayors had been elected in the previous municipal elections in 2019, 11 provinces and 64 municipalities are now governed by women, the vast majority of them representing opposition parties. Together, they won, on average, 53 percent of votes.

Female political representation is a welcome change after what many in the country see as backsliding on women’s rights under Erdogan. In 2021, Turkey exited the Istanbul Convention, an international treaty to combat gender-based violence that was drafted in the city a decade earlier. The Turkish president had urged women to have at least three children, claiming that those who reject motherhood are “deficient” and “incomplete.”

Although Turkey has a highly centralized political system, mayors remain key to managing districts and municipalities. They are where citizens first access the country’s welfare systems, and where businesses are registered, among other duties.

Following March’s elections, Dedetas and other mayors in the Turkish opposition now have their best chance in decades to govern with less interference from Ankara. She has wasted no time in initiating programs that address locals’ needs, such as grocery subsidies of up to $150 for retired residents. The district also plans to provide elderly residents free shuttle services to food markets. (Pensioners, who compose more than 10 percent of Turkey’s national population, receive roughly $293 per month from the state, an impossible wage to live on in Istanbul.)

Uskudar’s new mayor is also working to counteract the AKP’s neoliberal strategies, which many accuse of benefiting political patrons through shady backroom dealings all while poverty has deepened. To help promote transparency, Dedetas has begun to broadcast all municipal council meetings live online.

Figen Kucuksezer, an optometrist and Uskudar resident, is very excited by these changes. They’ve already helped preserve Uskudar’s Validebag Grove, one of the last wild green spaces in Istanbul. The area, which Kucuksezer volunteers to protect, is home to 400-year-old trees and migratory birds.

“The former mayor always wanted to make changes to the grove,” she said, referring to the AKP’s plans to develop the area by adding parking lots and food stalls and removing some native flora. But Kucuksezer and other local activists filed a lawsuit and have fought for years for Validebag to be left alone. “We had to block the Caterpillar [equipment] from entering in,” she said.

Since being elected, Dedetas has promised to protect it as a green space for all residents. In May, the local court annulled the previous government’s construction plan. “It is a breath of fresh air,” Kucuksezer added.

There is a saying in Turkish politics that whoever wins Istanbul will one day win Turkey. It was the case for Erdogan, who previously served as mayor of Istanbul before leading the country for the past two decades.

After years in the political wilderness, the CHP is now trying to repeat its success in the next national election, which should be the first without Erdogan in nearly 30 years. The challenge for Dedetas is to help Imamoglu triumph so that she can be his successor in Istanbul as he runs for the presidency.

So far, her stances have mirrored those of Imamoglu; Dedetas regularly highlights their work together on social media. But she has also bolstered her own profile by engaging in key culture war debates—including by opposing controversial legislation that will kill beloved stray dogs on the streets to rooting for the women’s national volleyball team at the Paris 2024 Olympics, a squad that has been vilified by the conservative right. Imamoglu’s and Dedetas’s fortunes are now intertwined.

“And this is just the start of her office,” said Cingil, Dedetas’s one-time party rival. “There are already rumors that she will be the next candidate for Istanbul mayor.” That would be another first.

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trainsinanime · 2 years ago

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The shapes of railway networks

A while ago @ariadsishereagain asked me about countries that have no railway networks, and what I think of them. That's a fascinating question that has been in my mind ever since, because the truth is you can tell a lot about a country and in particular it's history during the 19th and early 20th century by its railway network. So let's do that. And the best way to do that is by looking at the incredibly detailed open-source world railway map OpenRailwayMap, a part of the OpenStreetMap project. I really recommend it! And let's start with one of my favorite examples of how railway networks differ:

At this zoom level the site sadly only shows incomprehensible internal abbreviations rather than city names, so let me explain: What we have here are France and Germany, along with some of the UK and Italy, some of various neighbouring countries and all of Switzerland, Belgium and Luxembourg.

France and Germany are the ones that I find the most interesting, because the shapes of their networks are so different. Not only is the german one much more dense, but you can see completely different patterns.

In France, the job of railroads is to bring people to Paris (PLY, short for Paris Gare de Lyon) The lines stretch out into every part of the country, but almost all of them converge onto mainlines going into Paris. You can see some lines along the coasts and the borders, and there is a medium distances circle around Paris (passing MZ, DN, TO, short for Metz, Dijon, Tours). This whole pattern is known as the Legrande Star, after Baptiste Alexis Victor Legrande, the french government official who designed it. His goal was to provide great access to Paris, the nation's undisputed political, cultural and economical centre. A couple of decades later, Charles de Freycinet added plans to connect all departments to the railway network, but he still followed the idea that the ultimate goal of almost every rail line was Paris. And so it was, and largely remained. Even the high speed lines, in red, follow this pattern to this day.

A result is that you will have to go to Paris whether you want to or not. Lille-Strasbourg? You're going through Paris. Bordeaux-Dijon?

You're going through Paris, and get to make your own way from Gare Montparnasse to Gare de Lyon on the Metro (and it isn't even a direct metro, you have to change trains). It's a massive detour but it's not like you have a choice.

Even if there is a direct TGV or a connection outside the main stations of Paris, you're still ending up very much near Paris; the difference is just that you're not going via the city centre, but rather via Disneyland. Legrande wanted to bring people to Paris; he was less concerned about connecting other places with each other.

Now compare Germany, and you will see a network that is more dense, but most importantly, utterly chaotic. You can see hints of a France-like star around Berlin (BSPD, short for Berlin Spandau, which isn't the most important station but what can you do), but it's really only dominating its immediate surroundings, the region of Brandenburg. You can see vague hints of a similar star around Hamburg (AH; don't ask) or Munich (MH), but also a massive tangle around the Rhine-Ruhr industrial area (around KD), or around the Frankfurt am Main area (FF). Red high speed lines are essentially random. Some of them do go to Berlin, sure. But many, like the one from Cologne to Frankfurt (KD to FF) or the one from Hanover (HH) south, do not.

And that really reflects the history. Germany wasn't a unified country when railroad construction began, and even though it did unify shortly thereafter, there's no hiding that its different parts developed separately, with no central planning, ever since the middle ages. Germany doesn't have a single central city like France. Berlin is the biggest and most important city, but not by far. Hamburg has huge cultural and industrial influence, Frankfurt is the most important financial centre and airport, Munich is huge, and there are agglomerations like the Rhine-Ruhr region that used to beat all of them in terms of industry. And the rail network, with no single central focus point, reflects that.

That doesn't mean Germany doesn't have its own blind spots. Due to being split in two, the east-west links aren't great. Getting e.g. from Cologne (near KD) to Dresden (DH) is pretty painful. Ironically, Berlin is one of the places that really suffers from this. There are plenty of trains to it from Cologne but they take forever, and you can see why: A lot of the route isn't high speed, it's just more or less upgraded normal lines. If you have a single destination, then it's easy to build all the lines there. If you want high-speed connections between everything, that's more difficult. (Also, our government isn't investing anywhere near enough into the rail network, both compared internationally and on its own terms, but that's a different issue)

Other countries in Europe tend to be somewhere between the extremes. Spain is fairly centralised around Madrid.

The UK is just as focused on London as France is on Paris, but it has strong regional networks around Leeds and Sheffield, and the weirdness in Scotland (four different lines between Glasgow and Edinburgh and counting!).

Italy, especially south of the Po valley, almost looks like a ladder: Lines are either on the one side of the Apennines or the other, with a few brave ones crossing through.

This works overseas as well. Describing the continental US as "like Germany" is certainly going to raise some eyebrows, but the map doesn't lie:

It's all on a completely different scale, but it's also a federal country with no one single clear centre. Yes, New York and Los Angeles are big and important, but neither is an all-powerful centre of the nation. What's fun about the US is that it's almost gradient-like: The more west you go, the fewer the railroads get. You can also nicely see the Alleghenies by the shadow they cast: Just a few brave rail lines managed to make their way through or around. Other characteristic items are the huge tangle that is Chicago, the closest thing the US has to a railroad capital; and the many places where lines are almost duplicated (just count how many different ways you can get from Chicago to Memphis, or Chicago to Cleveland), thanks to different competing railway companies that all hated (and sometimes still hate) each other's guts.

So that's what's mostly considered the "western world" or "industrialised world". I skipped Japan, China and India because the post is going to get too long no matter what, but they're all fascinating as well.

But if we go away from there look at countries where the colonialism was less settlers and more exploit mostly from afar, we see another very odd pattern emerge, like here in sub-saharan Africa:

The selection is somewhat arbitrary because you can find the same pattern everywhere south of the Sahara, and in one case (Mauretania) even in the Sahara: A railroad that goes straight to the coast. (The isolated sections inland are due to issues with the map software, they're all connected to one of the lines to the coast)

This kind of railroad is designed to extract a country's resources, and not much else. In Mauretania (not in this picture), that's iron ore. Elsewhere it might have been other ores, precious metals, gemstones, but also very often agricultural products, spices, dyes. The railway line exists to take these things, and bring them to a port. The line is not designed to actually help the nation grow economically. Think about it: All things being equal, you're probably just as likely to want to go parallel to the coast as perpendicular to it.

Also, each of these lines were built because there's something interesting at the end of it, or at least someone suspected there might be. If you wanted to develop the area, it would make sense to trade the interesting stuff in Togo with the interesting stuff in Benin. But the railway lines are not set up for that at all. The goal is to get the interesting stuff to a ship, and occasionally soldiers to the place where the interesting stuff comes from.

These days, the area that I screenshotted here is actually massive, full of people. The city of Abidjan has more than four million inhabitants (more than Berlin), Lomé has 1.7 million, Cotonou and Porto-Novo come close to a million if taken together, and nobody's quite sure about Lagos, but it's at least 14 million, and the metropolitan region might be 24 million. This is a band of cities that researchers think might, in the next few decodes, become on par with Washington-Philadelphia-New York-Boston in the US, or the Tokyo-Osaka in Japan.

And the rail connections in this region do not reflect this at all. A high speed passenger line and/or a heavy duty freight line could allow all these places to do business with each other, allow people to move to or visit each other, and just spur a lot of economic development. But the powers that built the lines, the colonial powers, were not interested. They had their harbour, and the region behind it, and they just wanted to extract whatever was there.

To be clear, that does not mean the railroads are evil now. Selling natural resources is still better than bringing no money into the country. And there are a lot of places where railroad junctions and depots became the point where cities were founded, so in some countries these lines do end up connecting the most important cities, more or less by accident. It's just that other lines or more lines are sorely missing.

A simple example for how this could look like is provided by Australia, where the colonists were settlers and did want to develop the land economically:

You have the lines from the coast inland, and sometimes quite a lot of them. But you can also see a line along the east coast, connecting the cities, and you can see that someone said "we need to build a railroad across the entire continent. No, two actually". That is not to say that Australia does everything right with railroads, they have a lot of weirdness there. But you can see that the railroads had more jobs than to just move resources to ships.

(The big exception is the Pilbara region, in the north west, with its odd tangle of lines. Those are all just resource extraction lines, where the world's heaviest freight trains haul iron ore from various mines to various ports. The mines and ports are owned by different mining companies that don't like each other, so everybody has their own line from their own harbour to their own mine, even if a different line would have been shorter. That's why you get the tangle there.)

So, that's basically it. The railroad map of a country shows you a lot about how a country works, and more specifically how it worked during the late 19th and early 20th century, when most railroads were built. Where they lead to and where they don't reflects what planners thought of as important, and in turn, it has shaped the way these countries developed. And personally, I always find this endlessly fascinating.

#railroads #maps #i suppose you could take the 6 to bercy and walk from there but it's still not exactly convenient

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marvinetta · 3 months ago

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Florida is about to be hit by it's second Major Hurricane in two weeks. Milton is hitting Tampa two weeks after Helene did.

The difference between a "high end cat 4" and a cat 5 is just the classification detail. 155 mph winds as a cat 4 and 157 mph winds as a cat 5 will still destroy life and property.

Please call your congress people and urge them to go back to work and pass legislation to actually rebuild our country. Not just the areas hit by these hurricanes, but every place in America that needs it. Places like Flint and Jackson that still don't have clean water after years.

We need a sweeping infrastructure rebuilding plan to fix our crumbling water treatment plants, we need to bury our power lines, we need to strength our levies/dams, we need evacuation shelters for people in tornado/hurricane paths, just to name a few things. Not to mention completely rebuilding some of our interstates and bridges. (I personally would like to see high speed rail connecting most major metro areas, but first lets make sure everyone can survive!)

And we need to vote in more diverse voices to make sure that these projects don't negatively impact our most vulnerable communities AGAIN like they have in the past. (Say no to prison labor for these projects!)

Milton Facts:

For the non Americans (or just people who are interested):

Sustained wind speeds: 155mph = 249 km/h

Storm surge 12ft = 3.6 meters

Imagine evacuating 7 million people. Which is what they did for Irma (2017).

The region being evacuated is the size of Belgium.

You could fit Switzerland, Luxembourg, and the Netherlands inside Florida's borders at the same time. There are over 100 countries smaller than the state of Florida.

#marvi thinks

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wongmsrailgallery · 2 months ago

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Wednesday 30 October 2024 - Fence installed beneath the stairs at Melbourne Central platform 3 and 4. Preventing access to a fire sprinkler vandalised by an 'amorous couple' on 10 October which resulted in the station being flooded. Plus 149 more new photos in the Melbourne Underground Rail Loop Upgrade Project, Melbourne suburban passenger information displays, Metro Tunnel works at CBD North, Yarra Trams - Melbourne CBD and Docklands, Kinetic Melbourne, Yarra Trams road fleet, Road coaches, Bayside Coaches, Melbourne Art Trams 2024, Metro Tunnel works at CBD South, Melbourne tram stops, V/Line at Southern Cross Station, Metro Trains Melbourne - Northern group, Signage at Melbourne stations, Melbourne rail replacement bus signage, Melbourne suburban bits and pieces, Melbourne signals and signalling equipment and Metro Trains Melbourne trackwork albums https://railgallery.wongm.com/page/archive/2024-10-30/

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austin-in-taiwan · 5 months ago

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August 7 - Tainan - > Taipei (Final Day) - Tea House, Final Dinner

Today was our last day in Taiwan before departing for home. We met at 9:30 AM on the bus to make our way back to Taipei. Since we had already used our high-speed rail tickets after the Typhoon, we took the 5-hour bus ride back up the west coast of Taiwan. Halfway, we stopped at a rest area to get lunch. Jacob, Eli, Jack and I had MOS Burger (a Japanese burger chain restaurant), and I got the rice bun chicken sandwich, which was okay.

When we arrived in Taipei, we went to a tea house. The tea-making ceremony was interesting, as the servers had a meticulous process for serving the tea. The tea was bitter, and many people at my table didn't enjoy it much, but I didn't think it was too bad. I am not a tea drinker, so I have little experience with it. After the first batch made by the servers, we could brew the tea ourselves, so I enjoyed doing that a few times.

After the tea house, we went to our final farewell dinner. It was an excellent local restaurant that served Taiwan cuisine. It was lazy Susan style, so we got to try many different dishes. I enjoyed my last Xiao long bao, shumai, and several other classic cuisines. We also gave Peter, our tour guide, a few gifts at dinner. We all signed his Florida Gators tour guide flag, signed a card, and made a collage of photos from the trip for him. Peter was a fantastic tour guide and an integral part of the amazing experience I had here in Taiwan, so I was super glad we could get him something nice before we left. Also, we signed a card for and took a picture with our bus driver, Terry!

Once we checked back into our hotel, a small group went out to get an extra bag for some of the souvenirs we bought. We took the metro for the last time to Ximen, where we had our first tour in Taiwan. I got a small duffel bag for cheap and filled it with tons of Chinese and Taiwanese snacks from a PX mart to bring home. I can't wait to have my family and friends at home try some exciting things I got to try while here.

Final Reflection

I wasn't exactly sure what to expect when initially coming to Taiwan. Now that the trip is over, I am so glad I decided to go on this study abroad trip. I loved everything we did. The culture in Taiwan is fascinating, and its history is unlike any country I've been to. In Taiwan, you can experience the history of cultures from its previous occupancy of Japan, China, or even old European inhabitants. I specifically enjoyed going through temples and learning about Buddhism, Confucianism, and other celebrated religions, which are rarely seen in the U.S. One of my favorite experiences was touring the monastery in Kaohsiung and eating a silent lunch with the Buddhist monks.

One thing that was amazing about UF's Taiwan program is the freedom and free time that we get to do our exploration of Taiwan's culture and impact. I got to take time to explore my interests and then do independent research on that topic. My first project on Taiwanese technological innovation was one of my favorite days on the trip. I got to lock in on my specific interests related to my major and aspirations. I then wrote my second independent excursion to a baseball game I went to. Researching and writing about it taught me how important it is to Taiwan and its culture. The importance of baseball is something that I learned because of the independent assignment; otherwise, it would've gone unseen during my trip. Overall, I got so much out of having the freedom to do my own projects instead of being limited starkly to an itinerary.

One of my aspirations for the trip was to get more comfortable with my Chinese. I definitely did. I got to push my limits when ordering food, bartering, asking for directions, talking to locals, etc. One of the trip's highlights was talking to the taxi driver from the airport when I landed in Taiwan. Although I got more comfortable during this trip, I would like to be much more conversational next time I visit a Mandarin-speaking country. Unfortunately, after this trip, I no longer have room in my schedule to take more classes, and I have finished my minor in Chinese. However, this trip has inspired me to find ways to continue practicing and getting better. I won't give up on my Chinese studies despite no longer taking classes.

Overall, I recommend this trip to any UF student, whether you have taken Chinese or not. Plenty of students on this trip didn't know Chinese at all, and we all had a great time learning while also having lots of fun. I became friends with everyone on the trip. We all came from different circles and groups at UF but became close by the end. The itinerary was a perfect mix of structure, free time, education, and fun. Yeh Laoshi and our tour guide Peter were informative and made this trip one I will remember for the rest of my life.

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colonelrajyavardhanrathore · 1 month ago

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Rajasthan’s Ambitious IT City Plan Near Gurugram: A Vision by Col Rajyavardhan Rathore

A Game-Changer for Rajasthan’s Tech Industry

Rajasthan’s planned IT city near Gurugram is not just a developmental project; it is a bold statement of intent. The initiative underscores the state’s ambition to position itself as a hub for innovation, technology, and entrepreneurship in northern India.

Why 50 km from Gurugram?

Strategic Location: Proximity to Gurugram, a major IT and corporate hub, ensures seamless connectivity and access to talent.

Enhanced Accessibility: With excellent road, rail, and proposed metro connectivity, the IT city will attract investments and workforce from across India.

Proximity to NCR:��Being close to the National Capital Region (NCR) boosts the region’s appeal for both domestic and global investors.

Colonel Rajyavardhan Rathore: The Visionary Behind the Push

Colonel Rajyavardhan Rathore, known for his multifaceted leadership as a soldier, Olympic medalist, and parliamentarian, has been a vocal proponent of transforming Rajasthan into a modern economic hub. His unwavering commitment to Rajasthan’s development is reflected in his advocacy for this IT city.

Colonel Rathore’s Vision for the IT City

Creating Jobs: “The IT city will open up countless employment opportunities for the youth of Rajasthan and neighboring states,” he asserts.

Encouraging Startups: Col Rathore envisions the IT city as a launchpad for startups, enabling young entrepreneurs to innovate and thrive.

Building Smart Infrastructure: A focus on sustainable and world-class infrastructure will make the IT city a benchmark for others.

Key Features of the Proposed IT City

The IT city is being planned as a futuristic hub with state-of-the-art facilities to meet the demands of the modern tech world.

Smart Infrastructure

Green energy systems and sustainable architecture.

High-speed internet connectivity across the city.

Dedicated zones for IT parks, startups, and multinational corporations.

Education and Innovation Hubs

Establishment of training institutes and universities specializing in emerging technologies like AI, blockchain, and cybersecurity.

Research and innovation centers to foster collaboration between academia and industry.

Lifestyle and Living

Modern residential areas with smart homes.

Recreational spaces, shopping centers, and healthcare facilities.

Boosting Employment and Entrepreneurship

The IT city is expected to be a massive employment generator. Col Rathore emphasized, “This project will bridge the gap between talent and opportunity, not just for Rajasthan but for the entire NCR region.”

Job Creation

Direct employment in IT and tech industries.

Indirect jobs in construction, retail, and hospitality.

Support for Startups

Incubators and funding programs for young entrepreneurs.

Co-working spaces and mentorship from industry leaders.

The Economic Ripple Effect

The IT city is anticipated to spur growth in multiple sectors, including real estate, transportation, and services. Rajasthan’s economy is set to benefit significantly from this large-scale development.

Increased Investments

Domestic and international IT companies are likely to invest, given the favorable policies and location.

Urban Development

Surrounding areas will see rapid urbanization, improving overall living standards.

Challenges and the Road Ahead

While the project is promising, challenges like land acquisition, environmental sustainability, and seamless integration with Gurugram’s ecosystem need attention. Col Rathore, however, remains confident, stating that the government is committed to addressing these issues with innovative solutions.

Conclusion: A Leap Toward Progress

The establishment of an IT city 50 kilometers from Gurugram is a visionary move that aligns with India’s ambition to become a global tech leader. Under the stewardship of leaders like Colonel Rajyavardhan Rathore, Rajasthan is poised to redefine its identity, not just as a historical and cultural state but as a modern hub for innovation and technology.

This project isn’t just about building an IT city — it’s about laying the foundation for a brighter future for Rajasthan’s youth and economy.

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tubetrading · 1 month ago

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digitaldetoxworld · 2 months ago

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Commuting Made Easy: Understanding Delhi Metro Timings

However, Delhi Metro Timings vary by line and station, so it's always a good idea to check the official Delhi Metro website or app for the most accurate and up-to-date information before traveling.

The Delhi Metro, a crucial component of the National Capital Region's transportation infrastructure, stands as a testament to India's speedy urbanization and technological advancement. Since its inception in 2002, the metro has transformed the manner in which residents navigate the bustling streets of Delhi, assuaging site visitors' congestion and supplying a reliable means of transportation for millions. This article explores the records, development, effect, and future of the Delhi Metro.

Historical Background

As the city grew, so did the need for an efficient public transport system. In 1995, the Delhi Metro Rail Corporation (DMRC) was established, marking the start of a large urban development project. The first line, spanning 8.7 kilometers from Shahdara to Tis Hazari, was inaugurated in December 2002. This initial segment laid the foundation for what could come to be an intensive network of metro lines.

Expansion and Growth

Since its launch, the Delhi Metro has multiplied exponentially. As of 2023, the community covers over 390 kilometers, connecting more than 290 stations across more than one strain. The gadget's increase may be attributed to strategic planning, authorities' guide, and public calls for. New strains had been constructed to reach numerous components of the city, consisting of the outskirts, ensuring accessibility for citizens in both urban and suburban areas.

Each new line has delivered its progressive features and improvements. The creation of the Airport Express Line in 2010 extensively improved connectivity to Indira Gandhi International Airport, permitting vacationers a swift and comfortable transit alternative. Moreover, the implementation of modern technologies along with Automatic Train Control Systems and RFID-based total ticketing has in addition streamlined operations.

Impact on Urban Life

The impact of the Delhi Metro on the city's everyday lifestyles is profound. Before its advent, Delhi's streets had been notorious for visitor jams and pollution. The metro has no longer eased congestion however has also contributed to a great discount in vehicular emissions. Studies estimate that the metro gadget allows to get rid of hundreds of tons of carbon dioxide annually, promoting a purifier in urban surroundings.

Additionally, the metro has revolutionized commuting habits. With a dependable frequency of trains and minimal ready instances, many citizens have shifted from private cars to public transport. This transition now not handiest saves charges for people but also fosters an extra communal technique to city living. The metro's affordability and efficiency have made it a favored desire for day-by-day commuters, students, and tourists alike.

Accessibility and Inclusivity

Stations are designed to deal with passengers with disabilities, with ramps, lifts, and tactile pathways in location. Moreover, the creation of women-best coaches during height hours has more advantageous protection and comfort for girl commuters, reflecting a sensitive approach to city transport in a numerous society.

The metro additionally affords an array of offerings catering to numerous passenger desires. The integration of digital ticketing and cellular apps has made the journey simpler, permitting customers to devise their trips in advance. Moreover, the supply of kiosks and data desks guarantees that tourists acquire vital help

Economic Contributions

The monetary implications of the Delhi Metro are sizeable. By improving connectivity, it has spurred a boom in areas adjacent to its stations. Real property costs in those regions have visible an extensive rise, leading to elevated investments and development opportunities. Shopping complexes, workplace areas, and residential buildings have sprung up close to metro stations, creating a vibrant urban surroundings.

Furthermore, the metro device has generated employment opportunities, now not simply inside DMRC but also in sectors consisting of creation, renovation, and service. It performs a crucial position in assisting the livelihoods of hundreds, thereby contributing to the neighborhood economic system.

Challenges Faced

Rapid urbanization and population increase have caused accelerated ridership, every now and then overwhelming the gadget at some point of height hours. Ensuring protection and performance amidst such excessive demand requires steady monitoring and strategic making of plans.

Maintenance and growth of the existing infrastructure present any other hurdle. Aging lines and stations necessitate everyday protection to ensure safety and reliability. Additionally, the economic sustainability of the metro gadget is a challenge, as operational costs hold to an upward push.

The Future of the Delhi Metro

Looking in advance, the Delhi Metro is poised for similar growth and innovation. Plans are underway for new strains that will join underserved areas of the town, to make an extra complete and inclusive network. The integration of the metro with different modes of delivery, along with buses and regional rail offerings, is also a priority to create a continuing travel experience.

Sustainability will play an important position in the metro's destiny. The DMRC has committed to incorporating renewable energy resources, along with sun power, into its operations. This not only aligns with worldwide efforts to combat climate alternate but additionally complements the metro's energy performance.

#Delhi Metro Timings

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