Daily impact of climate on the pattern of urban family life : Indigenous courtyard houses of Baghdad regions of the hot-dry climates Part I: Daily shifts or daily movements in summer

During the day, there are considerable variations in the climatic factors prevailing in these regions. This is especially so during the 24-hour daily cycle of the long, hot and dry summer (mid-May to midOctober). Such climatic conditions have had a considerable impact on the daily living pattern of family life in the same season, particularly in the urban areas. During the same 24-hour cycle, they have compelled the inhabitants to shift their living activities both vertically in section and horizontally in plan; they do this in pursuit of more acceptable, if not, desirable internal thermal environmental ambience.     

Investigating the Social Dimensions of Transport Disadvantage II: From Concepts to Methods through an Empirical Case Study

This article is the second of two papers that review the field of spatially sensitive social scientific research into the links between social status and transport disadvantage. The first paper undertook a comprehensive review of the social scientific and transport planning literature to mark the level of development in the field and identify conceptual and methodological issues and constraints in this field of inquiry. The present article supports the advancement of socially and geographically sensitive transport research by opportunities for the development of more sophisticated spatial analytical methodologies. The approach we present is able to account for factors not previously addressed in either social or transport planning research, in particular the temporal dimensions of transport service accessibility. The article articulates the methodology through an empirical case study of socio-spatial transport disadvantage within the Gold Coast City. The article demonstrates that there are important theoretical and practical lessons to be gained for researchers and policy makers in addressing the social dimensions of transport and infrastructure provision. Further, the article argues that an attentiveness to new ways of combining and representing social and transport data-sets can promote policy relevant empirical social inquiry. The article also contributes in a productive way to the empirical knowledge of Australia's sixth-largest metropolitan area, which is often overlooked by urban scholars.     

城市环境的影响与作用

揭示了城市环境的基本性质的基本特征，研究了城市环境对人的心理影响和生理影响。指出城市环境建设不公要满足人的物质需要，还要满足人的精神需要。     

Air flow through a non-airconditioned bus with open windows

Open window buses without air-conditioning are a major mode of urban and inter-city transport in most countries. High occupancy combined with hot and humid conditions makes travel in these buses quite uncomfortable. In this study air flow through a bus has been studied that could be the basis for low cost and eco-friendly methods of increasing passenger comfort and possibly reduce drag. The aerodynamics of such a road vehicle has not been studied as previous investigations have been confined to vehicles with closed windows that present a smooth exterior to air flow. Using a 1:25 scaled Perspex model of an urban bus in Delhi, flow visualization was performed in a water channel. The Reynolds numbers were one-tenth of a real bus moving at 10 m/s. Smoke and tuft visualizations were also performed on an urban bus at 40 km/h. Numerical simulations were performed at the actual Reynolds number. Even though there were Reynolds number differences, the broad features were similar. Air enters the bus from the rear windows, moves to the front (relative to the bus) and exits from the front windows. Inside air velocity relative to the bus is about one-tenth of the free-stream velocity. The flow is highly three-dimensional and unsteady.     

Success and failures in urban transport planning in Europe—understanding the transport system

Technological determinism has become a kind of religion for many people since it appears to offer solutions for societal problems as never before in history. Transport is one of the fascinating technology branches developed during the last 200 years. Effortless movement over long distances has become possible for car users as long as cheap fossil energy is available. However, the effect of fast transport on urban structures and society was not taken into account when developing these technical means. Technologists and economists have used indicators for expected benefits of these fast transport modes without taking into account the real system effects on society and urban structures. Plausible assumptions and hopes instead of scientific understanding of the complex system are used in practice. In contradiction to widely held beliefs of transportation planners, there is actually no growth of mobility if counted in number of trips per person per day, no time saving by increasing speed in the system, and no real freedom of modal choice. Modal choice is dependent on physical and other structures, the artificial environment built by urban planners, transport experts and political decisions. The core hypothesis of traditional urban and transport planning ‘growth of mobility’, ‘travel time saving by increasing speed’ and ‘freedom of modal choice’ are myths and do not exist in the real urban and transport system. This is the reason why urban planning and transport planning based on traditional non-scientific assumptions is creating continuously not only more transport problems, but also environmental and social as well as economic problems all over the world, where these principals are applied. Urban transport planning in Europe, understanding the transport system and the solutions are presented in this paper.     

城市化进程中的小城镇交通初探

通过对小城镇城市结构、路网结构、交通结构和交通管理特征进行详细分析，得出小城镇交通问题症结所在，并初步提出小城镇交通规划和交通治理的对策。     

现代城市"生态街道"设计初探

回顾了城市街道空间设计的演变历程 ,分析了城市“生态街道”的内涵 ,提出了建设现代城市“生态街道”的设计准则 ,指出城市街道的生态化设计是城市街道的发展方向     

Long-term measurements of the concentrations of halocarbons in an urban area of Kraków, Poland

The results of the measurements of the concentrations of freons (F-11 and F-113), chloroform (CHCl₃), trichloroethane (CH₃CCl₃) and carbon tetrachloride (CCl₄) in air are presented. The data concern concentration measurements that have been conducted in Krakow since half way through 1997 to the end of 1999. The mean monthly values of these concentrations have been compared with the data from Mace Head, the station situated at a similar longitude as Krakow. It has been concluded that, in the observed period of time, the concentrations of the pollutants in Krakow are higher than in Mace Head. The mean monthly concentrations of F-11 and CCl₄ decrease in Krakow faster than in Mace Head (2.5 and 3.3 times, respectively). The concentrations of CHCl₃ and CH₃CCl₃ decrease at both locations, but the change is greater in Krakow. In Krakow, the observed increase of F-113 is 0.13 ppt/month and has an opposite trend than in the same period at Mace Head.     

Occurrence of Lawn Care and Agricultural Pesticides in the Don River and Humber River Watersheds (1998–2002)

Between 1998 and 2002, surface water samples were collected from several sites in the Don River and Humber River watersheds, both tributaries to Lake Ontario, and analyzed for a variety of pesticides, including those used for urban lawn care. Analyses included 152 pesticide active ingredients and eight metabolites. Samples were collected during base flow periods (i.e., dry events) and rainfall events (i.e., wet events). The objectives of the study were to determine which pesticides were detectable, whether there was a difference in the detection frequency between the two watersheds and between upstream and downstream in each river, and whether precipitation influenced the frequency of detection. Eleven pesticides and one metabolite were detected in surface waters of the Don and Humber rivers or their tributaries, with approximately 72% of samples containing at least one pesticide attributable to lawn care use. The pesticides and pesticide metabolite detected in this study included 2,4-D, atrazine, bromacil, carbofuran, chlorpyrifos, cypermethrin, diazinon, dicamba, MECOPROP, metolachlor, metribuzin, and an atrazine metabolite (des-ethyl atrazine). Four pesticides exceeded federal or provincial water quality guidelines/objectives. Diazinon exceeded the provincial water quality objective in 28% of the samples taken. For the three other pesticides (atrazine, carbofuran and chlorpyrifos) exceedance of a water quality criteria occurred in less than 1% of the samples.