Characteristics of the Poreyonymes in the Onymic Sector of Ufa’s Urban Space

2018 ◽  
Vol 7 (5) ◽  
pp. 35-42
Author(s):  
Эльвина Салихова ◽  
Elvina Salikhova ◽  
Лейсан Дильмухаметова ◽  
Leysan Yarmukhametova
Keyword(s):  
Urban Space ◽  
Public Transport ◽  
Functional Characteristics ◽  
Modern City ◽  
City Life ◽  
Language Area ◽  
Transport Modes ◽  
Speech Situation

The study of the speech of the modern city life with the use of different approaches and methods – socio- and psycholinguistic methods, traditional structural and functional characteristics of the speech situation “Transport” and its components make it possible to describe the ethno-social “portraits” of participants in the designated area, provides researchers with a vast field for the study of specific speech behavior of people in the capital, serving in various roles (passenger or driver and not only public but also private vehicles, car owners, the original name is their property). In Ufa language landscape official and unofficial nominations coexist, poreyonums (the name of public transport modes) are among them and the interest to which is determined by their place, role and functions in toponymical sphere of Ufa language landscape. Existing in language area of RB cities unofficial names are formed both from the names of foreign and domestic automobile makes, and moreover the main ways of forming aliases are the same in both cases and are typical for speaking sphere. Vernacular words, units of youth slang and thieves’ argot are actively used when naming. The main tendencies of the existence of automobile unofficial names are inherent to all Russia cities.

With the Declining Significance of Labor, Who Is Producing our Global Cities?

2015 ◽  
Vol 87 ◽  
pp. 137-164 ◽  
Author(s):  
Michael Goldman
Keyword(s):  
Urban Space ◽  
Land Values ◽  
Global Cities ◽  
Municipal Governments ◽  
City Life ◽  
Rural Workers ◽  
Formal Employment ◽  
The One ◽  
Urban Commons ◽  
Indian Cities

AbstractThis article engages the question of what happens to labor as Indian cities become transformed into “global cities.” It does so by focusing on the convergence of three interrelated trends over the past few decades: the informalization of labor, the making of global cities, and the financialization of the economy. The article explains the effect on labor, capital, and urban space of this concatenation of trends. It challenges the conclusion of urbanization scholars who emphasize how labor has been largely excluded and bypassed by the growing urban economy. Instead, the article demonstrates, by using nationwide data as well as examples from Bangalore, that as labor is being displaced from formal employment and as wages become compressed, the urban commons is becoming a more valued terrain. On the one hand, displaced urban and rural workers must increasingly rely on subsistence practices and depend more upon the city's public spaces and goods to survive. On the other hand, these spaces, vital to city life, are becoming attractive to indebted municipal governments and aggressive financial investors for their speculative land values, and hence have led to greater insecurity and dispossession. The global city, therefore, is being built in large part with workers' wageless labor. Consequently, the struggle between capital and labor has reached far “beyond the factory” and farm, to the urban commons, sites simultaneously key to the majority's survival and integral to the urban speculative project of financialization.

scholarly journals A city as an emotional space: theoretical-sociological analysis

2020 ◽  
Vol 23 (3) ◽  
pp. 82-89
Author(s):  
Nadiya Mikhno
Keyword(s):  
Urban Space ◽  
Social Life ◽  
Modern Society ◽  
Sociological Research ◽  
Special Importance ◽  
Experience Economy ◽  
Cultural Changes ◽  
Total Consumption ◽  
Modern City ◽  
The Individual

The focus of this article is focused on the study of peculiarities of the contemporary aestheticization of urban space as a product of emotional capitalism. Noted that the concepts "society experiences" and "experience economy" fixed vector of cultural changes of modern society, and suggest new theoretical trajectory of sociological research. Control for the "experience" in this case can be considered a new form of public influence in which not last role is played by the mass media, which is a kind of mediator for the active promotion of a variety of emotions, first and foremost sensual pleasure. Pointed out that the aestheticization of the contemporary urban space is connected with the logic of the functioning of emotional capitalism. The modern city is forced to form their own "alphabet of feelings", which prescribes rules for their feelings in different situations. Entertainment in the city acquires the features of a universal model, it is a particular code value in U. Eco, that is, a symbolic system that can reveal the contents of the message depending on the purpose and conditions of the functioning of the spectacle. Life in a modern city full of wealth of their own unrest, and the aestheticization of urban space is associated with replication "markets experiences" that focus on the commercialization of human feelings. The emotional richness of urban design has become a part of an overall program of total consumption. The theatricality, iconization and glamor can be considered as the main strategy "emotionalization" of urban space that aims at the reproduction of the effects of the "experience economy". Stressed that the idea glamorizes urban space can be traced in the concepts of the theoreticians of the "creative city", appealing to psychologically and design analysis of the urban environment, and the militarization of urban space through the creation of militaristic icons that form the therapeutically-emotional space. Respectively iconic images serve as points of reference, the individual ascribes to them a special importance as images that represent something significant for social life.

scholarly journals Achieving ‘Active’ 30 Minute Cities: How Feasible Is It to Reach Work within 30 Minutes Using Active Transport Modes?

2022 ◽  
Vol 11 (1) ◽  
pp. 58
Author(s):  
Alan Both ◽  
Lucy Gunn ◽  
Carl Higgs ◽  
Melanie Davern ◽  
Afshin Jafari ◽  
...  
Keyword(s):  
Climate Change ◽  
Population Growth ◽  
Active Transport ◽  
Public Transport ◽  
Traffic Congestion ◽  
Motor Vehicle ◽  
Spatial Relationship ◽  
Rapid Urbanization ◽  
Transport Mode ◽  
Transport Modes

Confronted with rapid urbanization, population growth, traffic congestion, and climate change, there is growing interest in creating cities that support active transport modes including walking, cycling, or public transport. The ‘30 minute city’, where employment is accessible within 30 min by active transport, is being pursued in some cities to reduce congestion and foster local living. This paper examines the spatial relationship between employment, the skills of residents, and transport opportunities, to answer three questions about Australia’s 21 largest cities: (1) What percentage of workers currently commute to their workplace within 30 min? (2) If workers were to shift to an active transport mode, what percent could reach their current workplace within 30 min? and (3) If it were possible to relocate workers closer to their employment or relocate employment closer to their home, what percentage could reach work within 30 min by each mode? Active transport usage in Australia is low, with public transport, walking, and cycling making up 16.8%, 2.8%, and 1.1% respectively of workers’ commutes. Cycling was found to have the most potential for achieving the 30 min city, with an estimated 29.5% of workers able to reach their current workplace were they to shift to cycling. This increased to 69.1% if workers were also willing and able to find a similar job closer to home, potentially reducing commuting by private motor vehicle from 79.3% to 30.9%.

scholarly journals Re-defining urban space through performance

2012 ◽  
Author(s):  
Χαρίκλεια Μαρίνη
Keyword(s):  
Urban Space ◽  
Architectural Design ◽  
Interdisciplinary Approach ◽  
Spatial Spectrum ◽  
Urban Context ◽  
City Life ◽  
Tate Modern ◽  
Uncertain Future ◽  
And Performance ◽  
Dynamic Quality

This thesis contributes to discourses concerned with urban space and performancepractice. It identifies ways in which built environments become performative; how thebuilt environment performs meaning(s) within the urban context and how spatialpractices of contemporary performance engage with city-spaces. The programmingand order of urban space tends to fix meanings; increasingly regulated and singlepurposecity-spaces seem unable to react to informal or unplanned activities. However,this thesis suggests that urban space entails inherent opportunities for conceiving andpractising space otherwise and looks at a spatial spectrum – from leftover spaces toLondon’s landmarks. It analyses incomplete presences in the built environment andtheir unexpected (re)uses, which make urban space an arena of ideas, interaction andcreativity. It examines how spatial practices of performance, such as site-specificperformance, audio-walks and installations, inform our (re)thinking of space, itsmeaning and its re-appropriation. It argues that through performative concepts andactions, space manifests a changeable and dynamic quality, rather than motionlessness and inertia.The thesis involves an interdisciplinary approach employing geography, urban,architectural and performance studies. It looks at four types of built spaces that havebeen used for performance purposes; a disused warehouse at 21 Wapping Lane, theconverted power station housing the Tate Modern art gallery, the exterior of theNational Theatre’s building and the London district of Wapping. All of these sites areawaiting, or are undergoing, major alterations in their design or planning, involvingreconstruction and expansion, or total demolition. The uncertain future of these sitesand buildings, the inevitable decay of their material, and the temporality of the builtenvironment invite questions of architectural design and urban planning in terms ofperformance. The examination of these sites at this moment of change and thepotential impact of the redevelopment plans on city life make this research timely,since the thesis emphasises the imperative of re-defining concepts of space, planningstrategies, and design processes so as to imagine a less determinate, more creative urban space.

scholarly journals Dynamic Changes in Community Deprivation of Access to Urban Green Spaces by Multiple Transport Modes

2021 ◽  
Vol 9 ◽  
Author(s):  
Shunqi Cheng ◽  
Zhiqiang Liao ◽  
Yu Zhu
Keyword(s):  
Growth Rate ◽  
Spatial Pattern ◽  
Urban Area ◽  
Public Transport ◽  
Green Spaces ◽  
Dynamic Changes ◽  
Urban Green ◽  
Urban Green Spaces ◽  
The Core ◽  
Transport Modes

Urban green spaces (UGSs) improve the quality of life of urban inhabitants. With the acceleration of urbanization and changes in traffic networks, it remains unclear whether changes in the distribution of UGSs can satisfy the needs of all inhabitants and offer equal services to inhabitants from different socioeconomic backgrounds. This study addresses this issue by analyzing dynamic changes in UGS accessibility in 2012, 2016, and 2020 for inhabitants of the central urban area of Fuzhou in China at the community level. The study introduces multiple transportation modes for an accessibility estimation based on a framework using the two-step floating catchment area method and examines the dynamic changes in community deprivation of UGS accessibility using Kernel regularized least squares, a machine learning algorithm. The results demonstrate that spatial disparities of UGS accessibility exist among the multi-transport modes and vary with time. Communities with high accessibility to UGSs by walking are scattered around the urban area; for accessibility by cycling, the high accessibility regions expand and surround the regions with low accessibility in the core urban areas, forming a semi-enclosed spatial pattern. However, the core urban spatial orientation of UGS accessibility by public transit demonstrates a reverse trend to the above two modes. The spatial pattern of UGS accessibility also varies over time, and the growth rate of accessibility slightly declined during the study period. Furthermore, the increase in UGS accessibility tended to slow from 2016–2020 compared with 2012–2016, and the trend toward equality was also erratic. The degree of deprivation for communities first weakened and was then aggravated, corresponding to the slowdown in the growth rate of accessibility, leading to the persistence existence of social inequality. Moreover, significant deprivation mainly exists among less educated people or those using the cycling and integrated travel modes. Although public transport is developing, deprived communities, such as communities with large proportion of older people, have experienced a decline in access to UGSs by public transport. Based on these findings, the study proposes a policy framework for the balanced distribution of UGSs as part of urbanization.

scholarly journals IMPACT OF CREATIVE INDUSTRIES ON THE VISUAL IMAGE OF A CITY

2019 ◽  
pp. 70-72
Author(s):  
A. M. Tormakhova
Keyword(s):  
Urban Space ◽  
Visual Image ◽  
Creative Industries ◽  
Economic Feasibility ◽  
Individual Development ◽  
Added Value ◽  
Practical Significance ◽  
City Development ◽  
Modern City ◽  
The City

The aim of the article is to highlight the specificity of visual transformations that occur in the modern urban space under the influence of the development of creative industries. The research methodology involves an interdisciplinary approach and engaging a range of cultural, sociological, and philosophical works. The works of modern foreign researchers Z.Bauman, Ch. Landry, D.Hezmondhalsh are attracted.The sphere of urban planning and the problem of creative industries are being studied. Thanks to creative industries is appears new jobs, the solution of social problems (especially in poor areas), as well as the transformation of urban space. The modern city is a reflection of the transformational processes taking place in the world. There is a change in the form of regulation of the city development policy, from the state to the municipal. There are conditions for activating creative industries that can be defined as an individual creative background, skill or talent that can create added value and jobs through the production and exploitation of intellectual property. The development of creative industries has economic feasibility, but this process is accompanied by a change in the image of the city. Urban space is the text of culture, which often combines non-interconnected components. The visual image of the modern city is repulsive and attractive, it is difficult to bring it to a single concept, but it continues to be the center of human life. Scientific novelty lies in the study of the relationship of the development of creative industries in the urban space and their impact on the visual image of the city. Practical significance is connected with the emphasis on the need to invent an individual development strategy for each city as a “creative city”, where the sphere of cultural production is leading. Promising is the direction of creative industries in a single direction and minimizing the factors influencing the negative perception of the vision of the city.

scholarly journals Impacts of COVID-19 on Transport Modes and Mobility Behavior: Analysis of Public Discourse in Twitter

2021 ◽  
pp. 036119812110299
Author(s):  
Muhammad Ahsanul Habib ◽  
Md Asif Hasan Anik
Keyword(s):  
Public Transport ◽  
Traffic Congestion ◽  
Public Discourse ◽  
Transportation Systems ◽  
Transit Systems ◽  
Transportation Services ◽  
Holistic Understanding ◽  
Mobility Behavior ◽  
Transport Modes ◽  
Online Schools

This study proposes a framework to analyze public discourse in Twitter to understand the impacts of COVID-19 on transport modes and mobility behavior. It also identifies reopening challenges and potential reopening strategies that are discussed by the public. First, the study collects 15,776 tweets that relate to personal opinions on transportation services posted between May 15 and June 15, 2020. Next, it applies text mining and topic modeling techniques to the tweets to determine the prominent themes, terms, and topics in those discussions to understand public feelings, behavior, and broader sentiments about the changes brought about by COVID-19 on transportation systems. Results reveal that people are avoiding public transport and shifting to using private car, bicycle, or walking. Bicycle sales have increased remarkably but car sales have declined. Cycling and walking, telecommuting, and online schools are identified as possible solutions to COVID-19 mobility problems and to reduce car usage with an aim to tackle traffic congestion in the post-pandemic world. People appreciated government decisions for funding allocation to public transport, and asked for the reshaping, restoring, and safe reopening of transit systems. Protecting transit workers, riders, shop customers and staff, and office employees is identified as a crucial reopening challenge, whereas mask wearing, phased reopening, and social distancing are proposed as effective reopening strategies. This framework can be used as a tool by decision makers to enable a holistic understanding of public opinions on transportation services during COVID-19 and formulate policies for a safe reopening.

Analysis of the local communities focused around improving the quality of urban space on the example of activities in public spaces and cultural activities in Bytom

2020 ◽  
Author(s):  
Sylwia Widzisz-Pronobis ◽  
◽  
Grzegorz Pronobis ◽  
Keyword(s):  
Urban Space ◽  
Local Community ◽  
City Life ◽  
Social Activists ◽  
Good Investment ◽  
New Vision ◽  
Basic Ideas ◽  
The City

Bytom is a polish, post-industrial city which is looking for a new vision of the future. City dwellers are between a history related to coal and new challenges. It is not easy for them to understand that industry is a thing of the past and you need to look for yourself and your identity again. Groups of social leaders are trying to show a different picture of the city and engage more and more people to act for the city. Building the city's identity and new image are basic ideas. However, in the era of global discussion about climate change and the technologization of city life, it becomes important to become aware of the role of greenery and community. In the article I want to show how Bytom social activists promote and animate the local community in the spirit of collectivism and improving the quality of life in the city. The assumption of the described groups was the maximum involvement of residents in activities to improve the space in Bytom. In the article I want to show what tools they used and what effects they obtained. Particularly important here are activities that contribute to making the community aware of the role of greenery and pedestrian space. The effects of social activities show more clearly how important are strong communities opposing local authorities and supporting good investment decisions. Analysis of the activities of social groups showed how important local leaders play and how various methods and tools used by them gave measurable effects in the city space. The bottom-up activity helped to understand the advantages of a pedestrian city, which is Bytom, and to show how little it takes for the city to gain a new image.

Strategies for Sustainable Urban Mobility: Analysis of Best Practices

2021 ◽  
Vol 16 (1) ◽  
pp. 82-103
Keyword(s):  
Urban Space ◽  
Public Transport ◽  
High Speed ◽  
Transit Oriented Development ◽  
Sustainable Mobility ◽  
High Speed Rail ◽  
Holistic View ◽  
Mobility Strategies ◽  
Access Rights ◽  
Sustainable Urban Mobility

The article is dedicated to the analysis of the approved strategies for sustainable mobility (sustainable transport) in the world’s leading cities. It is shown that most strategic documents contain similar principles and goals that determine the transformation vectors for cities. The fundamental principles include hierarchy of priorities (not only financial, but also in terms of equitable distribution of urban space, starting from pedestrian and bicycle mobility and public transport and ending with parking); increasing ecomobility, involving the “80:20” principle (fixing the goal of bringing the share of sustainable modes of mobility to 80% and decreasing the share of cars to 20% by 2030); “healthy streets, healthy people” and “complete streets” (reformatting car-oriented streets into bicycle and pedestrian spaces, administrative restrictions for cars, internalization of externalities); development of environmentally friendly high-speed rail public transport and the creation of preferential access rights for public transport; Vision Zero (zero tolerance for road accidents); compactness, polycentricity, and transit-oriented development; smart transport and multimodality; consideration of the transport system as one of the integral parts of the city’s stability (holistic view), etc. It is determined that the analyzed mobility strategies organically integrate into the general trajectory of sustainable long-term development and promotion of real human wellbeing. Most strategies focus on personal experience of their beneficiaries, which lies at the heart of any reform (people-centered approach). An additional benefit resulting from the implementation of sustainable mobility strategies is lower density and safer distancing within cities, which is highly relevant in the context of the COVID-19 pandemic, as well as reduced freight prices and development of a more just and secure city environment.

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