8,104 research outputs found
محمد بشیر احمد ظامی بہاول پوری بطور مترجم و مدون: MUHAMMAD BASHEER AHMAD ZAMI AS TRANSLATOR AND ENACTOR
No full textMuhammad Basheer Ahmad Zami has been one of the famous writers in Siraiki language. He earned name and fame by doing his creative creations. As a translator and interpreter his work is worth praising. Masnavi is the famous kind of poem in Siraiki Modern as well as in classical poetry. Moulvi Lutf Ali present his world fame Masnavi Saif-ul-Malook. Hazrat Khawaja Ghulam Fareed (R.A) also tributed it much. Zami Bahawalpuri translated it in a marvelous way. It is also easy and well known to the masses. Gulistan and Bastaan are world fame creations of Saadi Sherazi. These books translated in many languages. Saadi Aakhai is the translation of these books by Basheer Ahmad Zami Bahawalpuri. Zami was the teacher by profession and he loved his mother language to its fill. Renowned scholars appreciate his work. Both the translation are the treasure of Siraiki literature
Days of Love Translation of Vaikom Muhammad Basheer\u27s Anuraaghathintaey Dhingal
No full textAnuraaghathintaey Dhinangal is a novel in Malayalam language by the celebrated novelist of Kerala Vaikom Muhammad Basheer (1908- 1994). It was written as a memoir in 1946 and was published for the first time in 1983. It discusses the love affair of a high caste Hindu woman and a Muslim writer who resembles Basheer himself (it was written as a diary) in a complex religious and political background.
The segment translated here starts with the narrator’s account of the first moment when he met the girl and goes through an array of letters exchanged between them discussing the cultural, religious and literary problems, along with his passion for his beloved
Urban Transition as a Result of Transport Investment: The Case Bus Rapid Transit Lahore Pakistan
No full textThe rapid population growth and urbanization have escalated the need for diverse
modes of transport around the world. Moreover, the pressure in densely populated
urban areas has compelled people to live on fringes of the city. As a consequence, this
spread of population along the urban peripheries has amplified the need for mobility,
making most people use private cars to satisfy their mobility needs. Numerous problems
have emerged with this upsurge of automobiles including environmental degradation,
increased energy consumption, congestion, increased road accidents, travel delays,
noise, and air pollution. Therefore, governments are spending huge amounts of their
resources to encourage users to shift towards more sustainable and green modes
of transport. BRT has gained popularity around the world, especially in developing
countries because of its cost-effectiveness in contrast to expensive rail and LRT systems.
As developing countries having inadequate capital resources; envisaging its benefits,
BRT has become increasingly appealing for government investment. However, the
majority of the BRT systems are relatively new, therefore, empirical evidence to assert
their impacts on urban development, travel behavior, and economy is insufficient. Little
research is apparent from the perspective of benefits associated with BRT development,
especially on the following three important aspects. Firstly, inadequate research on BRT
from the perspective of the user is evident. This is problematic because social benefits
provided by the BRT serve as the utmost justification for government investment.
Secondly, public transport investment is generally perceived by planners as a pure and
exclusively mobility investment strategy while city-shaping impacts of BRT are mostly
being ignored. Thirdly, access benefits underlined in wake of transit investment are
capitalized into higher land values, and it becomes essential to quantify the land/
property value effect of transport investment. Moreover, achieving sustainable cities,
sustainable transport, and decent economic growth are major sustainable development
goals (SDGs) delineated by the United Nations. Therefore, to enhance our knowledge,
this dissertation examines the external benefits of BRT and attempts to quantify the
travel behavior, urban development, and economic impacts that emerged after the
implementation of BRT. This study focuses on the case of BRT in Lahore, Pakistan.
Nevertheless this research could serve as a representative for developing countries and
more specifically for those of South-Asia.
Since the association between BRT and land use complex, therefore, this research
utilizes a more sophisticated approach i.e. actor relational approach to ascertain the
constitution of different sub-systems (e.g. transport, urban development, and economy) akeholders helped to determine the factors that instigate
these transformations and changes in the role and responsibilities of dominant
stakeholders and the government.
The analysis of travel behavior indicated that BRT-Lahore has substantial impacts on
the behavior of travelers. Besides a modal shift, BRT has also improved the choices
for more environmentally friendly modes of transport, like walking. It is revealed
that travelers’ characteristics such as age, gender, occupation, education, income,
travel purpose, vehicle ownership significantly influences the mode shift to BRT.
The analysis of service-related attributes of BRT (e.g. time, costs, safety, reliability,
comfort, integration) indicates that travel time, travel cost, and safety are the most
important factors to influence the choice for BRT. Performance analysis delineated that
a substantial difference was observed for the mean change in travel time between BRT
and other modes. BRT users have less travel time compared to using a car, motorcycle,
rickshaw, or other modes of transport. Also, a difference in mean change in travel cost
was observed between BRT and car users. BRT is a preferred mobility alternative in
Lahore because it is cheaper, faster, and safer compared to other modes of transport.
Moreover, BRT in Lahore has substantially influenced the travel pattern of people.
The empirical investigation exploring urban development patterns in Lahore indicated
that BRT, Lahore has the potential to stimulate land-use transformation. However, the
extent of transformation is context-dependent. All the assessed BRT stations have
shown an increase in commercial activities due to land-use conversion. The results
indicate that all the areas have gone through land-use transformation, however, the
extent of transition varies across the entire corridor. Change in population and building
density is also evident in the study area. Population density has increased from 268
persons/acre to 299 persons/acre. An increase in building density for residential
and commercial uses is observed majorly for all stations. In comparison to general
development patterns in Lahore, areas around BRT have become increasingly appealing
for residential and commercial activities. Thus, the observed land-use transformations
and new activities indicate that BRT in Lahore is somehow successful in encouraging
land-use transformation in its vicinity and that these benefits can be catered efficiently
for the creation of a compact urban neighborhood.
The economic impacts of BRT being investigated in this dissertation mainly cover its
impacts on property values, inward investment, and extension of the labor market. The
hedonic pricing model (HPM) and GWR model is developed to investigate the relationship
between property values and various independent variables (e.g. property attributes,
neighborhood attributes, and accessibility). The hedonic model, as a global model,
provides the average impacts of independent variables on property value, whereas GWR
as a local model provides the opportunity to explore and map the local variations in property value premium. The results of the HPM indicate that the physical characteristics
of the property like building age and number of bedrooms are significantly associated
with an increase in property value. The width of the road as a neighborhood attribute
is also associated with a higher premium; whereas, from accessibility attributes, only
proximity to BRT station is significantly linked to the higher premium of the property. The
mapping of local parameters shows a significant association between property value
and proximity to the BRT station over the entire length of the BRT corridor. However,
properties located in the north within 500 meters of Shahdara, Timber Market, and
Qartaba chowk station gained a higher premium compared to properties located around
other BRT stations. Probably the influence of downtown Lahore also applies here. But for
the entire corridor, in general, a decline in the distance to the BRT station is associated
with an increase in property value. Nevertheless, the value of premium varies over the
entire BRT corridor.
The evidence from BRT-Lahore concerning inward investment indicated that an increase
in economic activities is also witnessed along the corridor. Almost 22,000 million
rupees (US $140 million) inward investment is detected after the implementation of
BRT, which ultimately brought around 800 new employees. Thus, indicating that BRT,
Lahore has significantly impacted its neighboring areas in terms of urban development,
travel behavior, and economy. Besides providing mobility benefits, BRT until now is
successful in generating land development and economic activities.
The analysis of the interrelationship between different impacts of BRT shows that this
relationship between urban development, transportation, and economic development
is continuous as they work in both directions. The development of any transportation
system influences different aspects of urban and economic development. Similarly,
urban development and economic factors also influence travel patterns and thus
transport. In the future, when there would be more high-rise development along BRT,
this will ultimately induce new demands for transport that would lead to an upgrade
of the BRT services. This interrelation between urban development, transport, and
economy can be explained through the actor relational approach (ARA). According to
this approach, the interrelation between different human and non-human actors in a
specific dynamic setting affects the conscious actors and locatable dynamic settings
which further drives change. Hence, agencies and institutions co-evolve and they
can drive towards a constant state of becoming and therewith towards a condition of
innovation.
Nevertheless, the analysis of stakeholder’s roles and responsibilities determines that
there has not been much change after the BRT implementation. To handle the BRT
operation and maintenance matters in and around Lahore, a new organization named
Punjab Mass-transit Authority (PMA) has been established. The foundation of PMA has
changed the role and responsibilities of few transport-related organizations, including
the Lahore Transport Company (LTC) and the Traffic Engineering and Planning Agency
(TEPA). However, no special policy measures were introduced to encourage transit-oriented development along the BRT corridor and the question of integrating land-use and
transport development in the context of BRT remains the same. Although new building
and zoning regulations are approved in 2020, it is too early to assess their impact in stimulating urban development in Lahore. But, in the new regulations, all the areas
are opened for high-rise development. Futhermore, it was not focused to upgrade
the infrastructure services and more focus is needed here. Given the limited financial
resources, it is difficult to cater to the infrastructure requirements. Considering the
current circumstance and financial constraints there is a need to focus on and utilize
specific areas around transit corridors (e.g. those to BRT and Orange line) as a focal
point for high-rise and high-density-based development.
Finally, a number of recommendations have been formulated in the framework to
encourage transit-oriented development (TOD) in Lahore. Several departments/agencies
are working for transport and land use development with overlapping jurisdiction. There
exists poor coordination between these actors (actors related to transport and land use)
which often results in negative spillovers and inefficiencies. First of all, there is a need
to revamp the role of development and transport authority in the context of TOD. In
the present fragment structure where responsibilities are distributed between various
actors, one authority should take a leading role in integrating land-use and transport
investment. In Lahore, urban development activities are mainly supervised by either the
Lahore development authority (LDA) or municipal administration and in view of transport
agencies such as Lahore Transport Company (LTC), Punjab Masstranist Authority (PMA),
and Traffic Engineering and Transport Planning Agency (TEPA), the LDA should take the
lead role in the planning and execution of the TOD plan. Strong political support to
execute this TOD plan could play an important role in this regard. A transit-oriented plan
can work on a mechanism of control and incentives and should be supplemented by a
redevelopment plan, especially focusing on outdated areas.
We recommend amendments in zoning regulation for integrated urban development.
Building and zoning regulations should be amended to encourage high-rise development.
Higher density can accommodate new dwellings, which would help to counter urban
sprawl in Lahore. Mobility nodes (i.e., BRT stations) can be promoted as places for
higher rise development and density tapering as moving away from BRT. Higher density
can be promoted by introducing tax exemption schemes and assisting land assembly
requirements in the central areas. Policies encouraging land assembly could help in
generating new development opportunities and a window for public-private partnerships. Nevertheless, besides density bonuses, local development authorities need to
upgrade supportive infrastructure. In order to enhance the use of BRT in Lahore, it is
recommended to ensure good accessibility to the BRT stations and to enrich the urban
landscape by improving streetscape and sidewalks. The integration of BRT with other
modes of transport is another important aspect, especially when non-motorized modes
like walking and cycling are concerned. In Lahore, walking as a mode of transport has
increased after the development of BRT. A good network of sidewalks and attractive
streetscapes would help to achieve the objective of a walkable city and could increase
multi-mode travel. Special attention should be given to design multiple urban spaces
around the TOD. Policy measures, like restrictions on private vehicle use or congestion
charging in the central area of the city, can induce a modal shift to BRT. Though this
is not an easy task, encouraging public participation can help to achieve the goal of
more sustainable transportation. Last but not the least, removing financial obstacles is
another element of great importance when implementing TOD plans. First, public-private partnerships during land assembly can help to generate additional resources. Secondly,
land value capture policy in the future could be utilized for this purpose.
The findings of this study can be considered before implementing other transit systems
in Lahore that are delineated in the Lahore Urban Transport Master Plan. Several
barriers need to be dealt with if future BRT/transit investments are to successfully shape
the urban environment in developing countries around the world. Integration between
transport investment and land-use policies can play a decisive role in realizing compact
and sustainable neighborhoods. Although this research is situational, the general
recommendations from this could be a useful tool for the planning of BRT systems in
other Southeast Asian cities
Urban Transition as a Result of Transport Investment: The Case Bus Rapid Transit Lahore Pakistan
No full textThe rapid population growth and urbanization have escalated the need for diverse
modes of transport around the world. Moreover, the pressure in densely populated
urban areas has compelled people to live on fringes of the city. As a consequence, this
spread of population along the urban peripheries has amplified the need for mobility,
making most people use private cars to satisfy their mobility needs. Numerous problems
have emerged with this upsurge of automobiles including environmental degradation,
increased energy consumption, congestion, increased road accidents, travel delays,
noise, and air pollution. Therefore, governments are spending huge amounts of their
resources to encourage users to shift towards more sustainable and green modes
of transport. BRT has gained popularity around the world, especially in developing
countries because of its cost-effectiveness in contrast to expensive rail and LRT systems.
As developing countries having inadequate capital resources; envisaging its benefits,
BRT has become increasingly appealing for government investment. However, the
majority of the BRT systems are relatively new, therefore, empirical evidence to assert
their impacts on urban development, travel behavior, and economy is insufficient. Little
research is apparent from the perspective of benefits associated with BRT development,
especially on the following three important aspects. Firstly, inadequate research on BRT
from the perspective of the user is evident. This is problematic because social benefits
provided by the BRT serve as the utmost justification for government investment.
Secondly, public transport investment is generally perceived by planners as a pure and
exclusively mobility investment strategy while city-shaping impacts of BRT are mostly
being ignored. Thirdly, access benefits underlined in wake of transit investment are
capitalized into higher land values, and it becomes essential to quantify the land/
property value effect of transport investment. Moreover, achieving sustainable cities,
sustainable transport, and decent economic growth are major sustainable development
goals (SDGs) delineated by the United Nations. Therefore, to enhance our knowledge,
this dissertation examines the external benefits of BRT and attempts to quantify the
travel behavior, urban development, and economic impacts that emerged after the
implementation of BRT. This study focuses on the case of BRT in Lahore, Pakistan.
Nevertheless this research could serve as a representative for developing countries and
more specifically for those of South-Asia.
Since the association between BRT and land use complex, therefore, this research
utilizes a more sophisticated approach i.e. actor relational approach to ascertain the
constitution of different sub-systems (e.g. transport, urban development, and economy) akeholders helped to determine the factors that instigate
these transformations and changes in the role and responsibilities of dominant
stakeholders and the government.
The analysis of travel behavior indicated that BRT-Lahore has substantial impacts on
the behavior of travelers. Besides a modal shift, BRT has also improved the choices
for more environmentally friendly modes of transport, like walking. It is revealed
that travelers’ characteristics such as age, gender, occupation, education, income,
travel purpose, vehicle ownership significantly influences the mode shift to BRT.
The analysis of service-related attributes of BRT (e.g. time, costs, safety, reliability,
comfort, integration) indicates that travel time, travel cost, and safety are the most
important factors to influence the choice for BRT. Performance analysis delineated that
a substantial difference was observed for the mean change in travel time between BRT
and other modes. BRT users have less travel time compared to using a car, motorcycle,
rickshaw, or other modes of transport. Also, a difference in mean change in travel cost
was observed between BRT and car users. BRT is a preferred mobility alternative in
Lahore because it is cheaper, faster, and safer compared to other modes of transport.
Moreover, BRT in Lahore has substantially influenced the travel pattern of people.
The empirical investigation exploring urban development patterns in Lahore indicated
that BRT, Lahore has the potential to stimulate land-use transformation. However, the
extent of transformation is context-dependent. All the assessed BRT stations have
shown an increase in commercial activities due to land-use conversion. The results
indicate that all the areas have gone through land-use transformation, however, the
extent of transition varies across the entire corridor. Change in population and building
density is also evident in the study area. Population density has increased from 268
persons/acre to 299 persons/acre. An increase in building density for residential
and commercial uses is observed majorly for all stations. In comparison to general
development patterns in Lahore, areas around BRT have become increasingly appealing
for residential and commercial activities. Thus, the observed land-use transformations
and new activities indicate that BRT in Lahore is somehow successful in encouraging
land-use transformation in its vicinity and that these benefits can be catered efficiently
for the creation of a compact urban neighborhood.
The economic impacts of BRT being investigated in this dissertation mainly cover its
impacts on property values, inward investment, and extension of the labor market. The
hedonic pricing model (HPM) and GWR model is developed to investigate the relationship
between property values and various independent variables (e.g. property attributes,
neighborhood attributes, and accessibility). The hedonic model, as a global model,
provides the average impacts of independent variables on property value, whereas GWR
as a local model provides the opportunity to explore and map the local variations in property value premium. The results of the HPM indicate that the physical characteristics
of the property like building age and number of bedrooms are significantly associated
with an increase in property value. The width of the road as a neighborhood attribute
is also associated with a higher premium; whereas, from accessibility attributes, only
proximity to BRT station is significantly linked to the higher premium of the property. The
mapping of local parameters shows a significant association between property value
and proximity to the BRT station over the entire length of the BRT corridor. However,
properties located in the north within 500 meters of Shahdara, Timber Market, and
Qartaba chowk station gained a higher premium compared to properties located around
other BRT stations. Probably the influence of downtown Lahore also applies here. But for
the entire corridor, in general, a decline in the distance to the BRT station is associated
with an increase in property value. Nevertheless, the value of premium varies over the
entire BRT corridor.
The evidence from BRT-Lahore concerning inward investment indicated that an increase
in economic activities is also witnessed along the corridor. Almost 22,000 million
rupees (US $140 million) inward investment is detected after the implementation of
BRT, which ultimately brought around 800 new employees. Thus, indicating that BRT,
Lahore has significantly impacted its neighboring areas in terms of urban development,
travel behavior, and economy. Besides providing mobility benefits, BRT until now is
successful in generating land development and economic activities.
The analysis of the interrelationship between different impacts of BRT shows that this
relationship between urban development, transportation, and economic development
is continuous as they work in both directions. The development of any transportation
system influences different aspects of urban and economic development. Similarly,
urban development and economic factors also influence travel patterns and thus
transport. In the future, when there would be more high-rise development along BRT,
this will ultimately induce new demands for transport that would lead to an upgrade
of the BRT services. This interrelation between urban development, transport, and
economy can be explained through the actor relational approach (ARA). According to
this approach, the interrelation between different human and non-human actors in a
specific dynamic setting affects the conscious actors and locatable dynamic settings
which further drives change. Hence, agencies and institutions co-evolve and they
can drive towards a constant state of becoming and therewith towards a condition of
innovation.
Nevertheless, the analysis of stakeholder’s roles and responsibilities determines that
there has not been much change after the BRT implementation. To handle the BRT
operation and maintenance matters in and around Lahore, a new organization named
Punjab Mass-transit Authority (PMA) has been established. The foundation of PMA has
changed the role and responsibilities of few transport-related organizations, including
the Lahore Transport Company (LTC) and the Traffic Engineering and Planning Agency
(TEPA). However, no special policy measures were introduced to encourage transit-oriented development along the BRT corridor and the question of integrating land-use and
transport development in the context of BRT remains the same. Although new building
and zoning regulations are approved in 2020, it is too early to assess their impact in stimulating urban development in Lahore. But, in the new regulations, all the areas
are opened for high-rise development. Futhermore, it was not focused to upgrade
the infrastructure services and more focus is needed here. Given the limited financial
resources, it is difficult to cater to the infrastructure requirements. Considering the
current circumstance and financial constraints there is a need to focus on and utilize
specific areas around transit corridors (e.g. those to BRT and Orange line) as a focal
point for high-rise and high-density-based development.
Finally, a number of recommendations have been formulated in the framework to
encourage transit-oriented development (TOD) in Lahore. Several departments/agencies
are working for transport and land use development with overlapping jurisdiction. There
exists poor coordination between these actors (actors related to transport and land use)
which often results in negative spillovers and inefficiencies. First of all, there is a need
to revamp the role of development and transport authority in the context of TOD. In
the present fragment structure where responsibilities are distributed between various
actors, one authority should take a leading role in integrating land-use and transport
investment. In Lahore, urban development activities are mainly supervised by either the
Lahore development authority (LDA) or municipal administration and in view of transport
agencies such as Lahore Transport Company (LTC), Punjab Masstranist Authority (PMA),
and Traffic Engineering and Transport Planning Agency (TEPA), the LDA should take the
lead role in the planning and execution of the TOD plan. Strong political support to
execute this TOD plan could play an important role in this regard. A transit-oriented plan
can work on a mechanism of control and incentives and should be supplemented by a
redevelopment plan, especially focusing on outdated areas.
We recommend amendments in zoning regulation for integrated urban development.
Building and zoning regulations should be amended to encourage high-rise development.
Higher density can accommodate new dwellings, which would help to counter urban
sprawl in Lahore. Mobility nodes (i.e., BRT stations) can be promoted as places for
higher rise development and density tapering as moving away from BRT. Higher density
can be promoted by introducing tax exemption schemes and assisting land assembly
requirements in the central areas. Policies encouraging land assembly could help in
generating new development opportunities and a window for public-private partnerships. Nevertheless, besides density bonuses, local development authorities need to
upgrade supportive infrastructure. In order to enhance the use of BRT in Lahore, it is
recommended to ensure good accessibility to the BRT stations and to enrich the urban
landscape by improving streetscape and sidewalks. The integration of BRT with other
modes of transport is another important aspect, especially when non-motorized modes
like walking and cycling are concerned. In Lahore, walking as a mode of transport has
increased after the development of BRT. A good network of sidewalks and attractive
streetscapes would help to achieve the objective of a walkable city and could increase
multi-mode travel. Special attention should be given to design multiple urban spaces
around the TOD. Policy measures, like restrictions on private vehicle use or congestion
charging in the central area of the city, can induce a modal shift to BRT. Though this
is not an easy task, encouraging public participation can help to achieve the goal of
more sustainable transportation. Last but not the least, removing financial obstacles is
another element of great importance when implementing TOD plans. First, public-private partnerships during land assembly can help to generate additional resources. Secondly,
land value capture policy in the future could be utilized for this purpose.
The findings of this study can be considered before implementing other transit systems
in Lahore that are delineated in the Lahore Urban Transport Master Plan. Several
barriers need to be dealt with if future BRT/transit investments are to successfully shape
the urban environment in developing countries around the world. Integration between
transport investment and land-use policies can play a decisive role in realizing compact
and sustainable neighborhoods. Although this research is situational, the general
recommendations from this could be a useful tool for the planning of BRT systems in
other Southeast Asian cities
Pioneers of Library Movement in Pakistan
No full textThe paper aims to describe in brief the contribution of seven leaders of Pakistan librarianship, viz. K.B. Khalifa M. Asadullah, Prof. Dr. Abdul Moid, Dr. Abdus Subuh Qasimi, Muhammad Shafi, Fazal Elahi, Khawaja Nur Elahi and S. V. Hussain. The early library developments are given for better understanding of the role of these leaders
The Complete Muhammad Ali
No full textIncluding material and photographs not included in most of the 100 other books about the champion, Ishmael Reed's The Complete Muhammad Ali is more than just a biography-it is a fascinating portrait of the 20th century and the beginning of the 21st. An honest, balanced portrayal of Ali, the book includes voices that have been omitted from other books. It charts Ali's evolution from Black Nationalism to a universalism, but does not discount the Nation of Islam and Black Nationalism's important influence on his intellectual development. Filipino American author Emil Guillermo speaks about how "The Thrilla' In Manila" brought the Philippines into the 20th century. Fans of Muhammad Ali, boxing fans, and those interested in modern African American history and the Nation of Islam will be fascinated by this biography by an accomplished American author.Intro -- DEDICATION -- INTRODUCTION -- The Curious History of an Icon -- CHAPTER 1 -- CHAPTER 2 -- CHAPTER 3 -- CHAPTER 4 -- CHAPTER 5 -- CHAPTER 6 -- CHAPTER 7 -- Did the Secret Government Fear a U.S. Muslim/Overseas Muslim Alliance? -- CHAPTER 8 -- CHAPTER 9 -- The Break Between the Prophet and his Disciple -- CHAPTER 10 -- CHAPTER 11 -- CHAPTER 12 -- The GOAT (Greatest Of All Time): Ali or Louis? -- CHAPTER 13 -- The Nation of Islam, the Mob, Showdowns in Canada and Sonny Liston -- CHAPTER 14 -- CHAPTER 15 -- The Taunts: Marketing or Racism? -- CHAPTER 16 -- CHAPTER 17 -- CHAPTER 18 -- CHAPTER 19 -- Boxing and the Brain -- CHAPTER 20 -- Ali's Feet -- CHAPTER 21 -- Mr. Dick -- CHAPTER 22 -- CHAPTER 23 -- The Opening Ceremonies, November 2005 -- CHAPTER 24 -- December 2005, Las Vegas -- CHAPTER 25 -- CHAPTER 26 -- June 16, 2004 -- CHAPTER 27 -- CHAPTER 28 -- CHAPTER 29 -- Aix-en-Provence -- CHAPTER 30 -- Ali as a Black Nationalist -- San Francisco, January 2004 Black Liberation Book Fair -- CHAPTER 31 -- January 31, 2004 -- CHAPTER 32 -- October 2005, Chicago -- CHAPTER 33 -- Why Ali remained with Elijah instead of following Malcolm -- CHAPTER 34 -- CHAPTER 35 -- February 4, 2006, Oakland, California -- CHAPTER 36 -- Like Zeus Descending from Mount Olympus -- CHAPTER 37 -- CHAPTER 38 -- Tuesday, February 28, 2006, New York -- CHAPTER 39 -- Bigger Than Boxing -- CHAPTER 40 -- Tribes Gallery, New York, April 2006 -- CHAPTER 41 -- June 2006, Louisville, Kentucky -- CHAPTER 42 -- CHAPTER 43 -- CHAPTER 45 -- Bad Company -- CHAPTER 46 -- Coxson, A Very Charming Rogue -- CHAPTER 47 -- Ali and the largest embezzlement scheme in Wells Fargo history -- CHAPTER 48 -- CHAPTER 49 -- "Lonnie is a stabilizing force."-Harry Belafonte -- October 29, 2006 -- CHAPTER 50 -- Abdul Rahman -- CHAPTER 51 -- CHAPTER 52 -- CHAPTER 53How Will Ali Be Remembered? New York, January 8, 2005 -- CHAPTER 54 -- CONCLUSION -- AFTERWORD -- Boxers' Rights? -- BIBLIOGRAPHY -- MUHAMMAD ALI -- ISLAM AND NATION OF ISLAM -- BOXING -- RELATED SUBJECTS -- ALSO AVAILABLE FROM BARAKA BOOKSIncluding material and photographs not included in most of the 100 other books about the champion, Ishmael Reed's The Complete Muhammad Ali is more than just a biography-it is a fascinating portrait of the 20th century and the beginning of the 21st. An honest, balanced portrayal of Ali, the book includes voices that have been omitted from other books. It charts Ali's evolution from Black Nationalism to a universalism, but does not discount the Nation of Islam and Black Nationalism's important influence on his intellectual development. Filipino American author Emil Guillermo speaks about how "The Thrilla' In Manila" brought the Philippines into the 20th century. Fans of Muhammad Ali, boxing fans, and those interested in modern African American history and the Nation of Islam will be fascinated by this biography by an accomplished American author.Description based on publisher supplied metadata and other sources.Electronic reproduction. Ann Arbor, Michigan : ProQuest Ebook Central, YYYY. Available via World Wide Web. Access may be limited to ProQuest Ebook Central affiliated libraries
Road Safety Risk Evaluation Using GIS-Based Data Envelopment Analysis—Artificial Neural Networks Approach
No full textIdentification of the most significant factors for evaluating road risk level is an important question in road safety research, predominantly for decision-making processes. However, model selection for this specific purpose is the most relevant focus in current research. In this paper, we proposed a new methodological approach for road safety risk evaluation, which is a two-stage framework consisting of data envelopment analysis (DEA) in combination with artificial neural networks (ANNs). In the first phase, the risk level of the road segments under study was calculated by applying DEA, and high-risk segments were identified. Then, the ANNs technique was adopted in the second phase, which appears to be a valuable analytical tool for risk prediction. The practical application of DEA-ANN approach within the Geographical Information System (GIS) environment will be an efficient approach for road safety risk analysis
Nilai Pendidikan Karakter Dalam Kitab Washaya Al-Aba’ Li Al-Abna Karya Muhammad Syakir Al-Iskandari
No full textThis research aims to identify the character education values contained in the book Washaya al-Aba' li al-Abna Muhammad Syakir and the role of his opinion on the richness of character education values. It is hoped that this research can be used as a source or reference in efforts to develop education and character as a whole, especially character education according to Islam. It can also be used as a reference to facilitate understanding of character education and as a reference for relevant research in the future. This research method is qualitative and uses a narrative biography method. By using a descriptive presentation approach, this autobiography of the character's thoughts combines the ideas of character education from his work. Library research, or library research, is a research method that involves books, articles, notes and electronic media. with primary sources from the book Washaya al Aba Li al-Abna and secondary sources from study books. In this research, data collection was carried out through the documentation method, which includes searching for data through variables such as notes, books, and articles, among others. The author used a content analysis study to analyze the data; they analyzed the data textually based on the contents of the book. The research results show that the book Washaya al Aba Li al-Abna contains 17 educational character values, divided into two categories: 10 character values fall into the moral category and 7 character values fall into the performance category. Faith and piety, love and obedience to the Messenger of Allah, respect for parents, respect for teachers, truth or honesty, nobility or self-respect, patience, sincerity and a simple life are moral characters. Performance characteristics also include trust, discipline, hard work, never giving up, love of the country, interest in reading or literacy knowledge, and concern for the environment
Biography of Muhammad Baba
No full textCe manuscrit est une biographie du savant islamique Muhammad Baba du village de Doumga, au Sénégal. Elle fait partie d'une série de biographies que l'auteur a écrites sur les dirigeants islamiques en Afrique de l'Ouest.This manuscript is a biography of Islamic scholarMuhammad Baba of the village of Doumga, in Senegal. It is one of a series of biographies that the author has written about Islamic leaders in West Africa
Some Letters by Muhammad al-Ghāli Ba
No full textCe manuscrit comprend des correspondances et un article. Les correspondances étaient destinées à plusieurs personnes. L'article a été réécrit lorsque l'auteur, Muhammad al-Ghali, travaillait à la radio nationale mauritanienne. L'article traite de la situation politique de la Mauritanie dans les années 80. Il discute des relations entre les partis politiques existants en Mauritanie.This manuscript includes correspondences and one article. The correspondences had been destined to several people. The article was written back when the author, Muhammad al-Ghali, was working at Mauritania' s National Radio. The article addresses the political situation of Mauritania in the 1980s. It discusses the relationship between the existing political parties in Mauritanian
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