Artykuły w czasopismach na temat „Spare Parts Replenishment”

Purpose The purpose of this paper is to identify the strengths and weaknesses of the current spare parts replenishment system of the Army. This exercise is being done with an aim to assess the capability of the current system to implement a time separated lean-agile system of spare parts replenishment. Design/methodology/approach The paper is based on a survey conducted on people in managerial ranks, working in the field of military logistics. The survey is thereafter summarised to ascertain the current status of spare parts replenishment system in the Army. The findings of the survey are elaborated at the end of the paper. Findings The strengths of the current spare parts replenishment system are highlighted. This is followed with the weaknesses of the system in implementing a dynamic lean-agile replenishment system. Originality/value The paper is aimed at assessing the capability of the current spare parts replenishment system and its ability to adapt to a novel replenishment system that is lean in peacetime to save money and agile during war to increase reliability of equipment achieved by a certainty of supply. The survey conducted on the persons actually involved in this logistics reveals areas that need emphasis in order to achieve such a time separated lean-agile replenishment system.

Control model for spare parts inventory is established based on the optimal replenishment cycle. The replenishment cycle impact on the spare parts inventory control is analyzed as well as the demand forecasting. First, the optimal replenishment cycle is given by using the method of the lowest cost of inventory. Then according to the demand characteristic of the spare parts, the safety stock can be calculated. Finally on the basis of the demand forecasting, the calculation method of spare parts replenishment quantity is given. A numerical example is presented to verify the validity and practicability of the model.

In today?s volatile and turbulent business environment, supply chains face great challenges when making supply and demand decisions. Making optimal inventory replenishment decision became critical for successful supply chain management. Existing traditional inventory management approaches and technologies showed as inadequate for these tasks. Current business environment requires new methods that incorporate more intelligent technologies and tools capable to make fast, accurate and reliable predictions. This paper deals with data mining applications for the supply chain inventory management. It describes the unified business intelligence semantic model, coupled with a data warehouse to employ data mining technology to provide accurate and up-to-date information for better inventory management decisions and to deliver this information to relevant decision makers in a user-friendly manner. Experiments carried out with the real data set, from the automotive industry, showed very good accuracy and performance of the model which makes it suitable for collaborative and more informed inventory decision making.

Creating a fair replenishment strategy is one of the most significant instruments in the inventory management for automotive spare parts. It is also crucial to controlling the enterprise's inventory level. This study considers the significance of retailers' demand forecasting at the conclusion of the sales period to build a lateral transfer inventory optimization scheme with high scientific rigor, aiming to ensure the correctness and logic of the replenishment strategy. To provide a more scientific direction for the inventory management of an automotive spare parts company, this research constructs an upgraded particle swarm optimization (PSO)-backpropagation (BP) neural network prediction model, and a lateral transfer inventory optimization method based on demand forecasting. Finally, 26 retailers of Company B in Central China's Hunan Province were taken as examples to confirm the model's efficacy. The outcomes demonstrate an improvement in the lateral transfer's applicability in Company B.

To ensure high operational reliability of electronic equipment, maintenance and repair, and pro-long the service life of the equipment, there is proposed a system which comprises diagnostics and repair tools, sets of spare parts (so-called «ZIP»), including spare parts design to ensure re-liability criteria of the system, i.e., sufficiency, composition and the number of spare parts that are expected to ensure the operation of the system with the required reliability. The paper pro-poses to use the method of calculating spare parts on the basis of more adequate models of reli-ability which leads to more accurate forecasting of the required amount of spare elements and, as a result, to more efficient completeness of the equipment with spare parts. There have been determined the methods of replenishing which are used depending on the purpose of the equip-ment, the system of its maintenance and repair, the requirements for equipment reliability: whether it is periodic, or continuous, periodic replenishment with emergency deliveries or re-plenishment by level. To ensure high operational reliability of electronic equipment, mainte-nance and repair, and prolong the service life of the equipment, a support system is proposed, which includes diagnostic and repair tools, sets of spare parts, etc. The design of spare parts with compliance with the criteria of system operation reliability is considered. The task of re-quirements to the indicators of sufficiency of spare parts for products with non-renewable spare elements has been determined. The task of requirements to spare parts adequacy indicators for products with renewable spare parts has been distinguished as well. The article also considers an approach to the calculation and some principles of calculation of indicators of spare parts sets sufficiency.

Abstrak: Penumpukan spare part di gudang persediaan Pabrik Tuban PT. X. sebagai aset perusahaan tidak terpakai (deadstock), tersimpan selama bertahun-tahun merupakan permasalahan yang apabila tidak segera dikurangi akan membuat dampak negatif bagi perusahaan dari segi pemanfaatan lahan (tempat) dan munculnya biaya yang tidak memberikan nilai tambah. Penulis menggunakan metode diagram sebab-akibat atau sering disebut fishbone diagram analysis untuk menemukan akar penyebab deadstock dan hasil dari metode identifikasi tersebut ter-capture beberapa akar permasalahan pengadaan spare part perusahaan sebagai pemicu membengkaknya aset deadstock. Setelah mengetahui bahwa rendahnya koordinasi sebagai penyebab besar terjadinya deadstock, penulis merekomendasikan metode CPFR, metode kolaborasi yang biasanya digunakan antara produsen dengan vendor atau supplier agar diterapkan pada PT. X. Dengan penerapan metode CPFR di internal pengadaan PT. X ini diharapkan mampu mengurangi kemungkinan semakin bertambahnya deadstock perusahaan, melalui langkah-langkah kolaborasi planning (perencanaan), forecasting (peramalan) kebutuhan spare part, dan replenishment (penambahan). Kata Kunci: Deadstock Spare parts, Inventory, Fishbone Diagram, CPFR Accumulation of spare parts in the Tuban Factory inventory warehouse PT. X. as a company unused asset (deadstock), stored for years is a problem which if not immediately reduced will create a negative impact on the company in terms of land use (place) and the emergence of costs that do not provide added value. The author uses the cause-effect diagram method or often called fishbone diagram analysis to find the root causes of deadstock and the results of the identification method are captured by some of the root problems of the procurement of company spare parts as a trigger for swelling of deadstock assets. After knowing that the low coordination as a major cause of deadstock, the authors recommend the CPFR method, a collaborative method that is usually used between producers and vendors or suppliers to be applied to PT. X. By applying the CPFR method in the internal procurement of PT. X is expected to reduce the possibility of increasing company deadstock, through the steps of collaborative planning (planning), forecasting (forecasting) the need for spare parts, and replenishment (addition). Keywords: Deadstock Spare parts, Inventory, Fishbone Diagram, CPFR

The problem of optimal design of the spare parts supply system for the baggage handling systems of a group of airports is solved. It is assumed that the airports belonging to the group will be equipped with baggage systems of one manufacturer, which will supply them with spare parts during the operational phase. One of the airports will function as a passenger transfer center (hub) for a hub-forming airline, which will organize mass transfer flights between the airports of the group. The proposed system will consist of a tiered system for spare parts supply, including warehouses at the manufacturer's, hub airport and other (peripheral) airports, and a combined strategy of spare parts supplies, including periodic supplies from the manufacturer's warehouse to the warehouses of airports, on-line supplies from the hub warehouse to the warehouses of peripheral airports, and, in case of deficit, on-line supplies to the hub airport's warehouse. The aim of the solution of the problem is to determine the volume of spare parts production which is optimal by the criterion of minimum costs of production, storage and stock replenishment. The results of model examples, testifying to the validity of the considered statement of the problem and efficiency of the proposed system of spare parts supply, are presented.

Purpose – Armies around the world face the dilemma of reaching the right size of the logistics chain, without compromising the effectiveness of it. The stocking of spares for maintaining the equipment and the vehicles of the army is done with just in case philosophy which results in huge inventories that have associated holding and carrying costs. Material managers of the army must learn lessons from the industry about rightsizing their inventories. Concepts like lean and agile must find place in managing spares of army. Both these concepts have their inherent positives which must be exploited by making use of them at the opportune time. The paper aims to discuss these issues. Design/methodology/approach – The paper starts with discussing the case study of spare parts supply of army. The paper then presents a framework where both lean and agile methods of managing inventory can be used in army. The paper also brings out salient aspects of both these concepts as relevant to spares management in army. The paper also proposes use of automation incorporating MIMOSA database and Ontology-based knowledge repositories. Findings – The paper brings out the fact that both lean and agile supply chains can be used for spares replenishment in army. The paper also gives out a framework to implement the concept. Originality/value – This concept has been used in the field of healthcare, however, this paper is original in its approach to use it for the army spare parts replenishment. Use of Ontology and MIMOSA as proposed in the paper is also an original attempt.

Reordering motor vehicle spare parts for the purposes of stock replenishment is an important function of the parts manager in the typical motor dealership. Meaningful reordering requires a reliable forecast of the future demand for items. Production planning and control in remanufacturing are more complex than those in traditional manufacturing. Developing a reliable forecasting process is the first step for optimization of the overall planning process. In remanufacturing, forecasting the timing of demands is one of the critical issues. The current article presents the result of examining the effectiveness of demand forecasting by time series analysis in auto parts remanufacturing. A variety of alternative forecasting techniques were evaluated for this purpose with the aim of selecting one optimal technique to be implemented in an automatic reordering module of a real time computerized inventory management system.

Aviation Industry has grown tremendously in Indonesia over the last two-decade. Deregulation in early 2000 resulted in spectacular growth in the number of aircraft and passengers (Fahriza & Willey, 2018). This phenomenon caused Indonesia to become the most prominent airline market in Southeast Asia. Figure 1.1 shows in 2018, there are 1559 aircraft were registered in Indonesia, and the number slightly changed during the pandemic to 1497 aircraft remain registered. This industry has just recovered, and Indonesian Airlines will continue receiving orders for new aircraft, increasing the numerous aircraft in Indonesia. This fact is supported by the statement of the Lion Air General Director, Edward Sirait, that Lion Air, Indonesia's largest The aforesaid papers mainly address the problem either from an inventory point of view based on the past spare parts usage to forecast the future demand or from a maintenance point of view to find an optimal order quantity and PM interval considering the correlation between flying hours and failures. To the author's best knowledge, limited research handles failure-based procurement inventory management which is very common in practice. On the one hand, when demand is triggered by failures, the demand forecast result based on past consumption may not be accurate. For example, past low demand in many periods may indicate significant aircraft parts aging and therefore high impending demands, but the traditional replenishment system will scale back replenishment which is counter to the actual requirement. On the other hand, PM inventory management is different from failure-based inventory management. As the spare parts demand is uncertain, and some- times the part delivery time may be very long, it could lead to significant loss if a critical part fails but there is no spare to replace it. (Gu et al., 2015) Keywords: MRO, Procurement, Indonesia

It is known that the brake system maintenance of the railway wagons involve also, among others, the replacing of the brake shoes when their wear in time exceeds the maximum allowable limit. This requires creating a reserve of such spare parts in companies carrying out maintenance of such equipments. Management of the stocks needed to be created can be solved by applying various methods, depending on the certainty or uncertainty knowledge of the level necessary for the spare parts demand, of their delivery time and size of supply costs. The company in which researches was conducted did not apply optimization policies for corrective maintenance, in the idea of non-blocking in irrational stocks the company financial resources. So that, the authors propose as a working method, for solving a particular case, a deterministic storage model of the brake shoes with instantaneous supply of this spare parts, when absence in stock may be accepted. The researches result consisted of determining the brake shoes economic batch size and their optimal replenishment period, at minimum total costs. It was also determined, in this case, the minimum required level stock, as well as, its existence time and the absence in stock. Intensity index of the stock split determination will also allow, the brake shoes probability deplation.

This paper deals with the analysis of uncertain parameters in the (S - 1, S) inventory control policy. In order to determine the number of spare parts under the policy, parameters in a probability model for the number of failures during a replenishment lead time should be interpreted first. In case of the negative binomial distributed failures, the presented interpretation facilitates the incorporation of experts' opinions into the estimation of uncertain parameters. Determination of parameters via their interpretation is useful for deciding a service level in the area of reliability-based inventory control.

PT XYZ merupakan salah satu perusahaan pengelola kelapa sawit di area Sumatera. Proporsi terbesar bahan baku yang diolah berasal dari kebun inti. Sistem persediaan push system seperti ini mengakibatkan perusahaan melakukan produksi terus menerus, sehingga keandalan mesin menjadi sangat penting. Replenishment persediaan material & spare part yang mendukung aktivitas penggunaan mesin, tidak dapat dilakukan secara mendadak ketika dibutuhkan. Ketersediaan yang terlalu tinggi dapat mengakibatkan overstock yang berakitbat tingginya biaya simpan serta risiko penyimpanan produk bagi perusahaan. Penelitian ini bertujuan menghitung jumlah minimal dan jumlah maksimal persediaan material dan sapre part yang memiliki tingkat stockout tertinggi pada gudang material di PT XYZ. Perhitungan dilakukan dengan metode Minimum-Maximum Stock Level (MMSL) pada material oxygen isi ulang, oli turalik, baut mur ¾ x 3” baja, baut mur ¾ x 4” baja , kawat las RB 26 dia. 3,2 mm, dan kawat las LB 52 U dia. 3,2 mm. Dalam perhitungan MMSL, juga ditentukan penentuan jumlah pemesanan optimal menggunakan Economic Order Quantity (EOQ) basic. Hasil perhitungan menampilkan level minimum, level maksimum dan jumlah pemesanan optimal untuk keenam material. Hasil perhitungan selanjutnya dibandingkan dengan data aktual dan ditemukan bahwa tingkat ketidakpastian yang besar menyebabkan hasil pethitungan level minimum menjadi tinggi dan rentang antara level minimum-maksimum menjadi sempit. Salah satu aspek perhitungan adalah demand rate yang dikalkulasikan dengan membagi demand annual dengan jumlah hari kerja. Justifikasi seperti ini tidak sebaiknya digunakan pada data dengan fluktuasi yang tinggi. Sehingga, perhitungan Minimum-Maximum Stock Level (MMSL) dengan mangakomodir EOQ basic sebaiknya digunakan pada data dengan standar deviasi yang tidak terlalu besar. Kata kunci: level minimum, level maksimum, safety stock, economic order quantity

: The research paper provides an analytical review of the rational organization of storage in transport, notes the works of scientists that are of great importance for the railway industry, and considers the issues of optimal placement of inventory items in the carriage depot of the Joint Stock Company "Uztemiryulyulovchi" ("Uzdzheldorpass"). The structure of a warehouse reflecting the main elements of technological sections, consisting of an unloading section, a cargo receiving section, a storage area (temporary and main), a picking section, a service and technical room, is presented. The developed mathematical models for determining rational placement, graphs of the effect of the life cycle of goods on the logistics cycle of replenishment of stocks, methods for determining the amount of supply of spare parts for mobile units when managing their stocks are presented.

Aim. To suggest a method of estimating the parameters of a set of spare parts, tools and accessories (SPTA) according to data sheet specifications for industrial uninterruptible powers supplies (UPS) of data centres using state-of-the-art techniques. Methods. The paper uses methods of the dependability theory, the Markov process theory and the optimisation method. Results. Using the suggested approach, the stages of parametric synthesis of an SPTA kit were defined for mainline modular UPS that feature redundancy with repair and limited SPTA. For each stage, the application of mathematical models required for calculating the dependability characteristics and parameters of power module components based on UPS dependability indicators is substantiated along with the mathematical models that associate the sufficiency indicators of an SPTA kit with its parameters. Those models allow calculating the failure and recovery rates of UPS power modules, as well as the mean time to failure and restoration based on the data sheet specifications of reliability, maintainability and availability. In turn, the obtained dependability characteristics are the input data for calculating the SPTA sufficiency values (average delay in meeting a request). Using the value of average delay in meeting a request with an SPTA kit as a criterion for the mean time to power module restoration allows suggesting that it is, in principle, possible to ensure the specified dependability indicators in the course of its operation, and, therefore, such UPS can be used. Should the latter be possible, then using the value of average delay in meeting a request as a restriction, while taking into account the restrictions on the initial SPTA inventory, will allow synthesising the SPTA kit (select a replenishment strategy and define its parameters (delivery time, etc.). Comparing the logistical capabilities and the resulting data for the selected replenishment strategy will allow making a final conclusion regarding the capability to maintain the specified UPS dependability characteristics throughout the operation period. Using the above method, the parameters were synthesised of a single kit of spare parts, tools and accessories, using the Protect 3.M UPS as an example. Conclusion. The approach suggested in the paper allows estimating both the general feasibility of ensuring the specified dependability, and the economic expediency of using industrial mainline modular UPS with redundancy and recovery. Additionally, if ensuring the UPS dependability is possible, but the operating costs of its maintenance are unacceptable, the possibility of reducing the number of repair teams (reducing the cost of their deployment) and/or using more efficient redundancy methods (mixed redundancy, mixed redundancy with rotation, etc.) should be evaluated. However, it should be taken into consideration that the proposed approach based on the use of mathematical models does not guarantee a 100% accuracy of SPTA parameter estimation, as the mathematical models that it uses, like any other models, have a limited accuracy and the results obtained with their help require experimental confirmation by means of testing or controlled operation.

The purpose of this paper is to ensure the maintenance and Repair system’s functioning in Burundi using redundancy methods, which include the organization of warehouse stocks of repair kits (units, repair kits) formed on the basis of the received results from studies on the damageability of structural elements of buses in Burundi. This approach will simultaneously ensure that all maintenance and repair requests are met when first needed, reduce vehicle downtime while waiting for repairs, and thus increase the efficiency of using ground transport and technological means. For the practical implementation of the task, a methodology for the strategy’s optimization for managing the stocks of circulating units in the conditions of Burundi on the basis of an analysis of various sources of literature and a method for size’s calculation of the circulating fund of units, spare parts and materials using modern mathematical models were developed. Costs of its creation, maintenance and replenishment in the context of Burundi were also estimated. As a result, it was shown after calculations that in the example of the OTRACO vehicle transport company it is possible to reduce the probability of bus downtime due to gearbox failure to 5%. The proposed method of redundancy with repair kits, especially in the conditions of Burundi, has an invaluable property; when it is implemented, the technical condition of buses, even despite the long service life, has a clear tendency to be improved.

In the late 1990s thyssenkrupp Transrapid GmbH successfully qualified the Maglev Vehicle TR08 and obtained the type approval certificate. Based on that design, in 2001-2003 three five-car vehicles for the first commercial high speed Maglev Line in Shanghai have been manufactured and set into operation. The VIP-Run took place over 15 years ago and the commercial operation has been running for almost 15 years at great availability. The Transrapid system concept of small autonomous redundant electronics based modules facilitates significantly smooth maintenance - diagnosis, testing and system inspection. Thanks to intelligent diagnostics, the use of easily interchangeable plug-in units, the dimensioning of the spare parts inventory according to the expected failure rates and the replenishment lead time, the maintenance efforts are still within the forecast range at the beginning of the project. Furthermore, the maintenance concept is essentially unchanged since the beginning. There are no special materials that are subject to a potential shortage or price leap, but all according to normal industrial base. Thanks to the low level of stress to components on board, most electrical and electronic units are still on-board as original equipment, which are 15 years old and at no end of life is visible. But in case of repair or replacement, the challenge is the adaptation to the volatile market of electronic components. This includes the necessary lead-time for adaptive development and qualification, which has to be considered. On the side of the vehicle supplier, a small smart team of electronics experts is managing obsolescence and compensates discontinuation. The paper tells how it works and appreciates trustful cooperation of the supplier in Europe with the operator in China.

We consider a single-item, two-echelon spare parts inventory model for repairable parts for capital goods with high downtime costs. The inventory system consists of multiple local warehouses, a central warehouse, and a central repair facility. When a part at a customer fails, if possible his request for a ready-for-use part is fulfilled by his local warehouse. Also, the failed part is sent to the central repair facility for repair. If the local warehouse is out of stock, then, via an emergency shipment, a ready-for-use part is sent from the central warehouse if it has a part in stock. Otherwise, it is sent via a lateral transshipment from another local warehouse, or via an emergency shipment from the external supplier. We assume Poisson demand processes, generally distributed leadtimes for replenishments, repairs, and emergency shipments, and a basestock policy for the inventory control.Our inventory system is too complex to solve for a steady-state distribution in closed form. We approximate it by a network of Erlang loss queues with hierarchical jump-over blocking. We show that this network has a product-form steady-state distribution. This enables an efficient heuristic for the optimization of basestock levels, resulting in good approximations of the optimal costs.

The current military-political situation around Russia demonstrates how important a well-coordinated, effective mechanism for preparing replacements is for the active army. The study of historical experience in creating a system of training a military-trained reserve is more relevant than ever and is of fundamental importance for the defense capability of our state. The article is devoted to the study of regional aspects of the formation of spare parts and units for the Red Army on the territory of the Middle Volga region during the Civil War of 1918-1920. The choice of time and territorial framework is not accidental, the fact is that the Eastern Front was the main one for the young Soviet Republic from 1918 to 1919. It was there, in the extreme conditions of war, economic devastation, surrounded by white armies and interventionist troops, local military authorities, army command, civil and party organizations tested government decisions to create a system of training and manning the active army with human reserves. In the course of the analysis, it was established how significant the influence of personalities on this process was. The author comes to the conclusion that it was possible to ensure not only quantitative, but also qualitative indicators of the replenishments sent to the front, to eliminate the problems associated with their provision with everything necessary only with the formation of the Reserve Army of the Republic.

The article deals with international integration and the main forms of interna-tional integration interaction.Integration and globalization are becoming increasingly important in economic development.At present, no state can exist in isolation from others without recourse to mutual coopera-tion. In the activities of any country there is foreign economic and foreign policy interaction withother countries.The presence of historically established and sufficiently strong economic ties between countries largely determines the expediency and possibility of integration. Common eco-nomic interests and problems that can be solved much more efficiently by joint efforts are also of great importance.Integration is usually understood as a process during which the growing economic inter-dependence of two or more countries develops into the merging of national markets for goods, services, capital and labor, and on this basis an integral market space is formed.Integration in a broad sense is the unification of some parts into a single whole. The con-cept of «integration», as well as the process of integration itself, appeared in scientific circulation at the end of the 19th – beginning of the 20th century. It is known that the term «integration» in translation from Latin means restoration, connection, replenishment, and integer –whole, whole. Therefore, integration means a process, as a result of which the unity and integrity of the system are formed on the basis of unification and convergence, i.e., obtaining a whole from any separate parts that complement each other, creating a qualitatively new formation.The relevance of the topic of the article is due to the fact that integration processes arebecoming an integral part of the growing globalization of the world economy. They represent a qualitatively new form of interstate interaction and have the ultimate goal of accelerating eco-nomic growth and increasing the competitiveness of countries participating in integration pro-cesses. International integration plays a significant role in all countries of the world. Participation in integration groups gives countries a number of significant advantages, namely: wider access to various resources, joint solution with other countries of complex socio-economic, scientific-technical, environmental and other problems.Integration promotes the development of new territorial markets, the creation of joint enter-prises in the developed territories, increasing the stability of national economies, the unification of suppliers and consumers, production and sales of products. Keywords: world and international economy, economy of foreign countries, forms of inter-national integration interaction.

The Bjelovar sub-depression is situated in the north-western part of Croatia, on the southwestern margin of the Pannonian Basin System where favourable geothermal conditions exist. Thermal waters are used for recreation, balneotherapy, space heating, directly as sanitary water and electricity production. Geophysical, geological and borehole data were used to determine the types of geothermal reservoirs. In addition, several campaigns were conducted to sample geothermal waters from the Daruvar spa, Velika-1 and Krečaves locations for isotope (δ18Ο and δ2H) and physico- chemical (EC, T, pH, DO, Na+, K+, Mg2+, NH4+, Ca2+, SO42-, Cl-, Br-, F-, SiO2 and H2S) analyses to determine their hydrochemical characteristics. Two major types of geothermal reservoirs were determined: (i) ‘basement – BM’ reservoir, (ii) ‘basin fill – BF’ reservoir. The BM reservoir consists of Palaeozoic and Mesozoic sediments composed of: (i) fractured/karstified carbonate sediments and/or (ii) fractured/fissured crystalline/metamorphic rocks. The BF reservoirs are ‘Lower Pannonian’ and ‘Upper Pannonian’ sediments composed of coarse and fine-grained sand, sandstones and marls. The BM geothermal aquifers are the most important ones in the study area. The stable isotope δ2H and δ18O indicate that the monitored thermal waters have a meteoric origin, but without recent replenishment. Monitored waters belong to mixed hydrochemical types, from Na-ClHCO3 to Na-HCO3 types in the deep basin thermal waters and a CaMg-HCO3 type in the thermal waters from shallower parts. The study area has great geothermal potential. The estimated total available thermal power from Križevci, Velika-1 and the Daruvar spa is 70.5 MWt, but only 28 % of this thermal power is used. Since the predominant activity in the study area is agriculture, the geothermal resources available could lead to modern agricultural development and consequently contribute to increasing the standard of living of the local population. However, additional geophysical, geological, hydrogeological and hydrochemical investigations at a number of new potential locations are required to estimate the total available geothermal resources.

Syngenesis is leading and determining factor in development of biogeocenoses (Sukachev, 1942) as a phenomenon means its movement over time, and as a process describes its incremental changes toward more or less stable state. Syngenesis is a process of simultaneous formation and development of biogeocenose by living things of all kingdoms of life. We consider the process as: 1) forming, creating (stocking of free land or aquatic areas); 2) a continuous process having indefinite duration, that characterizes constant mobility of composition, structure, and linkages of biogeocenosis; 3) reorganizing process which shows fractures and changes in biogeocenosis structure; 4) recovering, that reflects restoration of general and local disturbances in biogeocenosis, that is as discrete stage-phase processes. Syngenesis is multifactorial grouping process defined by penetration and interaction, cohabitation of living organisms. It is directly related to chaos at various levels and stages of biogeocenosis state and it characterized by different-scale patterns. Statics or kinetics of syngenesis are evidenced in all its forms. Statics reflects certain fixed time points or slowing of movement, and the delay between stages; kinetics should be considered as a process of biogeocenosis motion over time. All syngeneses are subordinated to zonal type of biogeocenosis reproduction and development towards achieving a more or less steady state. All these processes fit together in «organization» category. The organization defines: development of state of being organized; systematic, that is, it embodies the integration and interaction of system-forming factors reflecting development of parts, subsystems, components, elements forming a system sustainability. It is: 1) a constant attribute property of all dynamic systems; 2) a multi-step process for development of any system with a certain level of parallelism on multi-directional and subordinates to general direction of the partial phenomena and processes; 3) completeness, simplification, expansion of composition, structure, and linkages; 4) characteristics of changes in total stereostructure of organism community, above-ground and underground layering, occupation of vertical and horizontal spatial niches. The organization determines reorganization of the network interaction system: 1) reconstruction of nature of influences; 2) changes in their power, intensity, concentrations, ranges, and 3) variability in space and time relations, accordingly to biogeocenosis demands. The organization is characterized by follow: 1. Features: 1) discreteness; 2) inequivalence of stages; 3) inequality; 4) different duration; 5) acceleration or deceleration on the background of biogeocenosis demands; 6) slowing as it approaches more or less stable state. 2. Properties: 1) importance; 2) mobility; 3) biogeocenotical conditionality; 4) continuity; 5) equifinality. 3. Functions:1) formation the state of being organized; 2) establishment of structure; 3) development of biogeocenosis; 4) self-development. Self-organization is one of the characteristic properties of the organization; it is pronounced in biogeocenosis as realization of hidden resources and capabilities by the following phenomena: 1) occurrence of necessary elements qualitatively and quantitatively different in their composition at a certain point of development; 2) elimination of their excessive amounts; 3) preservation of forms adaptive to environment; 4) numerous transitions into latent status for certain elements; their migration (removal) outside of the grouping; 5) modifications: a) taxonomic and ecomorphic spectra; b) changes in polymorphy and size of population; c) total stereostructure of community and its above-ground, subterranean layering; d) occupation of vertical and horizontal spatial niches; e) patchiness and composition; 6) reorganization of the whole network system relationships on the impact. In general, it should be noted that concept on group development and organization is one of broad and insufficiently differentiated in biogeocenology. Self-organization is an objective process of self-moving of biogeocenosis over time. It is subject to the same common factors regardless of their orientation to stable or unstable condition in the group. The same factors, phenomena and processes can be both system-forming and system-destroying: interaction of organisms, competition, adaptive response, composition replenishment and depletion, structure complication and simplification, changing in ratios of functional groups.

The article deals with certain medico-legal aspects of trauma in the salon of bus as one of the types of road traffic accidents with a large number of dead and injured. Are shown the typical causes of such incidents and the nature of the victims injury. Was developed and proposed a modern approach to optimization of expert research in case of appearance a large number of victims in the bus. Circumstances of injury in case of personal injury people in the bus are very diverse:− rollover of the bus when transporting a large number of people while driving;− bus falling from height;− a massive collision with a fixed roadside objects; − collision with other vehicles; among the latter is the most fatal bus collision with a moving train.Naturally, in these cases, the massive injuries have affected depends on the intensity of injury to passengers in the bus, and the mechanism of damage is determined by the specific form of an accident involving a bus. In such cases, the experts faced, usually with mechanical trauma inside the cabin, and mixed types of injuries passengers (e.g. in case of fire). For in-car trauma characterized by formation damage from the following mechanisms:− shock bodies on the inner part of the interior (interior);− injuries from the shards of broken glass.Basically, the nature of injury is determined by the structural features of the bus, the presence of foreign objects, the location of the victims. If the vehicle rolls over, the occupants people are numerous additional impact. Formed characteristic for the driver damage to the hands, fractures of the sternum fractures of the hips, legs and feet. For passengers is characteristic fractures of the lower limbs, bruised head wounds, fractures and dislocations of the cervical spine when using the seat belts − stripe-like bruises and abrasions ofthe chest and abdomen, broken ribs, collarbone, sternum, in the projection of the belts. Shards of broken glass caused by the multiple linear abrasions and (or) surface or deep cut wounds mainly in the face and upper extremities. In the case of deformation of the bus body can be compression of the bodies are formed by damage to several areas, primarily the chest, abdomen, extremities, accompanied by multiple bilateral rib fractures, ruptures of internal organs. If in the future there is a fire or explosion of the vehicle, the nature of thedamage detected on the bodies will correspond to the combined injury.In cases of injuries in the bus to work with the bodies of the victims begins at the scene. Thus, the Protocol of inspection of the scene and of the corpse in the first place should reflect the data about the mutual position of bodies and (or) their fragments relative to the vehicle and other parts, the distance between them; the condition of clothing, odors from it, the presence of different overlays, damage; contamination of the skin; localization and nature of the injuries on the bodies, the presence of deformations of its individualparts; the presence of traces of biological origin on the vehicle in comparison with the nature of the deformation (damage) of the body.Be sure to note the results of the inspection of the road where there was a traffic accident, a bus traces of blood, and fragments of various things, etc. Despite the small percentage of bus injured in world General statistics of fatal injuries, it presents certain difficulties in planning, organization, execution and coordination of forensic work on multi-step liquidation of medical consequences of the accident, usually associated with a large number of victims, gross impact of factors affecting on the bodies of the victims, the need to quickly address some specific issues: establishing at autopsy pathological symptoms that indicate the status of the health of drivers in the period priorto the tragic event; the existence of facts pointing to the use of intoxicating and medicinal substances that depress the nervous system and many others), early identification of all victims. According to the results of the analysis made it impossible to offer modern, optimal, evidence-informed, and until only itremains to be reliable in practice the system approach to the organizational model of forensic activities, while ensuring the interests of the investigation of an accident involving a bus and a large number of victims:1. The preliminary stage of organization expert services. It can conditionally enough be divided into 2 phases:− advance (pre-) phase;− the immediate phase.To the basic questions of the early phases include: early development, coordination and approval of the optimal legislative and other regulatory framework; preliminary methodological, administrative and organizational, theoretical-practical, logistical, software and applied training; exercise reasonable estimates of projected short and long term needs and costs with regard to the peculiarities specified by the tragic events; creation, storage, use and replenishment of the trust reserves, logistical and financial resources areinviolable, is intended solely for use in such emergencies. It also includes the creation, maintenance and continuous improvement of a Single centralized situation center on a temporary or permanent basis, with a good system of departmental and interdepartmental cooperation, primarily containing a - operational information-Supervisory and analytical center for the collection, processing, storage, information exchange and joint action with the threat, occurrence and prevention of emergencies with a large number of victims.Immediately with the receipt of the news of the accident involving a bus and a large number of victims for forensic services begin immediate phase, the main elements of which include:− prompt notification and collection of employees and expert institutions;− an emergency conference call to discuss the organizational, theoretical and practical questions and short specialized trainingon occupational safety, including use of personal protective equipment depending on the nature of the accident and actions are potentially dangerous to health and life of employees and expert institutions factors.All plans of measures are necessarily coordinated and agreed with appropriate representatives of structures of fast reaction, especially when conducting urgent investigative actions in the emergency areas, primarily the inspection of the scene. 2. The inspection of the crime scene it is advisable to start with a preliminary review («intelligence»), which finally determined the necessity of application of those or other technical means, and the number of specialists who will participate in the inspection.The static phase of scene examination with the participation of forensic doctors is accompanied by clear mapping; mapping, photo - and video fixing of vehicle, various objects; it is noted the exact relative positions of the bus (its parts) and discovered the corpses, fragments of human remains and other biological material. During dynamic examination of the scene produce a detailed external examination of the human remains, their fragments, biological material, perform primary medical sorting, their careful packaging,clear detailed marking. Then performed the proper loading, transportation and unloading. In case of need in a temporary Deposit of biological material, can be used in railway wagons refrigerators, refrigerated trailers, mobile camera with a refrigeration unit, and in the absence or lack of volume for the total number of remains and the biomaterial deploys heat-resistant boxes, fit the space with the use of outdoor mobile air conditioning systems, large amounts of ice obtained from specialized industrial ice makers, etc., which is especially important for braking processes of rotting corpses, their fragments and biomaterial in the warm season.3. After the initial registration and a secondary sort examine corpses, their fragments and biological material collection for postmortem identification of significant information, determine the cause of death, nature, mechanism and prescription of formation damage and address other special issues. At this stage also produce the identification of fragmented body parts and (or) tissues that or another body. In expert identification work on the fragments of human remains or biological material, preference is given to genetic research providing highly accurate results. Depending on the extent of influence of damaging factors on the bodies of the victims and their degree of preservation, only after the completion of the necessary is judicial-medical research with a full range of fence material for additional research, producing restoration of the exterior, embalming, sanitary and cosmetic processing of human remains and give them to relatives (relatives, authorized representatives, etc.) for burial. 4. Issued the final results of examinations; establishes data that may be useful for later investigative and judicial actions aimed at gathering and verification of evidence in a criminal case.5. The penultimate stage consists of conducting sanitary-and-hygienic, treatment-and-prophylactic, rehabilitation (including a full psychological) of interventions for physical and mental health of employees and expert institutions involved in this work.6. After the conclusion of the criminal proceedings in general, with the official opening of data access, it is advisable to analyze the material, and publish the relevant data in the scientific literature, with the goal of widespread study and use of gained experience.CONCLUSIONS.1. Research platform forensic activities in cases of accidents involving buses and a large number of victims to date have not been developed.2. The effectiveness of forensic medical groups in this situation is in direct proportion to the degree of readiness for quick response and timely quality completion of tasks.3. Based on this, very urgent is the development of modern optimal evidence-based systemic approach to the organizational model of forensic activities in the presence of a large number of injured persons in the bus; the solution to this problem and sent the above recommendations.4. The recommendations, in principle, can be applied not only in cases of injuries in the bus, but also to similar situations in which there is a massive injury and loss of life.5. It is necessary to continue scientific and practical research aimed at improving this algorithm works experts.

The article raises the problem of increasing the competitiveness of enterprises through the introduction of automatic calculations of supplied elements. Also, the features of providing enterprises with a sufficient number of spare parts, tools, accessories, and materials are considered. For correct and General understanding the basic concepts are introduced. The main problems of non-constant supply and calculation of elements to ensure continuous operation of enterprises are formulated. The model of delivery based on a manual inspection of all elements and calculate the right amount for your next purchase. Analytical solutions are given that allow for a more accurate calculation, based on constant observation, which tracks the full life cycle of the element of interest, and the early prediction that the system may fail. Keywords: manufacturer, supplier, spare parts, tools, accessories, system sufficiency index, replenishment strategy, Internet of things.

AbstractIn this paper the repair kit problem is studied, where technicians have to visit several customers to repair broken appliances (such as copiers or heating systems) and they can only take a limited set of parts with them (called the repair kit). In this problem, it has to be decided which spare parts to include in the repair kit. We consider a version of this problem in which partial advance demand information is available. That means we divide the set of parts into two subsets, where the condition of parts in one subset is monitored by sensors. In case an appliance fails and a repair job is requested by a customer the service provider is able to access this sensor data before a technician visits the customer. For this setting, we derive an expression for the job fill rate, which is used as a constraint in the optimization model, where holding and replenishment costs are minimized. We use a greedy heuristic to determine near-optimal repair kits. In a numerical study, we find that integrating advance demand information yields substantial cost savings. In order to find out for which parts having advance demand information is most valuable, we examine the effect of parts’ demand probabilities and their prices. We find that monitoring parts that are expensive and likely to fail leads to the largest cost savings. In particular, the price of the monitored parts and the achievable cost savings are strongly correlated.

Abstract Remanufacturing is one key element of a circular economy by closing the loop on the product level and thus maintaining or restoring the product design and the associated product properties. The remanufacturing process chain involves disassembly of used products, cleaning of parts, inspection and sorting of parts, reconditioning or replenishment by new parts, and product reassembly into as-new products. If new parts are required, additive manufacturing is a promising alternative to conventional manufacturing or the purchase of spare parts. Additive manufacturing is characterized by the layered or element-based construction of parts and does not require product-specific tools, enabling a cost-efficient production of individual pieces or small series. The use of specific design rules in product and process development to meet the requirements of the intended process enables and simplifies additive manufacturing or remanufacturing. Despite the design rules for additive manufacturing and remanufacturing, there are no design rules for implementing additive manufacturing technology in the remanufacturing process. In this paper, existing design rules on Design for Additive Manufacturing and Design for Remanufacturing will first be identified and compared, and possible synergies and conflicts of objectives will be analyzed. Based on this, a guideline for a Design for Additive Remanufacturing is developed to facilitate and promote the implementation of additive manufacturing in remanufacturing. The developed design rules enable the evaluation of a part aimed to be produced by additive manufacturing within the remanufacturing process and give advice on how to optimize the design of the part. This paper aims to derive general design rules for a “Design for Additive Remanufacturing” that specifically address the additive remanufacturing process.

Background: Space docking technology and space docking mechanism are an indispensable parts of modern complex spacecraft and important means to expand satellite functions in the future. However, there is still some technology to be broken through in the research of their buffer and locking, so that the docking mechanism can be better used in the future. Objectives: Through the introduction and discussion of the characteristics of space docking mechanism patents in recent years, some valuable conclusions are summarized, and the future research and development of space docking mechanism are prospected. Methods: This paper studied the patents of various docking mechanism, and summarized the patents and research progress of docking mechanism in space. Results: With the development of space industry, docking mechanism has become more and more important. So the docking mechanism are needed to achieve the replenishment for long-term spacecraft in orbit, personnel exchange, spacecraft maintenance, and so on. Conclusion: : By elaborating the structural characteristics of docking mechanism, the importance of docking mechanism are consulted for investigation. Through the comparison of these patents, it is concluded that weak impact docking mechanism and electromagnetic docking mechanism are the main development trends of docking institutions in the future.

IntroductionUtopian and forward looking in tenor, official narratives of urban renewal and development implicitly promote normative ideals of progress and necessary civic improvement. Yet an underlying condition of such renewal is frequently the very opposite of building: the demolition of existing urban fabric. Taking as its starting point the large-scale demolition of buildings proposed for the NSW Government’s Sydney Metro rail project, this article interrogates the role of literary treatments of demolition in mediating complex, and often contradictory, responses to transformations of the built environment. Case studies are drawn from literary texts in which demolition and infrastructure development are key preoccupations, notably Louis Aragon’s 1926 Surrealist document of a threatened Parisian arcade, Paris Peasant, and the non-fiction accounts of the redevelopment of London’s East End by British writer Iain Sinclair. Sydney UnbuiltPresently, Australia’s biggest public transport project according to the NSW Government website, the Sydney Metro is set to revolutionise Sydney’s rail future with more than 30 metro stations and a fleet of fully-automated driverless trains. Its impetus extends at least as far back as the Liberal-National Coalition’s landslide win at the 2011 New South Wales state election when Barry O’Farrell, then party leader, declared “NSW has to be rebuilt” (qtd in Aston). Infrastructure upgrades became one of the Coalition’s key priorities upon forming government. Following a second Coalition win at the 2015 election, the state of NSW, or the city of Sydney more accurately, remains today deep amidst widespread building works with an unprecedented number of infrastructure, development and urban renewal projects simultaneously underway.From an historical perspective, Sydney is certainly no stranger to demolition. This was in evidence in Demolished Sydney, an exhibition at the Museum of Sydney that captured the zeitgeist of 2016 with its historical survey of Sydney’s demolished architecture. As the exhibition media release pointed out: “Since 1788 Sydney has been built, unbuilt and rebuilt as it has grown from Georgian town to Victorian city to the global urban centre it is today” (Museum of Sydney). What this evolutionist narrative glosses over, however, is the extent to which the impact of Sydney’s significant reinventions of itself through large-scale redevelopment are often not properly registered until well after such changes have taken place. With the imminent commencement of Sydney Metro Stage 2 CBD works, the city similarly stands to lose a number of buildings that embody the civic urban ideals of an earlier era, the effects of which are unlikely to be fully appreciated until the project’s post-demolition phase. The revelation, over the past year, of the full extent of demolition required to build Sydney Metro casts a spotlight on the project and raises questions about its likely impact in reconfiguring the character of Sydney’s inner city. An Environmental Impact Statement Summary (EISS) released by the NSW Government in May 2016 confirms that 79 buildings in the CBD and surrounding suburbs are slated for demolition as part of station development plans for the Stage 2 Chatswood to Sydenham line (Transport for NSW). Initial assurances were that the large majority of acquisitions would be commercial buildings. Yet, the mix also comprises some locally-heritage listed structures including, most notably, 7 Elizabeth Street Sydney (Image 1), a residential apartment tower of 54 studio flats located at the top end of the Sydney central business district.Image 1: 7 Elizabeth Street Sydney apartment towers (middle). Architect: Emil Sodersten. Image credit: Ella Mudie.As the sole surviving block of CBD flats constructed during the 1930s, 7 Elizabeth Street had been identified by the Australian Institute of Architects as an example of historically significant twentieth-century residential architecture. Furthermore, the modernist block is aesthetically significant as the work of prominent Art Deco architect Emil Sodersten (1899-1961) and interior designer Marion Hall Best (1905-1988). Disregarding recommendations that the building should be retained and conserved, Transport for NSW compulsorily acquired the block, evicting residents in late 2016 from one of the few remaining sources of affordable housing in the inner-city. Meanwhile, a few blocks down at 302 Pitt Street the more than century-old Druids House (Image 2) is also set to be demolished for the Metro development. Prior to purchase by Transport for NSW, the property had been slated for a state-of-the-art adaptive reuse as a boutique hotel which would have preserved the building’s façade and windows. In North Sydney, a locally heritage listed shopfront at 187 Miller Street, one of the few examples of the Victorian Italianate style remaining on the street, faces a similar fate. Image 2. Druids House, 302 Pitt Street Sydney. Image credit: Ella Mudie.Beyond the bureaucratic accounting of the numbers and locations of demolitions outlined in the NSW Government’s EISS, this survey of disappearing structures highlights to what extent, large-scale transport infrastructure projects like Sydney Metro, can reshape what the Situationists termed the “psychogeography” of a city; the critical manner in which places and environments affect our emotions and behaviour. With their tendency to erase traces of the city’s past and to smooth over its textures, those variegations in the urban fabric that emerge from the interrelationship of the built environment with the lived experience of a space, the changes wrought by infrastructure and development thus manifest a certain anguish of urban dynamism that is connected to broader anxieties over modernity’s “speed of change and the ever-changing horizons of time and space” (Huyssen 23). Indeed, just as startling as the disappearance of older and more idiosyncratic structures is the demolition of newer building stock which, in the case of Sydney Metro, includes the slated demolition of a well-maintained 22-storey commercial office tower at 39 Martin Place (Image 3). Completed in just 1972, the fact that the lifespan of this tower will amount to less than fifty years points to the rapid obsolescence, and sheer disposability, of commercial building stock in the twenty first-century. It is also indicative of the drive towards destruction that operates within the project of modernism itself. Pondering the relationship of modernist architecture to time, Guiliana Bruno asks: can we really speak of a modernist ruin? Unlike the porous, permeable stone of ancient building, the material of modernism does not ‘ruin.’ Concrete does not decay. It does not slowly erode and corrode, fade out or fade away. It cannot monumentally disintegrate. In some way, modernist architecture does not absorb the passing of time. Adverse to deterioration, it does not age easily, gracefully or elegantly. (80)In its resistance to organic ruination, Bruno’s comment thus implies it is demolition that will be the fate of the large majority of the urban building stock of the twentieth century and beyond. In this way, Sydney Metro is symptomatic of far broader cycles of replenishment and renewal at play in cities around the world, bringing to the fore timely questions about demolition and modernity, the conflict between economic development and the civic good, and social justice concerns over the public’s right to the city. Image 3: 39 Martin Place Sydney. Image credit: Ella Mudie.In the second part of this article, I turn to literary treatments of demolition in order to consider what role the writer might play in giving expression to some of the conflicts and tensions, as exemplified by Sydney Metro, that manifest in ‘unbuilding’ the city. How might literature, I ask, be uniquely placed to mobilise critique? And to what extent does the writer—as both a detached observer and engaged participant in the city—occupy an ambivalent stance especially sensitive to the inherent contradictions and paradoxes of the built environment’s relationship to modernity?Iain Sinclair: Calling Time on the Grand Projects For more than two decades, British author Iain Sinclair has been mapping the shifting terrain of London and its edgelands across a spectrum of experimental fiction and non-fiction works. In addition to the thematic attention paid to neoliberal capitalist processes of urban renewal and their tendency to implode established ties between place, memory and identity, Sinclair’s hybrid documentary-novels are especially pertinent to the analysis of “writing demolition” for their distinct writerly approach. Two recent texts, Ghost Milk: Calling Time on the Grand Project (2011) and London Overground: A Day’s Walk around the Ginger Line (2015), highlight an intensification of interest on Sinclair’s part in the growing influence exerted by global finance, hyper consumerism and security fears on the reterritorialisation of the English capital. Written in the lead up to the 2012 London Olympics, Ghost Milk is Sinclair’s scathing indictment of the corporate greed that fuelled the large-scale redevelopment of Stratford and its surrounds ahead of the Games. It is an angry and vocal response to urban transformation, a sustained polemic intensified by the author’s local perspective. A long-term resident of East London, in the 1970s Sinclair worked as a labourer at Chobham Farm and thus feels a personal assault in how Stratford “abdicated its fixed identity and willingly prostituted itself as a backdrop for experimental malls, rail hubs and computer generated Olympic parks” (28). For Sinclair, the bulldozing of the Stratford and Hackney boroughs was performed in the name of a so-called civic legacy beyond the Olympic spectacle that failed to culminate in anything more than a “long march towards a theme park without a theme” (11), a site emblematic of the bland shopping mall architecture of what Sinclair derisorily terms “the GP [Grand Project] era” (125).As a literary treatment of demolition Ghost Milk is particularly concerned with the compromised role of language in urban planning rhetoric. The redevelopment required for the Olympics is backed by a “fraudulent narrative” (99), says Sinclair, a conspiratorial co-optation of language made to bend in the service of urban gentrification. “In many ways,” he writes, “the essential literature of the GP era is the proposal, the bullet-point pitch, the perversion of natural language into weasel forms of not-saying” (125). This impoverishment and simplification of language, Sinclair argues, weakens the critical thinking required to recognise the propagandising tendencies underlying so many urban renewal programs.The author’s vocal admonishment of the London Olympics did not go unnoticed. In 2008 a reading from his forthcoming book Hackney, That Rose-Red Empire (2009), at a local library was cancelled out of fear of providing a public platform for his negative views. In Ghost Milk Sinclair reflects upon the treatment of his not yet published docu-novel as “found guilty, with no right of reply, of being political but somehow outside politics” (115). Confronted with the type of large-scale change that underpins such projects as the Olympic Games, or the Sydney Metro closer to home, Sinclair’s predicament points to the ambiguous position of influence occupied by writers. On the one hand, influence is limited in so far as authors play no formal part in the political process. Yet, when outspoken critique resonates words can become suddenly powerful, radically undermining the authority of slick environmental impact statements and sanctioned public consultation findings. In a more poetic sense, Sinclair’s texts are further influential for the way in which they offer a subjective mythologising of the city as a counterpoint to the banal narratives of bureaucratised urbanism. This is especially apparent in London Overground: A Day’s Walk around the Ginger Line (2015), in which Sinclair recounts a single-day street-level pedestrian exploration of the 35-mile and 33-station circuit of the new London Overground railway line. Surveying with disapproval the “new bridges, artisan bakeries, blue-bike racks and coffee shops” (20) that have sprung up along the route of the elevated railway, the initial gambit of the text appears to be to critique the London Overground as a “device for boosting property values” (23). Rail zone as “generator for investment” (31), and driver of the political emasculation of suburbs like Hackney and Shoreditch. Yet as the text develops the narrator appears increasingly drawn to the curious manner in which the Overground line performs an “accidental re-mapping of London” (24). He drifts, then, in search of: a site in which to confront one’s shadow. In a degraded form, this was the ambition behind our orbital tramp. To be attentive to the voices; to walk beside our shadow selves. To reverse the polarity of incomprehensible public schemes, the secret motors of capital defended and promoted by professionally mendacious politicians capable of justifying anything. (London Overground 127)Summoning the oneiric qualities of the railway and its inclination to dreaming and reverie, Sinclair reimagines it as divine oracle, a “ladder of initiation” (47) bisecting resonant zones animated by traces of the visionary artists and novelists whose sensitivity to place have shaped the perception of the London boroughs in the urban imaginary. It is in this manner that Sinclair’s walks generate “an oppositional perspective against the grand projects of centralized planning and management of space” (Weston 261). In a kind of poetic re-enchantment of urban space, texts like Ghost Milk and London Overground shatter the thin veneer of present-day capitalist urbanism challenging the reader to conceive of alternative visions of the city as heterogeneous and imbued with deep historical time.Louis Aragon: Demolition and ModernityWhile London Overground was composed after the construction of the new railway circuit, the pre-demolition phase of a project is, by comparison, a threshold moment. Literary responses to impending demolition are thus shaped in an unstable context as the landscape of a city becomes subject to unpredictable changes that can unfold at a very swift pace. Declan Tan suggests that the writing of Ghost Milk in the lead up to the London Olympics marks Sinclair’s disapproval as “futile, Ghost Milk is knowingly written as a documentary of near-history, an archival treatment of 2012 now, before it happens.” Yet, paradoxically it is the very futility of Sinclair’s project that intensifies the urgency to record, sharpening his polemic. This notion of writing a “documentary of near-history” also suggests a certain breach in time, which in the case of Louis Aragon’s Paris Peasant is mined for its revolutionary energies.First published in book form in 1926, Paris Peasant is an experimental Surrealist novel comprising four collage-like fragments including Aragon’s famous panegyric on the Passage de l’Opéra, a nineteenth-century Parisian arcade slated for demolition to make way for a new access road to the Boulevard Haussmann. Reading the text in the present era of Sydney Metro works, the predicament of the disappearing Opera Arcade resonates with the fate of the threatened Art Deco tower at 7 Elizabeth Street, soon to be razed to build a new metro station. Critical of the media’s overall neglect of the redevelopment, Aragon’s text pays sympathetic attention to the plight of the arcade’s business owners, railing against the injustices of their imminent eviction whilst mourning the disappearance of one of the last vestiges of the more organic configuration of the city that preceded the Haussmann renovation of Paris:the great American passion for city planning, imported into Paris by a prefect of police during the Second Empire and now being applied to the task of redrawing the map of our capital in straight lines, will soon spell the doom of these human aquariums. (Aragon 14)In light of these concerns it is tempting to cast Paris Peasant as a classic anti-development polemic. However, closer interrogation of the narrator’s ambivalent stance points to a more complicated attitude towards urban renewal. For, as he casts a forensic eye across the arcade’s shops it becomes apparent that these threatened sites hold a certain lure of attraction for the Surrealist author. The explanatory genre of the guide-book is subverted in a highly imaginative inventory of the arcade interiors. Touring its baths, brothels and hair salon, shoe shine parlour, run-down theatre, and the Café Certa—meeting place of the Surrealists—the narrator’s perambulation provides a launching point for intoxicated reveries and effervescent flights of fancy. Finally, the narrator concedes: “I would never have thought of myself as an observer. I like to let the winds and the rain blow through me: chance is my only experience, hazard my sole experiment” (88). Neither a journalist nor an historian, Paris Peasant’s narrator is not concerned merely to document the Opera Arcade for posterity. Rather, his interest in the site resides in its liminal state. On the cusp of being transformed into something else, the ontological instability of the arcade provides a dramatic illustration of the myth of architecture’s permanency. Aragon’s novel is concerned then, Abigail Susik notes, with the “insatiable momentum of progress,” and how it “renders all the more visible what could be called the radical remainders of modernity: the recently ruined, lately depleted, presently-passé entities that, for better and for worse, multiply and accumulate in the wake of accelerated production and consumption in industrial society” (34). Drawing comparison with Walter Benjamin’s sprawling Arcades Project, a kaleidoscopic critique of commodity culture, Paris Vaclav similarly characterises Paris Peasant as manifesting a distinct form of “political affect: one of melancholy for the destruction of the arcades yet also of a decidedly non-conservative devotion to aesthetic innovation” (24).Sensitive to the contradictory nature of progress under late capitalist modernity, Paris Peasant thus recognises destruction as an underlying condition of change and innovation as was typical of avant-garde texts of the early twentieth century. Yet Aragon resists fatalism in his simultaneous alertness to the radical potential of the marvellous in the everyday, searching for the fault lines in ordinary reality beneath which poetic re-enchantment challenges the status quo of modern life. In this way, Aragon’s experimental novel sketches the textures and psychogeographies of the city, tracing its detours and shifts in ambience, the relationship of architecture to dreams, memory and fantasy; those composite layers of a city that official documents and masterplans rarely ascribe value to and which literary authors are uniquely placed to capture in their writings on cities. ConclusionUnable to respond within the swift publication timeframes of journalistic articles, the novelist is admittedly not well-placed to halt the demolition of buildings. In this article, I have sought to argue that the power and agency of the literary response resides, rather, in its long view and the subjective perspective of the author. At the time of writing, Sydney Metro is poised to involve a scale of demolition that has not been seen in Sydney for several decades and which will transform the city in a manner that, to date, has largely passed uncritiqued. The works of Iain Sinclair and Louis Aragon’s Paris Peasant point to the capacity of literary texts to deconstruct those broader forces that increasingly reshape the city without proper consideration; exposing the seductive ideology of urban renewal and the false promises of grand projects that transform multifaceted cityscapes into homogenous non-places. The literary text thus makes visible what is easily missed in the experience of everyday life, forcing us to consider the losses that haunt every gain in the building and rebuilding of the city.ReferencesAragon, Louis. Paris Peasant. Trans. Simon Taylor Watson. Boston: Exact Change, 1994. Aston, Heath. “We’ll Govern for All.” Sydney Morning Herald 27 Mar. 2011. 23 Feb. 2017 <http://www.smh.com.au/nsw/state-election-2011/well-govern-for-all-20110326-1cbbf.html>. Bruno, Guiliana. “Modernist Ruins, Filmic Archaeologies.” Ruins. Ed. Brian Dillon. London: Whitechapel Gallery, 2011. 76-81.Huyssen, Andreas. Present Pasts: Urban Palimpsests and the Politics of Memory. Stanford: Stanford UP, 2003.Museum of Sydney. Demolished Sydney Media Release. Sydney: Sydney Living Museums 20 Oct. 2016. 25 Feb. 2017 <http://sydneylivingmuseums.com.au/2016/12/05/new-exhibition-demolished-sydney>.Paris, Vaclav. “Uncreative Influence: Louis Aragon’s Paysan de Paris and Walter Benjamin’s Passagen-Werk.” Journal of Modern Literature 37.1 (Autumn 2013): 21-39.Sinclair, Iain. Ghost Milk: Calling Time on the Grand Project. London: Penguin, 2012. ———. Hackney, That Rose Red Empire. London: Hamish Hamilton, 2009.———. London Overground: A Day’s Walk around the Ginger Line. London: Hamish Hamilton, 2015.Susik, Abigail. “Paris 1924: Aragon, Le Corbusier, and the Question of the Outmoded.” Wreck: Graduate Journal of Art History, Visual Art, and Theory 2.2 (2008): 29-44.Tan, Declan. “Review of Ghost Milk: Calling Time on the Grand Project by Iain Sinclair.” Huffington Post 15 Dec. 2011; updated 14 Feb. 2012. 21 Feb 2017 <http://www.huffingtonpost.co.uk/declan-tan/ghost-milk-ian-sinclair-review_b_1145692.html>. Transport for NSW, Chatswood to Sydenham: Environmental Impact Statement Summary. 25 Mar. 2017 <http://www.sydneymetro.info>. Sydney: NSW Government, May-June 2016.Weston, David. “Against the Grand Project: Iain Sinclair’s Local London.” Contemporary Literature 56.2 (Summer 2015): 255-79.