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Typically, the highways located within the centre of the city are larger than those that radiate out, as the number of people required to utilize the network decreases as it continues to radiate out in certain areas. The heart of the system operates with 8 lanes in either direction. These radiate from District 0, out among the innermost districts. One of these lanes are dedicated to public transport, such as buses or automated taxi services, while another 'nonexistent' lane exists on either side to allow for emergency services and government vehicles to operate and travel unobstructed.
These 'nonexistent' lanes may only be accessed by having the relevant licence plate that unlocks the access gates for them. The 16-lane road networks are not necessarily exclusive to the centre of Hii, but also radiate East and West, becoming part of the national highway system, connecting to the nearby cities, with no decrease to capacity and design specifications.
All of these roads are lit extensively at all hours of the day and are also designed with the capacity to accept self-driving vehicles, that use special markings along the road networks to guide themselves with no human intervention.

Further from the heart of the city, or among some of the less updated districts, the scale of the highways decreases. While they maintain the public transport lane and the additional 'service' lane, the overall lanes for civilian use are brought from 8, to 5 per direction, with the overall use of these smaller inter-district highways falling off significantly, as less people are inclined or required to use them, especially with the scale of most public transport apparatus in the area.
All roads classified as 'highways' by the Ministry of Transport and Ministry of Public Works do not require speed limits and are federally exempt from speeding regulations. However, 'recommended' speed limits are posted along most routes, which suggest how fast it is advisable to go based on the conditions of the roads at any given time. These signs are automatically adjustable based on weather conditions and allow for the rapid change of the suggested limit, though it is by no means a requirement to follow them, though failure to do so may result in accidents being considered the fault of individuals going above the recommended speed.

All highway entrances and exits consist of diverging diamond interchanges, which allow for a seamless and riskless entry and exit from highways onto regional artery roads. Depending on the scale of the highway, the interchanges may be made larger or smaller, based on the complexity required of them.
Lane-width for the highways is currently allotted as a generous 4.1 meters, or 13 ft 5 in.
Additionally to all of this, any highways above-ground are fitted with sound-dampening panels and beautification efforts, especially in districts frequented by tourists. Due to the desire to hide unsightly infrastructure from them when possible. Finally, such roadways are fitted with completely automated signs, that can display accidents or roadworks ahead of commuters and other users, thereby preventing unnecessary surprises or additional signage where possible. Such automated signs also allow the city centre's ring-highways to operate smoothly and thus prevent buildup of traffic in artery routes.

They are typically between 4 to 3 lanes in either direction and are usually far less straight and simplistic, owing to their need to connect to local roads and handle the dispersion of automotive users with care and caution. Much like the highways, these regional roads have a lane dedicated solely to public transport, that the general public simply cannot use, though depending on the district, these roads will also merge the service lane with the public transport lane, meaning emergency vehicles have the same right to use the lanes, as there may not be space to construct an additional service lane in each direction, dependant on the space constraints and general infrastructure available.

Most regional roadways utilize an extremely complicated network of sensors, computers, cameras and other systems to maximize the flow of traffic without increasing the risks of accidents, or reducing the feasibility of allowing pedestrians to cross at some of the few crossings present. Most regional roadways simply have pedestrian bridges instead, or are occasionally built underground like the larger highways.

Typically, regional roadway lanes may be between 4 to 3.8 meters in width, or 13 ft and 1 in, to 12 ft and 5 in, while also having maximum speeds between 70 to 50 km/h, or 43.5 mph to 31 mph.

They may typically be between 3 to 1 lanes in either direction, with no bus lanes dedicated to them and no service lanes dedicated to them. Instead, everything shares the same lanes, as there's simply no room in most cases for additional lanes, despite expansions made in some districts to allow this to happen. Some districts, however, do mandate such lanes... and may have larger local roads due to this, that may almost fall into the category of regional arteries.
Such roads usually have a lane-width of between 3.6 to 3.2 meters, or 11ft 10 in to 10ft 6 in. Though some districts are forced to use lanes as small as 2.4 meters, or 7ft 10 in.
These roads are also consistently among the slowest, with speeds only reaching a maximum of 46 km/h or 28 mph.

Some local roadways operate on a one-way system, which will essentially turn the roads into six-lane one-way roads down to 2-lane one-way roads, depending on their design.

Some industrial roadways, especially smaller ones, operate on a one-way system, which essentially changes such roads into four-lane or two-lane one-way roads, which ensures a sufficiently efficient traffic flow, which is occasionally assisted with large round-abouts, or complex computerized intersections.
These roads maintain the maximum regional roadway width for lanes, meaning that these roads have a lane-width of between 4 to 3.8 meters, or 13 ft and 1 in, to 12 ft and 5 in. The speeds permitted on these roads also fluctuate somewhat, but are typically lower than the residential roads, due to the nature of the vehicles that use them, resulting in an average permitted speed between 40 km/h to 30 km/h, or 24.8 mph to 18.6 mph.

Hii's network is separated into three separate networks, which are all overseen by their own sectors of the Capital Transit Administration. These three networks support different areas, but are functionally the same in all important operational metrics, which include the design of the trains, the stations and the general operation and maintenance of the infrastructure itself. These networks simply make it easier to categorize routes on maps, as they needn't be clumped together in one morass.

Firstly, there's the Southeast Metro Network, which centres most of it's operations from Industrial Services District and handles traffic solely in East/Southeast Hii.
Secondly, there's the Municipal Main Branch, that operates the largest routes, centring it's operations from the Central Services District, as well as from smaller, regional depots. This network connects to the other, smaller networks, while also operating the majority of city centre routes, which connect extensively to the central rail station located in Sapphire Heights, which is classified as the largest rail station in the country.
Finally, there's the Western Transit Service, which operates in Southwest, West and Northwest Hii. It connects to all districts in the region... and connects directly to other, lesser routes. It's own infrastructure is centred around a depot located in Tasikibo, with local depots in other districts as well, due to the longer distances most of it's services must travel to outlying districts.

The entire network runs with partial automation, but also relies extensively on organic intervention and operational oversight. Automatic ticketing and logistics networks handle most of the menial work of organizing ticket prices, managing timetables and also automatically predicting when trains may end up arriving early or late. Likewise, the network can automatically halt the entire transit system in severe cases, locking the entire network down for the safety of passengers and the city itself.
Though, the network also operates with a significant amount of staff. There are drivers, driver overseers and conductors found aboard each train on either end, there are attendants that monitor station platforms in person and assist individuals when needed and there are dedicated security staff found at all stations, in varying numbers based on the district.
The reasoning for non-automatic trains, is down to the fact that the country does not completely trust automatic systems to be infallible, especially with such a complex arrangement of moving parts and variables. The jobs of the overseers and of the drivers are to make sure that the train doesn't make a mistake on it's own, without intervention being present to prevent it from causing incidents, while the conductors are present to ensure the train doesn't harm individuals boarding or departing, in case the system fails to acknowledge that it may put individuals at risk by continuing operations.

All of the subway lines run with complete electrification, sourced either from catenary overhead lines, or from embedded electrical components in the rails themselves, depending on the age of the particular line of track the network runs on.

The total network operates 242 stations, spread across a total of 29 lines, with a number of lines sharing a number of central stations, due to the nature of the three subnetworks. It should be noted that a number of these lines do connect into each-other, depending on the specific traffic conditions of the system, which allows for a number of lines to effectively become one, in certain areas.
There is a limit to speed on all lines, with the majority of these speeds being a maximum of 80 km/h (49.7 mph), though some lines operate with speeds of 110km/h (68.3 mph), especially large artery lines.

Much like the subway networks and metro systems, the Intaiku District Monorail Network operates partially via automation and partially via driver intervention, with a number of safeguards and special protocols in place to keep things running smoothly, with significant efforts taken to prevent damage or harm to infrastructure or user.
Likewise, ticketing and logistics run identically to those of the other networks, though they operate on different priorities and occasionally, different prices, depending on the day of the week and the passenger's classification, such as foreign students, or retirees, it also identically has predictive systems that suggest when trains are to be early or late,
The entire network is build to be above-ground, with the rails typically utilizing shelter from nearby buildings and other infrastructure to keep safe from the weather, while also still allowing the network to operate from the raised rails that make it distinctive from the other networks, besides this, the network also takes a far more 'scenic' approach to route design, snaking and weaving through Intaiku with focus on beauty and views of the district, as opposed to strict efficiency of the routes and short travel times, though it should be noted that the system connects to a number of important facilities and structures, not limited to Intaiku's regional hospital complex, as well as other service structures... including a connection to the subway system that links the rest of the city's rails to Intaiku, allowing for swift and efficient transfer of passengers between systems, though this does mean that Intaiku is lacking of subway infrastructure, despite attempts from the Hii Federal Administration to convince Intaiku to implement some routes to important structures via the subways.

Intaiku's Monorail network operates with two loop lines and 3 branch-lines, with a total of 27 stations, the entire network is electrical in nature, with no combustion engines in sight for any of the network, unless the power grid fails, then emergency generators and batteries kick in, unlike the subway network, which is simply too large to completely sustain off of emergency systems. The system has a single main maintenance hub and depot, which operates close to the Intaiku Regional Hospital, allowing the network to operate from a central hub close to the most important service facilities in the district.

The entire network runs on a maximum speed of 80 km/h (49.7 mph), with no significant changes or differences from one route to another, all of the network runs at this speed, with changes being unlikely and rare, due to how winding and complex the system's rails are.

The entire network can be considered to be among one of the most complicated industrial networks in the country, perhaps among the most complex in the world, due to their near-complete automation, significant underground components, vast scale and speed... and also the scale of their maintenance and costs of operation, being among some of the most expensive rail networks that the Federal Government has had to keep running to this point.

Unlike most networks, there isn't much to detail about the way that the IRN operates, nor is there any particular detailing about 'stations' or 'routes', as such things are rarely planned out permanently, as the Infrastructural aspect of the Government Oversight and Economics System plays a key role in organizing and operating the network, with human operators only present to ensure the will of G.O.E.S is enacted safely... and to override any anomalies and failings of the network, specifically related to failed route generation, or overabundance of network congestion related to overuse of the same lines, when the network is designed to allow for multiple departure roots that inevitable result in the same destinations being reached capably and efficiently.

The only matter of interest, is the speed at which the network operates. Within the city, it is limited to a maximum of 80 km/h (49.7 mph), however, the network is capable of operating inter-city routes at speeds closer to 152 km/h (94.4 mph). All trains operate on a dual system, using electrical power where able, while also having access to a fuel-compound that operates similarly to a steam engine, but without the waste byproducts that may otherwise cause pollution buildup. This steam-like system does however cause the trains to lose some of their torque and speed, due to limitations on the rate of consuming the fuel and thus producing steam.

The most important part of Hii's network, is of course the rail and cargo exchange, maintenance centre and staging area found in Kajimiku, capable of handling up to 20 locomotives at once, with at least 80 high-capacity carriages each, which can be loaded almost simultaneously due to the high amounts of infrastructure located at the Kajimiku Rail Exchange, including but not limited to gantry cranes, raw material cranes and elevators, industrial road connections and a direct rail-link to Kajimiku harbour, allowing near-immediate sea-to-rail transfer of relevant cargo. This exchange also includes repair and replacement terminals and cleaning services, which allows trains to be inspected, repaired and cleaned during/before/after loading.

As a result of it's nature, the network consists of many stations and many branches, with 2 main branch-lines per district, which vary in size based on the district's scale and population, many smaller lines are also present, from loops, to dead-end lines, to multi-directional lines. This results in the network having a combined total of almost 157 lines, with at least 1,631 stations/stops spread across the entire city. This includes the branch-lines- which act as the backbones of district public transport wherever they are located, they are built as BRT, or Bus Rapid Transport networks, which act similarly to trains, in consistent and rapid transit, with the presence of district-wide bus lanes, such networks tend to be cheaper and almost more effective for transport in these areas, though Metro systems may still surpass them in sheer weight of passenger numbers and rate of speed.

Regardless of how the network is set up in each district, the general principles of the system are the same, especially considering how universal Hii's administration demands all public transit systems to be, to prevent confusion and diverging qualities.
All systems operate using contactless rider cards, with different classifications of card being provided to different members of the populace, based on health reasons, age, employment, or other, less common reasoning.
The reason for differing cards relates to priority, students and senior citizens will simply be given priority on buses over standard individuals, such as businessmen or the unemployed, however, this may not always be the case. Preferential treatment is also based on a series of timetables, with certain hours providing preferential treatment to different members of the public, based on the needs of the time.
These cards all have an allotted budget for their relevant users, which helps to cut down on unnecessary ridership, especially due to preferential treatment including reductions in fare costs, which allows those who schedule their rides correctly, to use the system far more extensively than those who misuse the system, or otherwise fail to use it correctly, though the differing classifications on cards allow this to be mitigated if it is of no fault to the individual.

The network is a decentralized one as far as dispatching and route-management is concerned, each district hub has one management facility dedicated to observing and managing the relevant vehicles in their sectors, with GPS and other diagnostics systems helping to make such a job easier, though there is a central hub located in District 0, which is located directly inside the Ministry of Transport's own Headquarters, due to the sheer requirements of the network. It is partially automated, but has intense operator oversight, due to distrust in AI systems being able to manage every variable without a single failure.

Of additional note, is that each stop for each route, there are automatic charging points that provide the bus with an additional small shot of power, most of these are constructed to overhang above the bus, so that the contact point is out of reach of civilians, though not all of them have been designed like this. Regardless of that, larger terminals tend to have larger, faster recharge points, which allow the buses to operate an additional amount of time, before being changed out for freshly charged and repaired units. This allows the units to operate for 48 hour continuous periods without recharging or repairing, though rarely do the buses run this long, as daily maintenance is considered good practice for the system, unless otherwise incompatible with the scheduling.

Regardless of what is thought about the network, it is considered quite important by the Ministry of Transport and Ministry of Public Works, meaning that each city has terminals relevant to each particular route, which are build close to hubs found at the outskirts of each city.
Hii, for instance, contains three NICCN terminals, West, North and East. The West Terminal is present in the Ikokairo District, the North one in Keiyumo and the East Terminal in Azure Hills.
All of these terminals are identical in nature... but are differing in size, especially as East and West are far more travelled than the Northern routes, which has resulted in expansive terminals for the two directions, which cater to multiple buses and different routes, some of which are dedicated to commuters and others that are reserved for tourism purposes, travelling out to dedicated resorts and facilities, where the natural splendour of the climate and terrain can be appreciated without risk of freezing.

Despite the differing nature of the NICCN from the HMBN, the two systems practically share identical operational doctrines and infrastructure. Maintenance depots, charging stations and localized management facilities, which are typically larger and more centralized than their HMBN counterparts, due to the extreme distances that need to be monitored between stops. This also means that the network also maintains a large number of automated service and emergency systems, including automated recovery vehicles, that exist mostly to rush to incidents and solve them before they can result in damage and injury.

As far as harbours go, KFH is nearly identical to the usual large-scale freight harbour in a number of aspects. It's design is fairly consistent with such harbours, designed around the idea of providing as much space as possible for large-scale freight vessels to enter and unload their resources and products and take onboard anything heading out into the world, though with some key differences for the system.
Most of KFH's cranes and harbour infrastructure are directly connected to the Kajimiku Rail Exchange through harbour rail networks, allowing for a direct load-unload cycle to occur without the need for trucks or for long-term storage, though the former and latter are still present in quite significant numbers based on the needs of the cargo and the staging required for their delivery, on top of that, the rail networks are typically only used for direct-load during high-traffic hours and high-priority cargo that requires immediate handling on a time-sensitive basis.

Most, if not all cargo storage is managed and located within large warehouse-like structures, that allow for all cargo containers to be sheltered from damage by extreme weather or mishandling, these warehouses are near-fully automated and allow cranes to access them from gantry hatches and automatically adjustable cargo-racks, which are also capable of unloading the relevant cargo from themselves onto waiting trains or trucks that enter the warehouses through ground-level entrances, or elevated entrances in the case of some larger, high-capacity warehouses.
All of these warehouses have extensive registry lists and manifests dedicated to cargo numbers, their required handling, their destinations and many other relevant points of data that allow the G.O.E.S. managed Industrial Rail Network to handle things satisfactorily, though it also assists non-AI operators with organizing their tables and schedules appropriately.

Of unique note as far as the KFH is concerned, however, is of it's ability to take more than just traditional cargo ships. The harbour has been significantly deepened to allow for non-traditional types of oceangoing vessels, while the harbour also has an unusual aspect to it's design, that being a large, paved, open space, which is designed specifically for the arrival and departure of heavy-duty VTOL cargo vehicles, which practically allows the Freight Harbour to claim an additional title. Kajimiku Feight Heliport, despite it not originally being designed for such a purpose in it's initial stages, designers felt that it was prudent to include future-proofing measures due to it's lynchpin-nature in Hii's freight processing and industrial infrastructure.
This additional open space is also designed similarly with freight-rails and road access, that allows freight-transit to operate with similar fluidity to the sea-based deliveries, thus allowing air-based cargo transit to be a viable alternative in some cases, dependant on preferences of foreign nations or local enterprises.

Located in Kaiyoka, previously a light industrial sector, these anchorages have gone from being the main source of cargo entering and exiting the city, to falling from grace... and being refurbished for various alternative purposes, or outright demolished in some areas, that considered the decaying and aging structures as unsightly and unbecoming of their district's image.
Many of these facilities, especially the remaining warehouses, have been refurbished into seaside restaurants, retaining their original image, but changing their purposes to instead focus on providing a memorable seaside experience, in the presence of Hii's oldest and previously most important structures, some of these warehouses have even been expanded, allowing for extended seating and a more authentic experience, via including equipment and props that had once likely been present in these very structures.

However, not all of the Anchorage has lost it's original purpose. Where many sections have been refurbished or removed, some have retained the purposes that had once been provided to them, though in an alternative fashion.
Kaiyoka Anchorage is home to a number of passenger terminals, dedicated not to ocean-going vessels that leave the country, but rather ocean-going commuter vessels, which use the infrastructure present to come and go from Kaiyoka, either to other, smaller wharfs and marinas spread across the Bay of Hii, to nearby small harbours owned by out-of-city resorts, or other complexes that require commuter ferry, hovercraft, or hydrofoil access.
While these commuter terminals and piers are nowhere near as advanced as the dedicated inter-city or inter-country terminals, they are still fairly popular for the experience they provide, especially as they maintain the same Victorian-type design as they have maintained ever since their industrial origins, simply with modern technology and amenities hidden behind thematically accurate design.

Such advances include entertainment systems located in lounge-like areas, styled as ornately as possible to truly bring the environment to life, vending machines for drink and snacks, prior to the boarding terminals, monitors displaying when various vessels will arrive and where they are at any given time... among many other things, including the very important advancement of the electric heater, which helps keep the old buildings, regardless of poor construction or maintenance, as warm as possible.

Instead of flattening the harbour facilities in Shikoimu, the ministry instead undertook an extremely expensive and significant project to completely overhaul the facilities, redesigning them to fit a new purpose directly to the interests and needs of the district, which at the time was beginning to be shaped by the ambitions of welcoming foreign tourists into the country at some point in the distant future.
Significant effort was expended in heavily expanding and updating the harbours, replacing wooden piers and outdated industrial equipment with concrete quays and comfortable accommodations, specifically dedicated to the purposes of not industry, not domestic commuters or local tourist routes, but rather to the international visitors, of which the ministry hoped there would be many.
This meant that the harbour's structures went from small to mid-sized warehouses and industrial loading cranes, to grand coastal terminals, lounges, customs areas and other relevant structures to arriving tourists, or even immigrants.

The prominence of the SPH cannot be overstated in this regard, as due to the unpredictable and routinely violent weather the country experiences, air-based travel is spotty and unreliable at best, which has more-or-less forced oceangoing travel to be the chief source of external contact, even in the modern age, where aircraft would typically be far more effective and far cheaper to operate in almost all other countries. It holds as much importance as any international airport and has only grown further as more nations have allowed transit between themselves and the Federation, though in recent times, planning and expansion for air-based traffic has begun to diminish the importance of the SPH, if only for the fact that most would prefer faster transit and the convenience of an aircraft, comparative to the slower, less convenient nature of seagoing vessels.

Much like the Anchorage that it was born from, the SPH has been consistently updated with the most modern technology available, with additional comforts and luxuries added especially as they become available, down to restaurants and automated gift-shops, or automatic security, that helps streamline the arrivals and departures of international tourists and immigrants/emigrants.
Additionally, self-driving transit, bus connections and a connection to Shikoimu's metro system are all designed to service the passenger harbour, allowing for swift and easy access to destinations across the district for those who arrive... as well as a swift route from all over the district back to the harbour for departures, minimizing traffic and missed departures, as well as reducing stress.

Critically, as the IIH is younger than it's Eastern sister complex, the facilities of the IIH were purpose-built for more recent problems, allowing for additional space for staff to do their work, additional space for complex medical equipment and expansions, additional staff break facilities and general recreation for visitors, as well as numerous other specifics that cannot be listed out all at once.
This means that the IIH is considered a 'better' complex, though this couldn't be farther from the truth. Despite the nature of the facilities, IIH is certainly the lesser of the two facilities, especially considering that due to it's distance from the industrial sectors, it does not need to deal with industrial accidents and severe injuries nearly to the same regularity that the Eastern complex does, resulting in less funding and less advanced equipment being shifted to the facilities at Intaiku.

It's specialties revolve around illnesses, as well as the wellbeing and monitoring of the more elderly population both within Intaiku and without. As a result of this, the equipment and staff are trained far more around providing comforts and treating illnesses, compared to dealing with critical life-threatening injuries that are more of a daily occurrence around the industrial sectors, though despite this focus, the facilities are still quite capable of handling a wide range of issues, especially among illnesses that have yet to be identified and studied.
Intaiku's status as an education hub and one of the more modern districts, attracts many bright minds to the area, allowing the IIH to call on a significant number of scholars and specialists from around the country... and perhaps even abroad, facilitating the swift and safe identification and pacification of illnesses that may otherwise be life-threatening, especially helped by the IIH including a complex dedicated completely to research and development programmes, related to viruses, parasites, bacteria and more.
This makes Intaiku evermore appealing to those interested in the matters of medicare, as Intaiku is always advancing and modernizing as much as they can within their laboratories, even if their actual medical equipment is older and less efficient.

Due to it's more modernist approaches, the facilities are more sterile than those in the eastern complex, however, the facilities in the IIH are not bare-white and depressingly grey, compared to what original designers had intended the facilities to be. Intaiku's District Government refused to allow the facilities to become carbon-copies of what most other cities had done in the past, especially considering research showing that while sterile, white environments made everything much easier to clean, it also made it extremely stressful to more people than should be tolerable. As a result, the facilities have been given coats of paint, while still being light and somewhat sterile, they strike a balance between that... and allowing people to feel comfortable in a slightly more colourful and natural environment to them.

Finally of note, is the significant presence of the institute's own rapid response vehicles, of where there are enough that the district has funded and constructed an entire garage complex for them, allowing for enough ambulances, mobile-trauma/treatment centers and medical-airlift-craft to keep response times minimal and deaths-before-arrival extremely low. In order words, within range of the IIH, very few will fail to be given attention in case of emergency, even under strenuous circumstances, such as during a mass-incident. Though while this is the case, the IIH's vehicle numbers and quality of vehicles are also inferior to the sister-facility in the east, simply due to the requirements of the complex, especially as it tends to be charged with managing incidents in District 6, due to various circumstances.

Most facilities in this complex are far older here than they are in most other complexes of similar types, though that does not necessarily mean that all of them are old and outdated. Due to being the heart of the Ministry of Health and Safety, including the illustrious Hii Central Institute for Wellness and Safety, or HCIWS, this complex has seen construction on and off throughout it's long lifespan, with it's original structures dating back to the 1890s and it's newest ones being completed within 2020 itself.
This means, that the HCHC has an extensive number of architecture languages, from the culturally distinct and beautiful colonial-era architecture of it's original facilities, to the gleaming modernism of it's most advanced structures, including most of those that have been renovated and remodelled to fit new purposes.
Most of the complex's older buildings have been repurposed into administrative offices, or otherwise remodelled to act as non-critical patient rooms and storage facilities for miscellaneous non-critical items, due to their more cramped construction and less sterile environments, a natural result of being constructed of wood and brick, as opposed to more modern materials.

However, despite the modern exteriors of many of the complex's buildings and structures, the interiors have all taken an older design language, consistent somewhat with the eldest buildings in the complex, redesigned to be more sterile, but still fitting with the older designs of the other structures, it has provided the complex's various mismatched structures with a similar interior language, one of older comfort, which gives off an air of almost being outdated and behind the times.
But, much like how the IIH is wrongfully considered the superior medical institution to the HCHC, the beliefs of being outdated and behind the times couldn't be further from the truth in almost every facility that the complex contains.

From the surgery suites, to the cancer-treatment centres, to the MRI and Cat-scan rooms, to genetic disorder therapy and experimental treatment laboratories, the HCHC is equipped with the bleeding edge of technology, acquired from all corners of the country, from the research facilities of Kazo, to the manufacturing facilities in Imakii. All the labours of many different individuals and experts come together to form the most advanced facilities that Hii have to offer.
Likewise, the staff of the HCHC are vetted extensively and consist of only the best and brightest that the country can provide, be they citizens or foreign residents, any medical professionals a cut above all others are sent to Hii, to work on the most critical of sectors for the entire country.

All of these cutting-edge tools and systems are required in a sector where industry is so heavy, in an area where so many people require constant attention to be kept alive after mistakes may have cost them so much. All of these tools prevent these patients from losing anything more... and may even salvage their lives from the brink, leaving them healthy and safe by the end of their stay.
This is not the only purpose that such equipment and tools have, however.

The HCHC is also home to one of the largest therapy facilities for substance abuse and mental disorders in the entire country, though it is not a traditional mental hospital in the typical sense of the word. The Hii Institute of Mental Wellness and Substance Recovery, or HIMWSR, is home to an extensive number of staff and equipment dedicated to helping those who cannot help themselves, their goal is to turn those who are unable to care for their own issues, such as those cursed with debilitating mental illnesses, or those cursed with an eternal addiction to particular materials, medications or harmful substances, into functional organic beings, capable of making their own choices and getting their lives back on track.
Treatments for such things include controlled doses of 'clean' substances, supervised addiction treatments, supervised mapping of mental architectures and genetic disorders for those with mental illnesses, as well as numerous other more experimental and complicated procedures, depending on the nature and difficulty of the patient in question.

As a result of the complex's extreme size, it can almost be classified in a similar fashion to the Service Districts, which contain numerous critical services and infrastructure that help keep the city running. In no small part, the HCHC is in all but legal classification, such a district. Due to it's sheer size, it is administrated only by the Ministry of Health and Safety... and not the Districts that it finds itself sandwiched between.

On top of this, the requirements for such an enormous facility gives it the largest contingent of emergency vehicles of any facility of it's kind within the country. Including not just vehicles meant to handle medical and physical emergencies, but also dedicated vehicles and staff to detain and transfer confirmed mentally deficient individuals.
On top of this, the complex also maintains a number of vehicles specialized in dealing with severely immunocompromised or isolation-requiring individuals, due to the sheer volume of people that the complex deals with... and the possibility of such patients requiring aid, when no other facility could cater to them.

However, not all of these facilities are created equal, especially in areas where non-threatening and treatable injuries and illnesses occur in significant numbers each year. Facilities of these type are also minor clinics, on top of being additional garages and staging grounds.
This means that most minor incidents tend to be deflected to these smaller clinics, which despite their far inferior capacity in treating genuinely critical cases, are more than capable of keeping the general level of health across their region higher than would be possible without them.
Most of these stations include pharmaceutical dispensaries, checkup facilities that allow them to provide basic diagnostics on an individual on whether they should be worried about a particular issue, as well as extremely limited materials for handling minor broken bones or twisted joints.

Besides this, there's not much to say about these facilities, they tend to be marked with the bright shades of teal of the Ministry of Health and Safety, but are otherwise designed to blend in with the architecture of the surrounding areas. The only additional thing to note, is that some of these facilities are located on the coastline, where they fill a more crucial role, specifically acting as staging grounds and medical facilities for the coastal guard, helping to augment their limited medical facilities.

The facility consists of significant numbers of waste collection facilities, that bring in waste from across the city, especially from central sewage collection nodes that help control the rate of waste influx, with tanks present to help prevent the main facilities from overflowing and forcing a shutdown of the system
All waste collected by these nodes is eventually sent off to be run through the entire system's significant multi-stage purification and processing system, though some of these nodes provide at least some form of filtration, depending on the expected waste they are to receive from the surrounding area.
Processing at the main complex first starts with basic filtration systems, that seek to capture the simplest and largest forms of solid waste, particularly items that don't belong in the sewage system at all. Such as items accidentally lost to toilets, gutters or other systems connected to the sewage lines. These systems are extremely basic and do exactly what would be expected of them, they simply pull these large items from the intake pipes and allow plant staff to send these items off to relevant authorities and facilities to be dealt with accordingly.

The second stage is similarly simple comparative to the rest of the stages, as it simply consists of large tanks designed to adjust the velocity of waste liquids so that waste-particulate unable to be chemically treated is filtered out. This is accomplished in a fairly simple manner by allowing such particles settle in specific catch-points within the tanks, thereby filtering out things such as small rocks, sand, or other inorganic or non-chemical matter and material, this stage consists of multiple runs of this process through slightly different versions of these tanks, helping to capture as much contaminants as possible to ensure the smooth functionality of later stages.
The third stage is similar to this, but consists of tanks that aren't designed to force waste liquids around at any particular rate, but rather are designed to allow waste particles to settle, however, these tanks have been partially modified in recent years to include additional filtration systems that help deal with some amount of the particles as the waste enters the tanks, allowing the required settling times to be much lower, allowing for greater throughput compared to earlier designs of filtration systems.

The fourth stage of filtration includes the introduction of what can be classified as 'helpful' bacteria. Most waste at this stage is typically biological in nature, which requires the introduction of these bacterial assistants to help destroy them, via the best method available to them, by consuming them. This allows the bacterial and organic aspect of the waste to be destroyed. This process is assisted by introducing excess amounts of oxygen into the filtration system for the process of aerobic digestion. This stage also includes a secondary part which allows some of the now bacteria-filled waste liquids to be returned to the beginning of the stage, to help induce the process in the earlier waste that has yet to receive the treatment.
On top of this, this additional step includes additional settling tanks to deal with any leftover physical matter, before the final steps of disinfection and purification are conducted. Though it should be noted that heavy-industrial waste is run through a far more intensive system comparative to the rest of the waste, due to a separation of the two sewage systems for safety reasons.

The final stage for most waste, industrial or not, includes a significant amount of different disinfection techniques. In Hii's facility, various chemicals and neutralization agents are added to the water, primarily to remove bacterial and viral agents, as well as industrial and commercial-grade chemicals, or even agricultural-based ones, though typically the agricultural districts will filter their own waste.
This stage goes through multiple sections, with at least several stages set aside to clear the water of the remaining chemicals and agents used to remove the dangerous biological aspects from the wastewater, allowing for the water to be completely filtrated of all artificial materials, harmful or not.
Once this stage is completed, regardless of whether it's the end of the heavy-industrial processing system or not, the wastewater is moved into the second half of the HLWPF, which is the water treatment plant designed to cleanse it's input further, to result in pure drinking water either for consumption, or for use by industrial and commercial needs. The system of additional filtration is typically similar to that of other systems, but is highly automated and efficient, utilizing the best techniques possible with national technological advancements. All processing plants are required by law to do the same, but Hii's is the largest and most efficient for it's scale, capable of providing for the entire city of Hii and having room to spare for expansions.

As a result of all of this, like many other cities in the country Hii uses almost no additional water where possible, preferring to simply recycle as much as possible unless unable to continue doing so, which keeps wastefulness as low as possible.

It's major role is to prevent any waste from going unprocessed and unused, with extremely strict protocols and operational guidelines designed to force the facilities to recycle and dispose of everything imaginable, from metal waste, chemical waste, plastics, oil-based products, agricultural and aquaculture byproducts, among whatever else could possibly even be delivered to the facility by the extensive waste collection systems across the city, managed almost entirely by automated systems, save for some residential sectors that have yet to be rigged up with the necessary facilities to guide the automated collection vehicles.
The facility, like it's own collection infrastructure which spreads as far as the city itself does... and even beyond into neighbouring townships and outlying countryside facilities, is highly automated. Overseen by a directory AI system known as 'SNOWRS,' fully known as the Sapient Network for Organizing Waste and Recycling Systems, with many automated systems and organic staff operating under the network.
It's sole purpose, much like the facilities and infrastructure it helps to operate, is to ensure the complete and total processing of all resources and materials that pass through it's region of responsibility. Be that melting down metal from vehicles and electronics, to recycling the glass and plastic found in most containers and commercial-grade products.

To that end, the EHSWP&R is far more like a multi-purpose factory and foundry than it is a traditional dumping facility or recycling plant, capable of sorting waste into numerous separate sections to be processed in one of many differing sub-complexes dedicated especially to numerous different material-types.
From the large foundries that churn out fresh metals, to the refineries that return petroleum-based products and byproducts back into their raw and useful forms, to be reused for new processes and products, to the biodegradable materials that are used to create nutrient-rich fertilizer for use in the city's extensive agricultural sectors. Every piece of waste has it's place... and SNOWRS watches carefully for any signs of inefficiency or unnecessary loss of material in the processes that are meant to recycle as much as possible.
As a result of this constant strive for perfection, mandated by SNOWRS' own directives and the administrative oversight of the Ministry of Ecological Conservation, the complexes and machinery across the processing plants are consistently being updated and modernized, with both local and foreign technology taken into account to ensure the best returns, as the Municipal Government has always striven for total self sufficiency, which includes the complete reuse of all waste, to minimize damage to the environment, no matter the cost.

SNOWRS, and thus the EHSWP&R facility itself, tends to work very closely with G.O.E.S, the national-level economics network... and as a result the two systems tend to coordinate waste processing and resource allocation quite significantly, resulting in an unexpected but not-unwelcome boost to efficiency that otherwise may not have been possible if the two systems were forced to remain isolated from contacting each-other.
Equally, SNOWRS has something of a personality comparative to most non-sapient management system. It seems to take the persona of a perfection-driven management officer, with an apparent tendency to reward and praise staff whom are able to safely boost efficiency without significantly increasing risks or costs in doing so, which has earned it the admiration and loyalty of relevant plant staff... as well as the interested eye of numerous government and civilian entities, that otherwise wouldn't have been interested in an otherwise unremarkable AI system.

Despite the efficiency of the facilities and the drive behind SNOWRS' mission, not everything can be recycled by the city, or other cities, for that matter. As a result of this unavoidable inefficiency, SNOWRS and the EHSWP&R facility have a secondary role beyond processing and recycling waste.
Anything that they are unable to properly process or entirely recycle, is transferred out-of-city to a long-term storage facility, which contains numerous storage complexes meant to seal the waste inside, particularly until processing technologies come up with solutions to refine and reuse the materials that would have otherwise been dumped in a traditional fashion.
This also includes any decomposition gasses that may come from particular materials that otherwise do not wish to exist anymore, gases from such processes tend to be processed and either stored for later use, or chemically treated to break up and cleanse potentially environmentally damaging gases and particulate.

The complex's design and architecture is centred mainly around three main reactor halls, with two large reactors acting as the mainline sources of energy, constructed to be as reliable as possible, even if their energy output may be slightly lessened by this. They are meant to be the safest of their kind in the country... and the most consistent in producing energy as is possible within the realms of modern science.
As a result, they are highly monitored and stringently well maintained, with the two being carefully scheduled for maintenance based on the stressors of the grid and to maintain near-constant electrical output. This also required that both main reactor halls be separated by enough space that if one of them were to be destroyed for any reason, the other would remain intact and operational. This doctrine also applies to the fuel storage and processing facilities, startup-capacitors and batteries, among many other relevant systems. These systems for both reactors are equally designed to be as reliable and safe as possible, with two copies of each auxiliary and required system for each reactor, allowing them to operate no matter what maintenance is required along the line.

The two main reactors are not the only ones, however. There is a third, far larger reactor, which is built further away from the two main reactor halls comparative to how far they are built from each-other. This hall is designed to operate mostly autonomously, with G.O.E.S. having a heightened priority towards this particular reactor when it begins operation, which inevitably includes demands for fuel deliveries.
This reactor is used only in times of extreme stress on the grid, which may involve multiple failures of other power stations across it, failed reactors within it's own plant, or during times of increased demand, such as during increased industrial activity. It's design is far more experimental and temperamental, which necessitates additional automatic systems and more auxiliary systems to keep it running.
On top of this, the reactor is far less consistent compared to it's smaller mainline cousins, which makes it a poor unit for long-term grid usage, especially due to maintenance requirements being much higher for the more complex and larger design. It's sole purpose is to act as a supplementary system in times of irregularity, nothing more and nothing less.

The design of the plant also includes several nodes which house emergency batteries, in case the entire grid and the plant completely loses all three reactors. This allows the plant to operate basic emergency systems, such as lighting and announcement systems, while also reserving enough electrical charge to power the reactor capacitors, which will allow the plant to restart them when repairs or maintenance are complete.

Due to the importance of the HFPP in general, the infrastructure in the surrounding area has segments dedicated entirely to it. There's routes directly to the Industrial Services District and to the East Hii Solid Waste Processing & Recycling complex. The Industrial Rail Network is also highly integrated into the plant's infrastructure to help deliver fuel and emergency resources almost immediately after being ordered.
This means that the HFPP has the best response-times for all emergency services and from G.O.E.S. controlled infrastructure as is physically possible.
Finally, the plant is staffed with a number of security personnel from the militarized branch of the Department of Police Services, which ensures the plant is protected from any malicious intent, or dangerous individuals who would seek to harm staff and equipment. This security staff is equipped with military-grade weaponry and is more akin to proper military staff than it is to standard police services.

Most of the original facilities constructed in the 19th century, such as the original fire halls and constable precinct have been demolished by the time of the modern incarnation of the CSD, instead being replaced by modern, sleek, function-first facilities, this includes most maintenance facilities... and creates an oddly contemporary-looking spot in an otherwise outdated or retrofitted sea of buildings and towers, which also means that this district's design language doesn't particularly fit into the language of the rest of the city, though attempts have been made to mitigate this when possible.
However, mitigating design languages is not as critical as maintaining a technological edge across the entire sector. This includes the vehicles and equipment within the CSD themselves, which are consistently updated and modernized when possible, to provide the best services that can be provided for the scale of the staff and stations, highly automated systems help cut down on mistakes and unnecessary tasks, while the staff themselves are provided among the most expensive civilian-grade equipment the city can afford.

Though, it should be noted that the CSD is not the largest of it's type, nor is it the most critical. Servicing mostly commercial and residential zones, with Agricultural and Western Hii services likely being relocated within the next 20 years, to a new service district, which will lessen the importance of the sector further.
As a result of this lessened importance save for those of involving infrastructure maintenance and management, the district is not as well equipped with more industrial-grade vehicles or specialist emergency units, though some do exist, especially related to emergencies that may occur within Hii's larger skyscrapers and central 'mall' complexes.

Still, the CSD's importance is likely to remain high, especially as the city continues to expand and grow along the major highway network that sprawls out from it's core, the CSD's direct connection to this network will continue to allow it to operate wherever it is needed, with Northeastern and Central Hii unlikely to rely on other districts of it's type for the foreseeable future.

Due to the nature of it's surroundings, the ISD is equipped with far more resilient and specialized equipment, including armoured police units, hazmat fire equipment, or emergency chemical cleanup teams.
Likewise to this, the maintenance of infrastructure is taken to a higher extreme than in the CSD, with both the Industrial and Commuter rail lines having multiple maintenance depots in the area and a fleet of diagnostics and repair units being present to patch and repair damaged rails and other relevant parts of the lines.
Due to being newer than the CSD, the district also had the luxury of designing it's major buildings for the expansions ahead, with funding provided under the Rodenfal administration allowing the district's Fire Department and Police Precinct in particular to be oversized by intention, which saved the area from being overwhelmed by the rapid expansion of Hii's industrial strength as the years rolled by.
The facilities ditch beautification entirely for an industrial design of practicality, with the buildings looking similar to most of the heavy industry, just typically marked in the colours of the relevant ministry or emergency service that controls them.

Due to the ISD's presence on the coastline, the Fire Department and Police Precinct are able to operate not just land and air-based assets, but also have sea-bases present to launch vehicles relevant to sea-based rescue, law enforcement, or firefighting. This has only made it even more important for the ISD to be well-staffed and well-funded, which is boosted even more thanks to the ISD's responsibilities in responding to security and emergency situations in the district of Yiitami, where Hii's fusion power plant resides. Like with the sea-based assets, there are specific staff and vehicles on duty at all times to respond to any emergencies out of the control of plant staff, which includes chemical fires, terror attacks or other equally dangerous things that could result in the disabling of the plant and the rest of the power network.

Finally, the ISD's presence on the coastline allows for the Coastal Guard and the Trade Customs Bureau to operate their own vessels from it, while the TCB's vessels are typically only inspection craft, the Coastal Guard operates a far more significant fleet from the facilities in the ISD, including one of the Icebreaker craft that help keep the harbours of the country free of debris and dangerous ice-sheets.

However, at this time, funding has yet to be provided to create the WSD, with the city government currently awaiting budgetary estimates to return on the costs of creating such a sector dedicated to Western Hii, some estimate that the city may reach 18 million people before the government can authorize it's creation, which may be too late for the plan to be implemented properly, this has led to concerns from citizens in the Western districts and to concerns from the Federal Administration directly. It's currently unknown when exactly the district will begin construction and when infrastructure will be modified to help serve it.