Browsing Tag: speed

    中国高铁 China High Speed Rail 1/2 [HD][CC]
    Articles, Blog

    中国高铁 China High Speed Rail 1/2 [HD][CC]

    October 19, 2019

    Definitely very fast and safe There is no doubt this is the pinnacle of technology The train is so smooth, the water bottle can stand upside down HSR [high speed rail] brings highly dependable and convenient travel to the Chinese And demonstrates to the world what is possible [March 2010, United States Ambassador Jon Huntsman] [Huntsman] we Americans can learn a lot from the Chinese HSR is a proud accomplishment for China Holding numerous world records The high speed line from Wuhan to Guangzhou is 1068.8km long, the longest in the world construction included 684 bridges and 226 tunnels designed for top operating speed of 350km per hour this daunting project … from ground breaking to operation took only four years, six month and three days, another world record [railway official] China’s HSR program can be described as having six world class accomplishments the most comprehensive technical system highest passenger capacity highest service speed covering the longest distances the largest in infrastructure coverage largest group of skilled personnel and technical expertise the facts all support these conclusions China’s rail network is positively received and praised by people across the world People can’t help but recognize the technical advancements it demonstrates. China’s high speed rail network began a new chapter in rail transport. It’s hard to believe only 6 years ago, high speed rail did not exist in this country. Yet in developed countries, high speed rail has being in operation for 40 years. 6 years ago, the fastest train in China had speeds only half that of the world’s fastest [Chinese official] I studied and worked in Japan for a while traveled on the Shinkansen sitting on Japan’s high speed train I realized there was another way to build railroads that trains can be made to run at speeds this high that high speed trains can bring these enhancements to people’s lives. I really respected was I saw and admired its possibilities. for many years, Chinese rail builders played catch up. on one hand they pursued the dream to build world leading railroads, on the other hand they faced the reality of China’s relatively primitive rail infrastructure that can not satisfy the demands of its people lagging behind in both passenger and freight capacity… severely hindering economical and social progress Generations of rail builders devoted their lives to bring improvements. [Ministry of Railways official] Our predecessors have done a lot of ground work. In 1992, Ministry of Railways founded the branch dedicated to making high speed rail a reality This branch promptly began studying existing high speed rail development in other countries To most quickly adopt and build upon HSR technology the government recognized that China should pioneer a new approach. The question was how should China develop its rail infrastructure? The Ministry of Railway quickly realized the need to gather technical expertise and build up production and assembling capacity With strong support from the government, high speed rail development was fast tracked. A mid-long term rail network plan was passed Thus begun the realization of China’s high speed rail dream [Beijing China] January 2004, Chinese State Council approved the mid-long term rail network development plan. The plan included over 12,000 km of high speed rail lines Four lines will cross China North-South
    Another four lines will connect east-west That year [2004], China’s fastest line had speed of only 160km/hr or three quarters of Japanese Shinkansen’s initial operating speed 40 years ago [Ministry of Railways Official] When we went to other countries to discuss our plans They were impressed with our ambitious objectives but I got the impression that they felt our plan was a dream
    with materialization far off in the future However taking a unique path allowed China to gain an extraordinary leap in HSR development When we started on high speed technology, we did not take the beaten paths taken by many others For some countries, the speed increase was gradual Taking almost 50 years to go from 200km/h to 300km/h For us, our current economical and technical capabilities allowed us to directly adopt the best technology By acquiring existing knowledge, digesting it and further innovating we set our goal to build with the most advanced technology anywhere In 2004, renowned international companies entered bids One company quoted 350 million RMB yuan per train [approx $50 million] and a 390 million Euro fee for technology transfer Ministry of Railways’ negotiation team held fast that price for train be dropped to below 250 million RMB [~$35 million] and technology transfer fees must be no greater than 150 million Euros That company felt it was impossible to deliver under that price At that time we were negotiating agreements between Chinese companies valued at 1 billion yuan [~$100 million] with foreign companies’ that are worth over $150 billion USD Had we not emphasized and utilized our tremendous market potential, our negotiations would have came to stand still, This country’s ability in bringing people together to pursue immense projects formed a crucial and formidable component of the negotiations. In the end, the central government reached agreements with other companies and the company that lost the HSR contract dropped in stock value From then on it was clear China was determined to acquire world class [Ministry of Railways official]; China had to catch up with decades of development in HSR technology The HSR program attracted leading experts from aerospace, material science, electronics, electromotive and more and combined their innovative talents They shared in the spirit of scientific exploration
    and common purpose of developing world class technology The Chinese understood – collaboration is fundamental to development December, 2009, Wuguang HSR went into service on board were leading foreign HSR experts the experts were first skeptical to what can be accomplished in four years time there was doubts regarding the 350km/hr designed speed and smoothness of the train more doubts on whether 350km/hr speed is sustained the whole distance from Wuhan to Guangzhou The ride cleared all these doubts and was well received by international experts. China now has world class HSR… its said that the first locomotives were slower than horse drawn wagons (carriage) 140 years past before the coming of HSR the progression from 200km/hr to 350km/hr took developed countries 40 years from 2004’s railway plan to operating 350km/hr service, China used just four years [Official] and we are not slowing our HSR development Later this year, trains designed for 380km/hr will be rolling off production line [passengers cheering] According to China’s Mid to Long Term Railway Network Plan by 2020 there will be, four north-south and four east-west HSR corridors and HSR services between numerous provincial capitals and mid-large cities regarding China’s lighting fast HSR growth U.S. President Obama remarked in the 2010 State of the Union Address [Obama] “There’s no reason Europe or China should have the fastest trains” Discussions are also underway in other countries regarding how China quickly earned the international spotlight for HSR behind the success is the philosophy of adopting, reflecting and reinventing please stayed tuned to China’s high speed rail progress

    China High-speed Train departing from Beijing, stops at a station (trains passing at 300kph!!)
    Articles, Blog

    China High-speed Train departing from Beijing, stops at a station (trains passing at 300kph!!)

    October 14, 2019

    Departing from Beijing West railway station. Train No: D6747. Origin: Beijing West, Beijing. Destination: Shijiazhuang, Hebei. speed limit due to old tracks. The trip from Beijing West to Shijiazhuang is 281km (175miles) in length and takes 1hr40min. Ticket price is ¥86.50 yuan (about $14 USD). A high-speed train entering Beijing West railway station. Train broadcast: warm welcome, no smoking on the train… Our train is semi-highspeed train, and for this trip it takes 1hr 40min, making two mid-way stops. For full-highspeed trains, the fastest one only takes 1hr 07min to accomplish a 175-mile journey, making no stop midway. We’re leaving center city Beijing… and gaining some speed. We’ll not reach top speed until 10 min after departure, since we’re running on the old tracks in the city or some connection tracks to the main line of the high speed rail. And now the tracks are newly-built, as we can see there’s concrete and steel instead of rocks below the rail. Apartment buildings in the outskirts of Beijing. And here we are in the Beijing’s Garden Expo area. However there’s some pollution and we cannot see the gardens quite clearly… Beijing subway line 14, connecting the garden expo center to the city. Ready to enter the main tracks of the Beijing-Guangzhou high-speed Rail. Speed limit is 160 km/h for the junction. We’ll gain speed soon after that. Beijing-Shijiazhuang Express Way on the right. Train speed 174km/h (108mph) The train is running very smooth at a high speed, due to the high precision of construction (special thanks to all the workers who worked really hard for this railway for 4 years!). A bottle with water can stand upside-down on the table when the train is operating at top speed (sometimes cigarettes can stand too, and when train is moving slower like 120km/h, even a coin can stand on the table)! Train speed reaches 243km/h (151mph) Besides the fact that the trip is steady, it’s also quiet in the car. You don’t need to speak aloud like on a plane. It’s nice to read books, watch movies or take a nap on the train. The trip with no stops can sometimes be boring. If you’re not a rail fan, please navigate to 20’30”… Broadcast: Train approaching Zhuozhou East (Zhuozhoudong) railway station. Every highspeed train in China is equipped with English broadcast. Therefore when English speakers ask me for any tips when travelling by train in China, I always recommended taking high-speed trains. Lots of high-speed train stations offer English service. As we’re approaching Zhuozhou East railway station, we’re entering Hebei province. Zhuozhou is often regarded as a satellite city of Beijing, with a population of 0.6 million. Slowing down… We’re now 50km (31mi) from Beijing. This station serves high-speed rail only and is not built in the city. In fact, lots of high-speed train stations are not in the city, some are even far away from the city. Entering platform Our train will make a 10-minute stop making way for another train G525. Our train is a semi-highspeed train (D-train), since the top speed is 250km/h. The G-trains, which are real highspeed trains, can reach a speed of 300km/h or even higher. Since the G-train behind is faster, we need to make way for it. You can jump to 28’30” to watch the following part, since the stop time is a little too long… Train No. D672 (Taiyuan->Beijing West) is pulling into the station. Two trainsets (each has 8 cars) are connected together to hold more passengers. The connected trains can hold over 1200 passengers. The G-train behind is coming in about 1 minute… The train is coming, get ready… G-train passing, 300 km/h Another G-train is passing in the opposite direction in ~4 min. You can navigate to 34’40”… High speed train approaching, please get ready… 300km/h passing… Bound for Beijing West We are about to leave the station… Thanks for watching!

    High-speed Rail in Canada
    Articles, Blog

    High-speed Rail in Canada

    October 13, 2019

    Hi Youtube, This is Geekteen2.
    I’m going to talk about high-speed rail. Right now, Canada doesn’t have any high-speed rail
    lines. It’s the only country of G8 without high-speed rail. I think that Canada should
    use high-speed rail, like the other members of G8.
    According to the European Union, high-speed rail is passenger rail that operates at least
    200 kilometers per hour on upgraded track and at least 200 kilometers per hour on upgraded
    track and at least 250 kilometers hour on new track.
    They travel fastest on specific tracks with few curves and no at-grade crossings. This
    is often faster than any other passenger rail except maglev.
    High-speed trains move much faster than speed limits for cars. Their maximum speed is often
    slower than passenger jets, but travel times can possibly be shorter for shorter distances.
    Train stations are often located in city centers, while airports are often located outside cities.
    Train stations aren’t often required to check baggage for security, unlike airports.
    Another advantage of high-speed rail over air travel is that it often runs on electricity
    from overhead lines, as aircrafts generally burn gasoline. Rail travel is also a very
    efficient way of transportation. The safety of HSR is often better than both car and aircraft,
    especially when it’s on dedicated tracks. The main disadvantage of HSR over air travel
    is that it’s more expensive. Here’s a chart that shows how many high-speed
    rail lines are in each G8 country. I added the most populated countries China and India,
    and Spain which is a large user of HSR, even though they’re not part of G8. China has the
    most, with France in second. This graph shows the total length of high-speed
    rail in each of those countries. This includes both track in operation, and track under construction.
    China now has the longest length, with Spain in second.
    Canada has a low population density. This makes it hard to find areas that are suitable
    for high-speed rail. There have been 2 proposed HSR lines in Canada;
    One would be in Ontario and Quebec. It would go from Windsor, to London, to Toronto, to
    Ottawa, to Montreal, and then finally to Quebec city.
    The other proposed HSR line would be in Alberta. It would go from Calgary, to Red Deer, to
    Edmonton. A few international lines have been discussed
    by polititians, with little progress. One is from Vancouver to Seattle, to improve Amtrak
    Cascades. I’m in support of this line, and I think that it should be extended farther,
    if successful. There are many people driving or flying from
    Portland to Seattle, or the other way around, which makes this a good route for high-speed
    rail. It could then go to San Francisco, to link to the high-speed rail line in California,
    which is already being planned. That line would be far from now. There could also be
    an international line in Eastern Canada and United states.
    In my previous video, I talked about a high-speed rail line in BC, going from Vancouver to Whistler.
    But this line is unrealistic, as high-speed rail is likely to be too expensive for the
    area. That video is no longer public. I still think that there should be a passenger
    rail service going from Vancouver to Whistler available alongside the Rocky Mountaineer,
    that’s both faster and cheaper. But it would have to be slower than high-speed rail. A
    more appropriate option would be diesel-electric multiple unit, preferably running on biodiesel,
    which produces far fewer greenhouse gas emmissions. In 2009, EKOS research associates asked many
    Canadians a survey on their opinions on high-speed rail development in Canada.
    80 percent of them supported HSR, 62 percent of them strongly supported it, and only 6
    percent were against it. High-speed rail started in Japan in 1964,
    and Europe first used it in 1967. Now it’s time for Canada to adapt it.
    I’ve decided to allow video responses without my approval to this and all my other political
    videos, to allow people to express their opinions on the subject.


    How Does An In-Motion Monorail Scale Work

    October 13, 2019

    For over 20 years, we have been manufacturing
    and designing our own NTEP approved, high accuracy in-motion monorail scales for slaughter
    plants. Our monorail scales incorporate a state-of–the-art
    weight indicator and data collection that will take your plant to the next level! Our monorail is designed to withstand the
    highly abusive and corrosive environment of your slaughter plant. The monorail is constructed from 304 stainless
    steel to prevent rust and corrosion. Parts such as dogs, chains, drive shafts,
    drive sprockets, and chain supports, are made of stainless steel or durable plastics. We use counter-sunk bolts to minimize potential
    trolley snagging on the entrance rail, live rail, and exit dead rail. On the transition rail, we use button-headed
    bolts to allow the rail to pivot. The monorail scale is mounted directly into
    your plant’s overhead rail and trolley system. A carcass-laden trolley is propelled by the
    plant’s overhead chain until it reaches the scale, where the scale’s propulsion-chain
    then advances the trolley faster than the overhead chain, weighs the carcass, and is
    picked up again by the overhead chain once it exits the scale. Here’s a simulation of how the process works:
    As a carcass-laden trolley approaches the scale, it is being propelled by the plant’s
    overhead push-dog onto the scale’s multiple rail sections, starting with the dead rail. The dead rail has no effect on the weighment
    of the trolley, but helps tie the scale into your rail system. The trolley then advances from the dead rail
    to the transition rail, where the scale’s propulsion chain engages the trolley and advances
    it onto the live rail and slightly ahead of the overhead chain. At this point, it is essential that the scale
    propulsion chain pulls the trolley away from and ahead of the overhead chain in order to
    eliminate interference of the overhead chain on the weighment process. The transition rail gradually applies the
    weight to the load cell supported live rail, preventing an instant shock loading & minimizing
    weight oscillation. This is a simulation of our monorail vs. a
    competitor’s monorail: Due to their construction and design, our competitor’s monorails typically
    experience significant shock loading of the load cells that affect weighments. Our monorail permits a smooth trolley transition
    by gradually applying weight to the live rail portion of our scale, significantly reducing
    weight oscillations of the load cells. Start and stop photo-eyes are mounted on an
    adjustable slide bracket across from the scale rail and facing a reflective strip. The trolley is ahead of the plant’s push-dog
    once it reaches the start photo-eye that is mounted across from it towards the beginning
    of the live rail. At this point, a signal is sent to our SDS
    weight indicator telling it to start the weighing cycle. A stop photo-eye is mounted across from the
    end of the live rail. As the trolley passes, a signal is sent to
    the SDS weight indicator telling it to end the weighment cycle. The SDS weight indicator displays the average
    weight and transmits the weight information to the database. After the trolley is finished being weighed,
    it enters the slightly downhill-sloped dead rail and is gravity-propelled away from the
    scale until it is again picked up by the plant’s overhead rail and trolley system. This SDS weight indicator calculates the net
    weighment and transmits that weight to the appropriate receiving system. This information can be sent via RS-232 or
    Ethernet. SDS firmware advantages are easy calibration,
    via an easily accessible configuration display including audit trail log information to aid
    users and inspectors alike. With the SDS weight indicator, you have the
    advantages of upgrading without the constant worry of obsolescence. We also have remote troubleshooting where
    our technical team can access your system remotely, ensuring you have the support you
    need. A significant advantage of our SDS weight
    indicator is its high resolution trolley tares. This allows storage of an individual trolley
    weight to the nearest thousandth decimal place or finer if you desire. Contact us today to learn more about how our
    monorail solution can take your monorail weighing and data collection to the next level! Be sure to subscribe to our channel to see
    our latest videos, Check out our website (, and follow us on Facebook, Twitter, or Google+. Links are in the description. If you have any questions, be sure to mention
    them in the comments section below.

    Najszybszy Tramwaj w Polsce 2 / The Fastest Tram in Poland 2
    Articles, Blog

    Najszybszy Tramwaj w Polsce 2 / The Fastest Tram in Poland 2

    October 12, 2019

    One of the topics I pay particular attention to are fast tram routes. In Poland, routes of this type are still not very fashionable and are created rather individually. Szczecin’s Fast Tram is unique and the road to the first stage of this investment was quite long. Although, most important are the effects and achieved by trams transport speed. How does it work in case of Szczecin? We’ll talk about this in this episode. Let’s watch! The Fastest Tram in Poland 2 „Prawobrzeże” (eng: Right Bank) is one of the four districts of Szczecin, the only one located on the eastern bank of Regalica River. Area is inhabited by over 80,000 people, every fifth inhabitant of the city. The most densely populated are settlements: Słoneczne, Majowe and Bukowe are quite far from the City Center – about 10 kilometers away. The genesis of construction of these great blocks of flats dates back to the 70s and 80s of XX century. Inhabitants of local villages were expropriated and in the fields were planned residential buildings – even twelve-storey high. Their inhabitants employed among others in the shipbuilding industry, required efficient public transport. Buses have become the main means of transportation to downtown from new blocks. Half of the route covered the area of Międzyodrze, dominated by port areas, forests and wetlands. In its center was running a transport line with railway route to Szczecin Main Station and national road no. 10. The wide two-roadway wide route had 3 lanes in both directions and between the roadways there was a place for a tram line. At this point it is worth mentioning that reached Right Bank of Regalica already in 1927, but after the war, tram traffic returned only to the height of Mining Basin. Next to the east, road drove to the old narrower route, which had two lanes in both directions – going through Duty Bridge. This bridge was part of the only transport corridor between Right Bank and the city center, without the place for a tram track. Hope for building a tram on the Right Bank has brought plans to build a new bridge, which should relieve Duty Bridge. Within the framework of the investment, a new crossing was built on Regalica – Pionier Bridge. Its construction, located about 450 meters south of the Duty Bridge, began in 1999. This was also the first step in the construction of fast tram route to Right Bank. Between two carriages crossing the road, a third bridge with a reserve for the tram track was built. Tracks and traction poles on the bridge appeared only a dozen or so years after opening of a half kilometer-long road bridge. Officially, construction of first stage of fast tram began in 2013. Then a 4-kilometer stretch of the route was built between the Mining Pool and Turquoise loop. Construction did not last long because the route was ready after two years. In the meantime, nearly 4 kilometers of the existing route from Long Bridge to the Mining Basin have been repaired. It was also an essential element of the entire puzzle. It would be silly if the trams drove down the Center from a fast route to an old track with speed limits. During the renovation, the Mining Pool loop was rebuilt. First of all, the track system was moved further towards Right Bank and a tramway back-up loop was left. Interesting is here in general layout of bus standings with direct exit to Gdańska street from each of them. Building after the reconstruction has gained a roof and even a small waiting room. The loop is a transfer point between trams and fast bus lines that connect Center with Right Bank and regular bus lines that run only on Right Bank. From here we continue on the Szczecin fast tram route. First stop of the new route will be seen on the southern side of the Szczecin Airport Aeroclub. To stop the tram here, you have to sign it to the driver – it is a stop on demand. There are not too many objects that generate passenger traffic in its vicinity. The space available here allowed to create a free Park & Ride car park, which allows you to change from a car to a tram. From here we have to overcome almost 6 kilometers to the City Center. The car park will accommodate 425 cars. We were there on a Wednesday, weekday during holidays but it was rainy day and parking was not used too much. Before 14 o’clock there were 19 cars parked there. Szczecin, however, strives to revitalize the center, which may result into increased tourist traffic and parking restrictions, so in time the interest in such a car park in vicinity of city center may grow. It is now also useful during mass events such as the finale of the Tall Ships Races. Part of Szczecin Fast Tram Route was taken in excavation, however, in another construction than in similar route in Poznan. Poznan dugout is unpaved in shape of a trapezium, which makes it very wide. It occupies a strip of land at least 35-meters-wide. The excavation in Szczecin also remained open, however, its sides are vertically cut and encased by retaining walls, forming the so-called bathtub. As a result, it occupies a much smaller strip of land about 10-meters-wide. Due to the screens above the ground level, route was acoustically isolated from nearby buildings as well. The controversial element of the route is the arc that originally was designed to drive at 55 km/h. Overtime, however, there was a buckling of the track at this point, after which the speed was reduced to 30. At present, a proceeding was announced which would lead to the introduction of geometric and structural corrections on this arc and restore as much speed as possible at that point, which is now accepted as 40 km/h. Importance of this place for the whole route is quite small, the change of limitation on originally design will slow down the ride by about 12 seconds. However, the psychological effect of such a limitation is important. Passengers on a collision-free route expect constant speed outside the stops and quite a significant reduction of speed on arc is bad for overall route ratings. Second stop is already in area of Zdroje housing estate. This is the only stop on route section in bathtub. Currently, most passengers of fast tram use it also by using it for bus transfer. They ride the street crossing the tram route via the viaduct, providing access to other settlements of Right Bank. All stops on the tram route have an platform edge length of 60 meters. As far as the word of honor it is enough for two 30-meters-long Swing trams, but for dual articulated Tatra trams it does not give such a possibility and second tram will have to wait for departure of first. At the edge of the Słoneczne estate a 3-track loop was created, which at the moment ends route of fast tram. At the same time, a two-track section was also built to allow for further extension of the route. There is still bus loop in bulding, which will provide a change from bus lines entering Right Bank settlements to trams right here, instead of duplicating tram routes on a 4-kilometers-long section to the Mining Basin. The Metropolitan Railway will be also integrated with the city’s public transport system – the Szczecin Zdroje stop will be moved closer to the loop. Fast tram is also integrated with city bike network. Stations on Right Bank are densely packed, totally there are 29 stations, although they cover only the central part of this area. Interchange on tram will be provided by stations located at Turkusowa loop and Jaśminowa ZUS stop. The bike can therefore supplement our journey with a fast tram and provide access to selected housing estate. Tram route currently is operated by 3 tram lines, crossing the city center in diameter. They provide direct access from Right Bank to western and northern parts of the city. Each of the line is departing on most of weekdays every 12 minutes, which is quite unusual because there is no morning or afternoon rush hours in schedule. It is not easy to find a 4-minute ahead between these lines, although their routes overlap on 8-kilometer stretch to Port Gate. Instead of same ahead time, they depart at irregular intervals every 6 or 3 minutes. Trams within an hour are now able to carry about 3,400 passengers in one direction. Fast Tram, as the name implies, should reach high speed. As in Poznan, trams ride on route in Szczecin with a maximum speed of 70 km/h. As a result, almost a 4 km long section of the route from Turkusowa loop to Mining Basin is overcome with very high transport speed of almost 47 km/h. In this respect, Szczecin is an undisputed leader in Polish tram routes and main reason for the good result is small number of stops. However, it is impossible to judge this route solely through the prism of a new section, because there will still be yet another section to city center. However, if we take into account the whole stretch to the Wyszyńskiego stop, we still remain in place of the leader with a transport speed of over 35 km/h. Cost of building a fast tram route amounted to 165 million zlotys. A kilometer of such a route cost 41 million zlotys, about one fifth more than a kilometer of a fast tram to Fordon. The differences in terms of both investments, however, are significant. In Szczecin, a semi-kilometer-long Pionierów bridge was built as part of an earlier investment, in Bydgoszcz, a half-kilometer flyover over the East Train Station and technical facilities at the end of the route were built. Part of the tram route in Szczecin is placed in the bathtub, the route also intersects car viaducts, footbridges or walking tunnels. In Bydgoszcz along the route new crossings and kilometers of roadways were created. It is difficult to compare the cost of constructing a fast collision-free tram with a collision route, due to the very divergent scope of works in both cases, which are far beyond tramway construction. Most often in route service we will see PESA Swing trams. These low-floor trams were ordered in two orders and as a result, two variants of about 30-meters-long tram ran around the city. Second tram type to meet on Fast Tram is Tatra KT4. These 18-meters-long articulated trams Szczecin brought from Berlin. The biggest disadvantages of these cars are, however, high floor and age over 30 years. Most of these wagons service lines in double sets, providing up to a quarter more capacity than Swing tram – about 250 passengers. Arc problem mentioned earlier was not the only one on fast tram route. During first months of operation trams on route broke off the pantographs and on Pionierów bridge 3 months after opening, a few inches-long rail section broke at site of weld. The reason for this was the errors in welding rails and it was commissioned to carry out expertise for all 950 weldings on new route. It showed irregularities in 3% of welds in this section. Larger defects, however, were detected on the renovated section preceding Fast Tramway – there were 108 mistakes in over 800 welds. The contractors under the guarantee had to correct the mistakes made in the art. In the Right Bank transport scheme there are rapid bus lines. They also provide as fast transport as a tram in terms of transport speed. However, buses are vulnerable to congestion on roadways joint with car traffic. Right now there are 6 rapid bus connections, 3 of them run only at rush hours. What is equally important – fast buses have a separate fare – single pass for a journey is twice as expensive as a regular bus or tram ticket. Despite of this, fast buses do not complain about lack of passengers and the voices of the restrictions on these connections instead of buses feeding fast tram route, have met with great protest. Greatest advantage of these connections is simply their availability and directness – fast buses enter into area of largest settlements of Prawobrzeże and provide access to center of Szczecin. Construction of route section was first stage of Fast Tram construction and tram network of Right Bank. As a basis for its development, many years ago, almost a 3-kilometer route to Kijewo loop was indicated. In meantime many variants of routes have been considered, but city has chosen two further development possibilities – through the Bukowe housing estate and between Słoneczne and Majowe settlements to Kijewo estate. Public consultations are still ongoing, considering which routes should be built and in what order. There will be also built new tram depot on Right Bank. Undoubtedly, on issue of route development – tram should go alongside the most inhabited areas, allowing as much as possible to handle current and future inhabitants of Right Bank. Szczecin’s Fast Tram is one of several such investments in light rail transport that we have observed in recent years in Poland. We’ve got here a collision-free solution, which can directly compete only with Poznań Fast Tram route. The city must cope with all the problems with the quality of execution of previous episodes and the ability to accelerate the journey and increase its attractiveness to fast buses lies in old section to Mining Basin. There is still potential for better priority in traffic lights and tramway separation from cars on Long Bridge. If this is to be the backbone of Right Bank transport network, it must not be as resistant as possible to external interference. There is also a fundamental issue of increasing accessibility to the route by extending it to largest settlements of Prawobrzeże. In second stage, Fast Tram will no longer be built as a collision-free route – so special efforts are needed to ensure the highest priority in installed traffic lights. This should not be difficult – similar effects have already been achieved on the routes in Bydgoszcz to Fordon or in Warsaw to Tarchomin and Nowodwory. Meanwhile, thank you very much for your attention and see you next time!