Browsing Tag: transport

    Learning Street Vehicles Names and Sounds and more for kids with tomica
    Articles, Blog

    Learning Street Vehicles Names and Sounds and more for kids with tomica

    October 15, 2019


    Unicycle Bicycle Tricycle Skateboard Segway Baby stroller Taxi Jeep Cabriolet Caravan Tram Bullet train (Shinkansen) Metro Sailboat Boat Dinghy Ferry Speed boat Submarine Hot air balloon Blimp Space shuttle Parachute I hope you enjoy this video. If you want to see more, please click on the like button to let us know. Remember to subscribe our channel. Thanks for watching, and have a good day, bye bye

    Diversity and inclusion at Rail Projects Victoria
    Articles, Blog

    Diversity and inclusion at Rail Projects Victoria

    October 15, 2019


    I’m a proud Taungurung man. Our Mob is part
    of the Kulin nation. I guess RPV supports me in my role by encouraging flexible working
    arrangements. When I saw the role I thought this was a great opportunity to make an impact
    on Victorians, particularly from an employment perspective, but also from a business perspective
    in trying to encourage our contractors to employ people who come from disadvantaged
    communities, but also support new businesses whether they be from social enterprises or
    Aboriginal businesses. It’s a really exciting challenge working in
    the regions, communities are very different to city communities so you really get to immerse
    yourself in a region and understand the experience of the transport network from a very different
    perspective. We support the wellbeing and inclusion initiatives
    and events at Rail Projects Victoria, we run Steptember, we do something for R U OK? Day
    every year, White Ribbon we’re a big supporter of and the department is a big supporter of. We’ve played a big role in National Reconciliation
    Week, NAIDOC Week, International Women’s Day which is also important in an inclusion aspect
    given the discrepancy in numbers with women in engineering and thinking about ways we
    can improve that and be a leader. I think it’s the people that make this place
    a really special place to work and no doubt that supports me to do what I can do, but
    it also makes me happy to want to come to work every day. It’s been really nice to have the scope to
    build the team in a way that allows everyone to come together and be at their best. I’ve got three kids, all keeping me busy after
    hours, the arrangements here to work flexible really supports not only the work that I do
    but also supports me and my family because I think that’s equally important because kids
    grow and they grow quickly and that time you just can’t get back.

    Building Sydney Metro Northwest’s skytrain
    Articles, Blog

    Building Sydney Metro Northwest’s skytrain

    October 14, 2019


    [UPBEAT MUSIC] FEMALE DIALOGUE: Welcome to skytrain, the most visible part of the Sydney Metro North West. While most of Sydney’s new railway network is below ground in Australia’s longest railway tunnels the 4km skytrain delivers new metro trains into the heart of Sydney’s North West. From Bella Vista to Rouse Hill, the skytrain includes a landmark 270 metre cable-stayed rail bridge over Windsor Road, similar in design to Sydney’s Anzac Bridge. The skytrain is a great innovation, which means the new Metro Line Won’t cut communities in two, instead people will be free to move around under it including the 50,000 cars a day that use Windsor Road. The skytrain is being built using two state of the art launching gantries or horizontal cranes. A feat of modern engineering these gantries work up to 20 metres in the air lifting into place the pre-made concrete segments which will form the deck of the skytrain. [UPBEAT MUSIC] These gantries arrived in Sydney’s North West in more than 23,000 pieces, loaded in 182 containers. Assembling and then lifting the gantries is a precision operation. Involving a range of specialists like engineers, surveyors and crane operators. Using two 500 tonne cranes it requires a carefully choreographed manoeuvre of metal and a constant eye on the heavens. GIUSEPPE MAFRICA: So one of the main factors that can affect the job will be the wind, rains as well, so the weather conditions will be continually monitored. FEMALE DIALOGUE: The launching gantry is made up of steel beams called trusses and has a completed length of 150 metres. It weighs in at a massive 600 tonnes and will be used to lift a series of concrete segments weighing between 65 and 140 tonnes. [upbeat music] Starting at both ends, the two gantries will move to the middle of the skytrain at a rate of about 70 metres a week. They’re expected to meet near the intersection of Windsor Rd and Old Windsor Rd in Kellyville. GIUSEPPE MAFRICA: We are going to work with a tandem configuration. With our launching gantry we will be able to lift 20 segments per time. FEMALE DIALOGUE: The Cudgegong Road side gantry will also build the Windsor Rd bridge as it makes its way to Kellyville. The gantry construction method means 7 major roads and the t-ways stay open while the skytrain is built above them reducing impacts on motorists and keeping traffic moving. Once the skytrain is built work will start on the elevated railway stations at Kellyville and Rouse Hill, two of the 8 new metro stations. Services start in the first half of 2019 with 15 trains an hour in the peak, a train every 4 minutes on Sydney Metro North West. The first stage of the new Sydney Metro. [UPBEAT MUSIC]

    Галилео. Монорельс 🚝 Monorail
    Articles, Blog

    Галилео. Монорельс 🚝 Monorail

    October 13, 2019


    Не так давно в московском метрополитене
    открылась особенная линия – монорельс. Монорельс, это разновидность рельсового транспорта, особенность которого в том, что движение осуществляется
    не по двум рельсам, а по одному. Несмотря на то, что первый пассажирский монорельс был открыт ещё 200 лет назад, Россия обзавелась таким
    сравнительно недавно. Вот мы и решили узнать, что заставило железнодорожный транспорт
    пересесть на одну-единственную рельсу, и почему собственно весь остальной транспорт
    не переходит на монорельс. Смотрим. Он детектив. Его работа –
    выслеживает негодяев. Неделю назад сыщику удалось подбросить
    в карман одного из бандитов маячок, и сейчас детектив идёт по следу. Судя по карте сыщика, через мгновение
    он встретится с преступником нос к носу. Но где же он? Ошибки быть не может. Не растворился же этот мерзавец
    в воздухе. ♫ Too many days
    to get lost ♫ Какая досадная осечка. Опытный сыщик, а просчитался. Преступник уехал у него из-под носа,
    на монорельсе. Если бы детектив смотрел программу «Галилео»,
    то не совершил бы столь глупые ошибки. ♫ Too many days
    to get lost ♫ Монорельсовый состав всегда находится
    в движении. Он перевозит пассажиров даже если весь город
    стоит в одной большой пробке. На пути состава нет ни светофоров,
    ни пешеходных переходов. Путь, который на машине
    мы обычно проделываем за час, монорельс проходит
    всего за двадцать две минуты. Несмотря на внешнее сходство с обычной
    электричкой, монорельс совсем на неё не похож. Рельсы электрички проложены по земле. Их, как известно, две. Монорельсовый состав передвигается над землёй,
    на девятиметровой высоте, по одной рельсе. У электрички две кабины машиниста. Чтобы не разворачивать поезд,
    машинист переходит из одной кабины в другую, и движется в обратном направлении. У монорельса всего одна кабина. Для того, чтобы начать движение, монорельсу обязательно нужно развернуться. Сделать это можно с помощью
    гениального механизма – поворотного круга. Вот как он работает. В центре абсолютно круглой станции
    находится мобильный рельс, который как карусель
    вращается вокруг своей оси. Когда состав заезжает на рельс, он
    поворачивается и переносит поезд на нужный путь. Раньше, в начале прошлого века, поворотные круги крутили вручную, разворачивая таким образом
    длинные поезда. А сейчас весь механизм управляется
    с помощью одного человека, и обычного наладонника. Этот состав может вместить 300 пассажиров. Столько же человек помещается
    в небольшом драматическом театре. За один день монорельсовый поезд
    перевозит 11 тысяч пассажиров – примерно треть футбольного стадиона. Напрашивается вопрос: как один единственный
    рельс выдерживает такую тяжесть? А вдруг состав
    соскользнёт с рельса и упадёт? Оказывается, это невозможно. Сдвинуть состав с рельса не может
    ни ураганный ветер, ни даже землетрясение. Секрет монорельса в электромагните. Между днищем поезда и монорельсовой дорогой создано мощное магнитное поле,
    так называемая магнитная подушка. Именно на неё и опирается
    многотонный состав. Получается, монорельс не скользит по рельсам,
    как обычная электричка, а плывёт над ними
    в электромагнитном поле. Такой принцип движения называется электромагнитной левитацией. Сила электромагнита огромна. Попробуйте открыть обычную дверь
    в обычном подъезде, если она заперта
    на электромагнитный замок. Отпереть дверь можно лишь нажав на кнопку
    домофона, которая и отключает электромагнит. Взгляните, какой крошечный магнит,
    зато какой сильный. То же самое происходит
    и с монорельсом. Здесь электромагнит
    в несколько десятков раз больше. Он будет держать поезд,
    пока не отключат электричество. Кстати, как раз сейчас магнит выключен, потому что поезд заехал в депо
    на технический осмотр. Интересно, а здесь что происходит? Не пугайтесь.
    Это всего лишь разворот стрелки. На монорельсовой дороге роль стрелки
    выполняет сама монорельсовая дорога, эффектно поворачиваясь в воздухе. За стрелками, электромагнитами и поездами
    на монорельсовой дороге неустанно следят диспетчеры и
    компьютерная программа. Именно она контролирует действия машинистов. Если на одной из станций произошла задержка
    во время посадки пассажиров, компьютер даст сигнал остальным поездам
    сбросить скорость. Все составы оборудованы системой
    очень похожей на GPS. В любую секунду диспетчер может узнать
    точное местонахождение поезда. Нашему детективу такая система не помешала бы. Но увы, у него сегодня неудачный день. Злоумышленник ушёл,
    и его уже не догнать. Сыщика радует лишь одно – в следующий раз от него никто не уйдёт.

    North Melbourne Station tour
    Articles, Blog

    North Melbourne Station tour

    October 13, 2019


    Currently, we’ve got two TBMs underground,
    Joan and Meg (TBM number one and TBM number two). What you see here is the machines arrive on
    site to the surface, part of the machines are assembled on-site, but the main parts
    of the components are assembled underground, including the cutterhead which is the last
    and final piece that is installed onto the TBM before tunnelling operations commence. In the next couple of weeks. TBM number one
    (Joan) will be successfully launched, and will commence her journey towards South Kensington. The tunnel drive lengths towards South Kensington
    are just over 1,000 meters, so just over one kilometre. TBM number two (Meg) will start about one
    month afterwards, so we’ll have two concurrent TBM operations heading towards South Kensington. Concurrently as the TBMs are making their
    way towards South Kensington, the crews will continue to build the station structure. What you can’t see behind me right now, at
    the bottom of the station structure, concrete slabs and some of the concrete walls that
    have already been concreted. So again, as the tunnelling works proceed,
    the station structure will continue. Once the TBMs have arrived at South Kensington,
    they’ll be recovered through a shaft, and some of the TBM components will be extracted
    back here through the tunnel to North Melbourne Station, and relocated to the east end of
    the station box. Again, we’ve got a repeat process in terms
    of setting up both TBMs and actually commencing their tunnelling journey towards Parkville
    Station. Parkville Station to the east of us is just
    over 1,000 metres in tunnelling length, and those machines will probably start early next
    year some time on their journey towards Parkville Station. When they do arrive at Parkville Station,
    they will not be extracted they will actually travel through Parkville Station and then
    continue their journey towards CBD north. All of the time the tunnelling machines are
    working towards Parkville and working towards CBD north station, North Melbourne Station
    continues to provide those support services for the TBMs. So what support services are we talking about? Well, we’re going to have segments being brought
    in from Deer Park, the segments are individual concrete pre-cast segments, and they form
    what we call a “ring”. A ring length is about 1.7 metres long, and
    each ring contains six individual segments. They all account to about 25-tonnes in weight. These concrete segment rings are installed
    within the TBM, as the TBM progresses. Basically, the TBM advances with an excavation
    cycle, the concrete ring is then installed within the TBM, and the process is repeated
    again. TBM number one (Joan), the cutterhead has
    been successfully installed to the front-end of the machine, and the pressurised steel
    bell is in position. The pressurised steel bell is a very important
    component of the tunnelling operations, as it does provide an environment where pressure
    can be applied to the TBM, and this pressure is necessary to make sure that as the TBM
    breaks through the diaphragm-wall that the ground behind the wall and the groundwater
    stability is maintained and controlled. So the temporary steel bell does avoid any
    use of temporary grout blocks behind the diaphragm-wall area, which again is a very efficient way
    and means of ensuring stability during the initial TBM launch and the initial TBM boring
    which is quite a critical aspect of the tunnelling operations. The TBM cutterhead itself weighs more than
    100-tonne, and the shield is comprised of three individual components, where you have
    the main bearing, you have the drive motors, you have the segment erector, you have the
    TBM operators cabins, and you have the pumps that are required for the slurry operations. The TBM shield itself is approximately 15-metres
    long, and when it’s all assembled and put together in one-piece, probably weighs about
    800-900 tonnes. Behind the TBM, we have what we call the TBM
    support gantries which are individual steel structures, which contain all the support
    elements required for TBM operations. These include, refuge chambers (emergency
    refuge chambers), the transformer packs, crib facilities for tunnelling crews, and also
    houses some of the components that are required to perform the TBM tunnelling operations. During TBM operations, it is quite normal
    practice for the TBM to stop excavation for maintenance crews to go out to the front of
    the TBM to the cutterhead to check for wear and tear on the cutter tools. To be able to do that safely in particularly
    soft ground conditions, the TBMs are equipped with two air-lock hyperbaric chambers. These allow the TBM crews to enter into a
    pressurised environment, as the TBM excavation chambers shall be pressurised. The reason for this pressurised environment
    is to maintain an appropriate level of pressure within the TBM environment, to make sure that
    stability of the excavation is maintained, and to make sure the groundwater stability
    is maintained at the same time. This then allows the TBM crews to go out into
    the excavation chamber and the cutterhead location, to perform whatever potential maintenance
    is required, in a very safe environment for a limited period of time. They can then come back out through the TBM,
    back through the air-locks, and then back out to normal conditions. The very interesting thing about the TBMs
    that are being adapted for Metro Tunnel is that they are what we call “mixed-shield”. This means that there is a continuous circulation
    of slurry-bentonite liquid that runs through pipes that come from the slurry treatment
    plant, go in to the TBM, and then come back to the surface site where the spoil and the
    rock generated from the TBM excavation process is recycled, separated and then prepared for
    disposal to an off-site location. The slurry treatment plant comprises of a
    filter-press unit, a sanding unit, and large tanks to contain spoil-bentonite, as well
    as new bentonite. So the slurry reticulation system itself has
    got a significant amount of capacity, there’s approximately 1,400 cubic metres per hour
    that is generated through the slurry treatment plant, and is pumped to the TBM face. Conversely, it is pumped back from the TBM,
    back into the slurry treatment plant and that’s where the seperation process is again repeated
    and the slurry is recycled and reused within the TBM operations. In the long-term, North Melbourne Station
    is also a strategic hub for the construction purposes, as after-all we have to build the
    station. The station itself is comprised of a relatively
    straightforward concrete structure, comprised of a base-slab, concourse slab, and a roof-slab. But what’s most important in terms of finishing
    the station is to make sure that you’ve got the heart and the lungs of the station box. That is high-voltage, low-voltage, the rails,
    all the mechanical and electrical components that are required for
    a station to operate efficiently and safely. So just a little bit about North Melbourne
    Station construction itself and some of the challenges and technical aspects that we face
    here. The North Melbourne site is geologically quite
    testing, we’ve got a lot of soft soil that we have to tunnel through and that we’ve excavated
    through in the station box. The geological conditions along the Metro
    Tunnel Project are varied but are predominately a geotechnical unit that we would refer to
    as “Melbourne Formation”. The Melbourne Formation is a siltstone sandstone,
    that is generally around 20mp in strength. That means it’s about half the strength of
    concrete, so not an incredibly hard material to excavate through. We do have some areas of mixed ground conditions,
    particularly under the Yarra River, which comprises of harder basalt formations, and
    some of the Coode Island Silts which is a sandy clay geological unit. Nevertheless, the tunnelling method and particular
    the TBMs that have been designed for the Metro Tunnel are more than capable of containing
    and managing these conditions during the excavation process. To help facilitate those excavation works,
    in a safe and very well engineered manner, we’ve got diaphragm-walls which were installed
    and were completed a number of months ago. The key thing about the diaphragm-wall, is
    that it forms a concrete panel that goes around the perimeter of the station box. These panels create a watertight environment
    for both the temporary works, as we can see now with the strutting system in place which
    retains the earth and supports the diaphragm-walls but also from a permanent works point-of-view,
    where the diaphragm-walls themselves actually form part of the permanent station structure. So far today at North Melbourne Station we’ve
    just about completed the excavation works, with some 160,000 cubic metres of material
    being taken out and disposed of. Behind me, you can probably see some of the
    red steel sections. These red steel sections are what we call
    a strutting system. The strutting system is specifically designed
    to make sure that the forces that are exerted on the diaphragm-wall from earth, from water
    pressure and from all the plant equipment that you see around us are able to be accomodated,
    therefore providing a very safe environment to work with, and a very safe structural environment
    to work within. Thank you very much for joining me on this
    tour today, hopefully the talk and the pictures have been insightful. Last but not least, thank you to the ladies
    and gentleman that participate on this project and work very hard to make it all happen,
    and provide what you see here today. Thank you.

    Transport Canberra apologises after student removed from light rail vehicle in ‘unfortunate event’
    Articles, Blog

    Transport Canberra apologises after student removed from light rail vehicle in ‘unfortunate event’

    October 13, 2019


    Transport Canberra apologises after teenager left at light rail stop over lack of identification  Transport Canberra has apologised to a student and her family after the 17-year-old was forced to leave a light rail vehicle on Saturday evening over her failure to produce student identification    The girl was travelling on the light rail network at about 7:30pm when her MyWay pass was checked by a customer service officer  According to Transport Canberra, she was told she could either get off the vehicle at the next stop and buy a full-price fare or pay a fine  A witness, Darla, told ABC Radio Canberra the girl “pleaded” with staff to allow her to stay on the vehicle before disembarking at the next stop  “She told them she couldn’t afford a fine, and then they were pretty much like, ‘too bad’,” Darla said  Darla made a complaint to Transport Canberra, who today apologised and said the incident should never have happened  Executive group manager for Transport Canberra’s public transport operations Judith Sturman said staff on the new light rail line were on a “learning curve” when it came to implementing MyWay pass policy  “We’ve had long talks with Canberra Metro and we’ve both agreed that a common sense approach is that this is not the way we want to treat our passengers,” Ms Sturman said  “So that’s absolutely our categorical position.” After the girl disembarked at Dickson, she boarded the next vehicle, where she again failed to produce the appropriate identification  That time, however, she was allowed to stay onboard with a warning. Ms Sturman said the correct approach was to issue a warning to any underage person without the correct pass or identification, and that it should have been the approach in the first instance  “It was on a Saturday evening and older teenagers sometimes do look older than teenagers, however with all that in account, we still believe the correct thing to do would be to warn the female to remember next time to have their concession card with them,” she said  “It’s a learning curve.” The girl and her family have been contacted by Transport Canberra and Ms Sturman said they were satisfied with how the incident had been handled since Saturday  “[In future] we will issue a warning and we will understand the person’s situation so that we don’t make a knee-jerk response, which I think is what happened in this instance,” she said

    High Capacity Metro Trains depot – 2017 build progress
    Articles, Blog

    High Capacity Metro Trains depot – 2017 build progress

    October 13, 2019


    [Title: High Capacity Metro Trains Project: Bigger trains for a better Melbourne] [Title: April 2017]
    [Vision: Paddock with dirt track] [Vision: Flying over same paddock, with trees and yellow dirt moving trucks visible] [Title: July 2017] [Vision: Flying high up over same paddock, with trucks, trees and dirt roads visible] [Vision: Excavator and heavy earth moving machines working] [Title: October 2017]
    [Vision: Aerial footage of railroad footings [Vision: Aerial footage of railroad footings, with excavator and site buildings visible] [Vision: Aerial footage of whole site, with steel building structures and a large grass strip visible] [Title: December 2017]
    [Vision: Aerial footage of steel framework of train maintenance facility] [Vision: Aerial footage of railroad footings and track] [Title: Track for stabling] [Vision: Aerial footage panning around steel framework of train maintenance facility] [Title: Train maintenance facility] [Vision: Aerial footage moving away from site] [Title: Access road and train turning loop] [Title: High Capacity Metro Trains Project: Bigger trains for a better Melbourne] [Speaker: Authorised by the Victorian Government, 1 Treasury Place, Melbourne]

    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!

    Sydney Metro November 2015 update
    Articles, Blog

    Sydney Metro November 2015 update

    October 12, 2019


    New world-class metro stations And a new railway crossing deep under Sydney Harbour Sydney Metro is coming to life. Following community and industry consultation, the formal planning process has started for Stage 2 of Sydney Metro. Extending metro rail from the North West, under Sydney Harbour, through the city centre, and beyond. New metro stations at Crows Nest and Victoria Cross in North Sydney. Then, diving more than 40m below the surface of Sydney Harbour A new high-capacity railway crossing, moving more people in an hour than the Sydney Harbour Bridge and Sydney Harbour Tunnel combined. A new station at Barangaroo, supporting Sydney’s new world-class commercial precinct. With easy access to the new Barangaroo wharf, King Street Wharf, and the Walsh Bay arts precinct And right at the foot of Barangaroo Reserve, Sydney’s spectacular new headland park the newest vantage point for Sydney’s iconic celebrations. Working together with upgrades to the existing Sydney suburban railway network, Sydney Metro will help deliver 200 trains an hour into the Sydney CBD in the busy morning peak. An underground platform-to-platform interchange at Martin Place means customers will be able to move quickly between the existing suburban platforms and the new metro, without having to go to the surface. New city stations at Martin Place and Pitt St will take the pressure off Wynyard and Town Hall. A new metro station at either The University of Sydney or Waterloo is under consideration. And from Sydenham, the existing Bankstown Line will be converted to metro rail, going from eight trains an hour to 15 new metro trains. Investigations will also start on a possible future extension of metro rail from Bankstown to Liverpool, which could cut travel times from Liverpool to the CBD by up to 15 minutes. We’re more than halfway through building Stage 1 of Sydney Metro. Services start in 2019 with a train every four minutes in the peak. Stage 2, Sydney Metro City and Southwest, is expected to open in 2024. Altogether, the NSW Government is delivering more than 65km of new metro rail for tomorrow’s Sydney. Sydney Metro – Australia’s biggest public transport project.