Youtube daily report Aug 4 2017

Antonio Candreva to Chelsea: Deal to go through in days, £22m bid, Inter star wants move

The Italian is wanted by Antonio Conte and he's on course to become his next summer addition.

Starsport understands a deal could go through for the 20-year-old in the next few days. Chelsea tabled a £22m offer for Inter Milan winger Candreva yesterday.

And with the player keen to move, the transfer is expected to be completed shortly. Candreva played under Conte for the Italian national team and will provide competition on the right flank if the deal goes through.

The right-sided player could provide competition for both Victor Moses in his wing-back role and Pedro further up the pitch. Conte has signed Willy Caballero, Antonio Rudiger, Tiemoue Bakayoko and Alvaro Morata for his first-team.

The Blues boss is desperate to get more names on board as the Premier League champions prepare for their return to Champions League action next season.

Former Premier League star Paul Merson thinks Chelseas return to Europe will be thier priority - not the defence of their league title. I think they might go for the Champions League more than the league, he told Sky Sports.

Theyve won the Premier League two out of the last three seasons, but they havent won the Champions League for a while and Antonio Conte hasnt even got close, so I think hell want to prove something there.

I think theyll miss Diego Costa, especially as Alvaro Morata is settling in initially. Theyve got NGolo Kante and Tiemoue Bakayoko in midfield but I think he needs Cesc Fabregas in there to make things happen..

For more infomation >> #Antonio Candreva to Chelsea: Deal to go through in days, £22m bid, Inter star wants move - Duration: 2:35.

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Bí Mật Người Thừa Kế - Bé Manpreet bị đầu độc || BEN CHANNEL - Duration: 11:52.

For more infomation >> Bí Mật Người Thừa Kế - Bé Manpreet bị đầu độc || BEN CHANNEL - Duration: 11:52.

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Opel Insignia Sports Tourer BWJ 2014 2.0 CDTI 120PK ECOFLEX EDITION / NAVI / CLIMA / CRUISE / ACHTER - Duration: 1:01.

For more infomation >> Opel Insignia Sports Tourer BWJ 2014 2.0 CDTI 120PK ECOFLEX EDITION / NAVI / CLIMA / CRUISE / ACHTER - Duration: 1:01.

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Mazda 6 Sportbreak 2.0 SKYACTIV-G 165 GT Leder/Navi /Clima/17"LM - Duration: 0:59.

For more infomation >> Mazda 6 Sportbreak 2.0 SKYACTIV-G 165 GT Leder/Navi /Clima/17"LM - Duration: 0:59.

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Subaru OUTBACK - Duration: 1:11.

For more infomation >> Subaru OUTBACK - Duration: 1:11.

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Em gái thử làm cung tên bắn cá bằng ống nhựa nhưng hiệu quả thật không ngờ - Duration: 10:47.

For more infomation >> Em gái thử làm cung tên bắn cá bằng ống nhựa nhưng hiệu quả thật không ngờ - Duration: 10:47.

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Drop a few slices of cucumber into the ice cube and put face down immediately after waking up - Duration: 12:14.

For more infomation >> Drop a few slices of cucumber into the ice cube and put face down immediately after waking up - Duration: 12:14.

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Subaru OUTBACK - Duration: 1:05.

For more infomation >> Subaru OUTBACK - Duration: 1:05.

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Smooth white skin is not flawless by properly covering chicken eggs - Duration: 4:02.

For more infomation >> Smooth white skin is not flawless by properly covering chicken eggs - Duration: 4:02.

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Melasma freckles disappear after only 7 days without cosmetics without laser - Duration: 2:24.

For more infomation >> Melasma freckles disappear after only 7 days without cosmetics without laser - Duration: 2:24.

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Cleanse freckles, freckles, and turn on 100 times more effective toning - Duration: 4:01.

For more infomation >> Cleanse freckles, freckles, and turn on 100 times more effective toning - Duration: 4:01.

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Xem Bói qua Ngày Tháng Năm Sinh biết ngay Vận mệnh GIÀU SANG PHÚ QUÝ ra sao cần gì đi xem Thầy Bói - Duration: 7:30.

For more infomation >> Xem Bói qua Ngày Tháng Năm Sinh biết ngay Vận mệnh GIÀU SANG PHÚ QUÝ ra sao cần gì đi xem Thầy Bói - Duration: 7:30.

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3 types of mask to help white skin turn 2 tone after only 1 night - Duration: 4:16.

For more infomation >> 3 types of mask to help white skin turn 2 tone after only 1 night - Duration: 4:16.

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アニメ | 『アンジュ・ヴィエルジュ ～ガールズバトル～』にて"ポッピン Q×アンジュ ピックアップガチャ ～ひと夏の再会～"が開催！ | アニメ の最新・人気情報を - Duration: 2:33.

For more infomation >> アニメ | 『アンジュ・ヴィエルジュ ～ガールズバトル～』にて"ポッピン Q×アンジュ ピックアップガチャ ～ひと夏の再会～"が開催！ | アニメ の最新・人気情報を - Duration: 2:33.

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Watch Beyblade Burst Episod...

For more infomation >> Watch Beyblade Burst Episod...

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Caravelair 420 H VENICIA - Duration: 1:16.

For more infomation >> Caravelair 420 H VENICIA - Duration: 1:16.

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Strefa 30 km/h w centrum Poznania / 30 km/h zone in center of Poznan - Duration: 12:06.

Poznan calm down, where do you rush?

It turned out that the speed of 50 km/h is too much

and on some streets in center of Poznan,

the speed is limited to 30 km/h.

In this episode we will talk about traffic calming.

Lets' watch!

Restricted speed zones are supposed to be drug for three diseases spreading in Downtowns of Polish cities.

Often central area is treated by drivers as a great transit route,

because it is the shortest.

So what that we generate congestion, noise and pollution in this area?

Zone is thus to discourage use of these roads

and lead congestion out on alternative main routes surrounding the Center.

Second important issue is improving safety in these areas.

Why speed is limited to these 30 km/h?

It turns out that after accident with car and pedestrian at this speed,

probability of pedestrian death is more than 8-times lower

than in case of 50 km/h speed,

which is standard speed for built-up areas.

For pedestrians this is no longer safe speed -

in more than eighty percent of cases –

accident at this speed may end with death.

Similar dependencies also apply to other road users:

cyclists or people on scooters or motorcycles,

although speed differences between vehicles can be even greater

– to disadvantage of more susceptible on injuries drivers of two-wheelers.

And thirdly, comfort of living in these areas.

In order for us to enjoy the city center,

we would like it to be relatively quiet,

with no pollution

and plenty of space

- generally nice.

Walking zones in the heart of many cities we already have.

It is harder to get into those zones from rest of city,

where pedestrians are pushed to the edge.

We are at the moment

when we start talking about intermediate zones

- with streets adapted to pedestrian or cyclist perception,

but with allowed car traffic,

although at reduced speed.

We already have concrete implementations of this type of zones in Poland,

we will see the realization in Poznan.

"Tempo 30" zone is determined by vertical and horizontal signs on entry and exit from area.

In Poznań so far, area cover selected streets in western part of city center,

centered around Wolności and Ratajczaka Squares.

According to plans, Zone will be further expanded,

covering streets around Old Market Square

and southern part of city center.

Designing a zone is just beginning,

the heart of the matter lies in means to physically and mentally exert an influence on drivers

to remain at low speeds.

In zone you will see narrowed lanes or their smaller number relative to previous state.

For example, St. Martin's street

on some fragment was narrowed to one lane

and inclined parking,

which occupied space of sidewalks,

was turned into parallel.

The edges of the narrow lanes can be delimited by delimiters.

Part of the recovered space is used to designate parking spaces

or to set up bicycles stands.

Instead of traffic junction with preference direction,

priority to the right intersections were implemented,

which is supposed to force speed limit.

Similarly, in case of elevated pedestrian crossings,

speed is limited with fear of suspension loss,

but also improvement visibility of crossing.

Pedestrian crossings on wide roadways

can also be facilitated by providing intermediate asylums.

One of the most difficult issues in such zones

is parking policy.

Minimum number of places for vehicles in such areas must always exist

- not all destinations are accomplished on foot or on bikes.

Improving street lanes geometry and designating bike lanes

often means, however, that there is a limit on number of parking spaces available for cars.

If there are such financial opportunities,

we build underground parking spaces.

Cities should, however, be able to freely charge parking fees according to their own needs,

which is currently regulated by law.

This is a de facto basic tool for managing the available number of parking spaces in paid parking zone.

In area of limited speed, traffic lights are also switched off.

It is recognized that at such a speed, the traffic will well and safely

adjust on its own.

After observing some of these intersections in the city I have mixed feelings,

some of them had potential collision situations

and at peak hours,

at high traffic vehicles remained on center of intersections,

blocking traffic to other directions.

Purpose of speed limit actually was accomplished in this way.

However, it must be acknowledged

that traffic of pedestrians, cyclists and tramways

- took place without long lasting stops under the lights.

In such a zone we can also make it easier for passengers traveling by public transport -

in a single tram will be much more passengers than in one car.

One of the solutions are Viennese stops,

where we raise the level of roadway in place where passengers get off at it -

at level near the entrance to bus or tram.

On the other hand, stop again forces speed limit

and stopping of car in front of lifted surface

when tram stops,

until it leaves the stop.

Cyclists are feeling a special change inside Poznan zone 30.

There are special lanes on roadways, only for bicyclists.

Due to counterlanes, bicycle traffic was also allowed in many unidirectional streets "upstream".

These measures are designed to provide most possible driving directions,

streamlining and accelerating movement in city center on bike.

So far, these solutions have not been used by too many bikers,

but looking at Warsaw -

as bike network grows - bike traffic also grow,

so increasing bicycle traffic seems to be a matter of time.

Greater bicycle accessibility is also contributing to increase of public bicycle system.

Every year number of stations and bikes is growing

and currently system in Poznań has 88 stations

and 963 bicycles.

Zone is already a part of tourist area of Poznan

and there is also a place for tourists to get off the coaches.

For these vehicles, special parking spaces have been designated for up to 15 minutes,

which allows for a "landing"

but while waiting for tourists return,

coach must park outside the area.

The primary purpose of setting speed limits is to improve traffic safety.

Smaller differences in speed between vehicles and other participants

mean less risk of collision or accident

and its possible consequences.

In city centers we have been concentrating our development for centuries, so as to use as much valuable space as possible,

but something went wrong along the way.

Cars showed up, our private means of transport

and we began to limit our space to live in cities.

There are more and more vehicles and first problems with smooth traffic appeared,

so roads were widened to the limit.

City streets became extremely unattractive:

most of their cross-sections were occupied by roadways and parking spaces,

pedestrians were pushed onto narrow pavements

and cyclists had to cope in one or the other space

– feeling unwelcome on both.

Treating inner city roads as a transit routes

we stop in congestion,

travel for a longer time,

air we breathe is polluted.

Now we face the question of whether cities and especially their centers,

should be for people or remain dominated by cars?

Is center to be space in which we live, work, relax and have fun?

Reducing speed often raises objections to road users,

but is it right in case of central areas?

Please let us know what you think in the comments.

Meanwhile, thanks for the great attention and see you next time!

For more infomation >> Strefa 30 km/h w centrum Poznania / 30 km/h zone in center of Poznan - Duration: 12:06.

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Star Wars: The Star Forge (Legends) - Spacedock - Duration: 4:31.

For more infomation >> Star Wars: The Star Forge (Legends) - Spacedock - Duration: 4:31.

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Airsoft in the Woods! - Duration: 8:22.

Hey Tactical YouTuber! One more Sunday, one more Airsoft Sunday.

I'm standing in a forest, it's a private property that we leased from the owner

As you can imagine, the game experience in a Woods Field

it very different from what you can expect from a Paintball Field

and even more from a MOUT such as an abandoned housing project

I mean, encounters occurr at open spaces and the pacing is much more calm in between clashes

They do require that you are in better physical shape and you should make preparations to como here to play

because is not as easy as crossing the street and purchase stuff from the 7/11

You have to keep this kind of details in mind

but fear not, this is a great experience

and it's really worth it

even if the pace is a bit calmer, this is something that will stay with you

Something pretty neat about this type of fields is that maneuvering is king.

Distances are long and your Airsoft replica simply won't have the accuracy

Thus it is very important

to close the engaging distance as much as possible

at least to where you are really sure that your replica is accurate

Prepping counts. I already mentioned water but that's hardly all

How much gear will you bear? Sincerely, how much can you carry

and still be effective? Or at the very least, carry before you exhaust yourself

Plate carriers look great and they give you so much real state to carry stuff

but walking down the woods for hours with 10 extra kilograms, not counting your replica

require someone that is physically fit

and exercise almost everyday

Think what you really need. Here's a hint:

Batteries and just enough BBs. Other than that, it's up to you

Radio Comms are very recommendable but what else? Will you need light? What other means of communications will you use?

What other trinkets you carry? All this

is part of the prepping. And you don't this the day before.

You start a few days before going to the field, testing your load out at home.

Choose what you will take, and after the game, be sincere and decide what you won't be bringing back anymore.

In this kind of fields, it pays very good to know your replica

good preventive maintenance and knowing your Effective Range

If you don't know what that means, go to Facebook and find Airsoft Integral article about it

It is time well expend

A good maintenance will help you to have a decent Effective Range

You know why this is important? Because, in contrast with CQBf fields

encounters tend to be at a larger distance

and most likely it will be windy

So, before making the first BB fly, make sure you won't miss

Maneuver as close as you can and use your sights.

But above all: Don't miss

Batteries!Ican't stress that enough

They will come in handy

a good pair of boots, juice for your radio too

additional mags

All the sort of thing that usually are left at the Safe Zone because is 20 yards away

You have to think that you will have to carry them but the same rule still applies

You can't carry anything that you won't be using.

After 30 minutes of walking you are going to hate whatever you don't need

This game fields are spectacular, the sights are gorgeous, the gaming experience

can be awesome, make yourself a favor

and at least once, try playing in one of this kind of fields

just don't forget to have the owners permissions,

hang signs that it's an Airsoft game and if you like you can warn your local authorities,

take any precautions to avoid souring the experience

Remember to ground the expectatives,

this is not fast paced actions, there will be a lot BBs flying, that's for sure

it will be thrilling but also there will be a lot more of walking

than a Paintball field. Nevertheless, all gaming fields are fun

give yourself a chance to try all kinds

enjoy them, have the experience, Play Airsot and remember: Catch me at the gamefield!

For more infomation >> Airsoft in the Woods! - Duration: 8:22.

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Scars 🎙️ a Sci-Fi Short Story Audiobook 🎙️ by Esther Davis - Duration: 8:52.

Tall Tale TV.

SciFI and Fantasy Short Story Audiobooks.

Scars by Esther Davis

Every scar tells a story.

Dark webbing still marks my shoulder from the day that bullets separated my squad from

our company.

The bleeding would've killed me if my comrades hadn't bandaged it.

But isolated from medical equipment, we couldn't stop the scarring.

After days of wandering the Amazon I tripped, leaving a white slice across my stomach.

A dumb wound.

Not from a heroic battle with enemy soldiers or fleeing some hungry beast.

I just got tired, so I fell.

Then came the jagged blossom encasing my thigh.

Forever a vengeful red, as if still burning after all these years.

Some stories I'd rather forget.

* * * I turned to the avatars for my escape.

Avatars have no scars to pinch at every arm stretch.

Pistons and cogs don't grind with arthritis.

I scaled the Grand Canyon with the arms of a robotic chimp.

The wonders of coral reefs opened to my aquatic avatar's photo-sensors.

I've galloped across green fields, grandchild mounted on my saddle.

The world in a mechanical body never harbored memories of war.

Until now.

Explosions rack my frame.

Dust fogs my avatar's view.

I dig my claws into the soil and let my inertia swing my feline body onto its new course.

Across the ocean, cables suspend my true body—my scarred body—above the warehouse floor.

I'm sure the camouflaged personnel still swarm below, checking my vital signs, the

avatar's functionality, the video and data streaming from the battlefield.

Command center may share my eyes, but they can't taste the sandy air.

They can't feel the satisfying way my claws pierce the earth or how my padded feet launch

me onward.

The rolling tank doesn't shake the ground beneath them.

They don't hear the fleeing birds' squawks with such clarity, transferred straight from

the avatar's receptors to my brain.

They wanted their war hero back.

We don't need your body, they said.

Your mind, your skill with the avatars, that's all.

I refused.

They dragged me back to the battlefield anyway.

* * * We found the enemy camp on day six.

The hostages, the data, the battle plans—everything we needed to end the war—tucked away in

seven pale tents huddled beneath the trees.

If we'd come in numbers, a guard would have heard us.

But a broken, lost battalion in the Amazon becomes invisible.

I ordered the men to divide and surround the camp.

Hidden in the greenery, they fired.

The enemy panicked, thinking themselves surrounded.

People ran in every direction, stumbling over one other, colliding, spilling documents and

hard drives in the dirt, stooping to hurriedly gather their mess.

I slipped in among the chaos.

I expected more guards in the hostage tent.

But only a skinny man crouched, trembling, between me and the prisoners bound in the

dirt.

When I flipped open the tent door he shouted and raised his weapon.

I reacted instinctively.

My rifle hoisted.

The trigger pulled.

The guard fell.

Just like I'd trained.

I didn't notice my burning thigh until I fell, my back slapping the ground.

I ripped the box from my flesh.

I didn't recognize it.

Some experimental technology, I guess.

The army took the barbed box later, when I delivered our rescued hostages and they gave

me my medal.

They never told me details.

"Lethal," was all they said.

"Lucky you disengaged it."

* * * Power courses through my circuitry.

My hind legs punch the ground and I bound forward.

A seventy-miles-per-hour limit hid me before.

But I knew I'd lost my stealth at the first explosion.

Military don't fire missiles at stray cheetahs.

No more use pretending.

I strain my machinery, pushing full thrust into every bound.

One hundred.

Two hundred.

Three hundred.

Faster.

Faster.

Savannah grass snaps across my flank.

My weighted tail whips behind, letting me steer and balance.

I reel back toward the camp, sending up my own dust cloud.

The muddy tanks grind their noses towards me.

One fires, hitting fifty yards behind.

I fly through the savannah, weaving to avoid missiles and grenades.

Soldiers flee, though their commander's foreign shouts order them to fight.

Mentally, I beg them to keep fleeing.

Run, surrender, anything.

Don't make me fight you.

Don't let them get you.

* * * The general met me at a steakhouse.

He probably figured I'd find the country music and meat more welcoming than his stuffy

office.

Personally, I'd rather have a cold burrito than the too-rare steak the waiter brought

me.

General Lee gave me the guilt trip, the same one from his email.

The same one from his phone call.

"I know you're retired, but we need you.

Your country needs you."

"No."

"Why?"

I rolled up my pant leg, wincing as it tugged at my scarred tissue.

The scar's red burned bright against my pale skin.

"This."

He smiled sympathetically, like I was some naive child.

"But we've discussed this.

You'll just be an avatar.

Nothing can hurt you."

He rested his elbow on either side of his empty plate and leaned toward me.

"No more scars.

I promise."

Not all scars are physical.

* * * I reach the first tank.

I leap.

My avatar torpedoes through the metal and tears out the other side.

I slice through the next tank just as easily, like stabbing melted ice cream.

I hear the drones now, their buzzing and distant pops.

I try blocking out the screams.

I turn away from the blood.

I focus on the job I can stomach—killing lifeless metal.

* * * The prisoners unbound, the enemy camp secured,

I knelt alone in the once-hostage tent.

The young man still lay there, or his lifeless body at least.

I didn't regret my actions.

I still don't.

I saved lives.

My heart still felt hollow.

We dug the graves earlier that day.

We filled them with enemy soldiers and two of our men.

I told them to leave this boy.

I would search his pockets then fill the final grave myself.

I laid his pockets' contents in the dirt.

Bullets and bandages.

Some stray coins.

And a photo of a girl, maybe five- or six-years-old, with the young man's black hair and round

nose.

Large, cramped lettering fill the back.

Months later, I found the strength to let the interpreter translate the note.

I love you Daddy.

Come home.

"Scars" by Esther Davis is one of 20 short stories in their brand new book, "A Dog, 3

Cats, and a Dragon".

Available now on Amazon.

Esther is an author of family friendly science fiction and fantasy who regularly posts flash

fiction for free-reading on their website estherdavisauthor.wordpress.com

And for a limited time you can head over to goodreads to enter to win a signed copy.

Links in the description.

The artwork in this episode was provided with permission by artist Mohammad H. Attaran.

Find more of his amazing work at https://mhattaran.artstation.com/

Hey guys!

I loved the concept of robotic avatars in this piece.

If I had to choose I think I would plug into some sort of aquatic avatar and explore the

ocean.

What do you think, what kind of avatar would be the coolest?

Make sure to subscribe, or even head over to talltaletv.com to sign up for my weekly

newsletter.

I'm Chris Herron and that's it for today's Tall Tale TV.

For more infomation >> Scars 🎙️ a Sci-Fi Short Story Audiobook 🎙️ by Esther Davis - Duration: 8:52.

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Stephanie's Horse Carriage

For more infomation >> Stephanie's Horse Carriage

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Louis Tomlinson - Back To You ( cover by J.Fla) - Duration: 2:13.

I know you say you know me, know me well

But these days I don't even know myself, no

I always thought I'd be with someone else

I thought I would own the way I felt, yeah

I call you but you never even answer

I tell myself I'm done with wicked games

But then I get so numb with all the laughter

That I forget about the pain

Whoah, you stress me out, you kill me

You drag me down, you mass me up

We're on the ground, we're screaming

I don't know how to make it stop

I love it, I hate it, and I can't take it

But I keep on coming back to you

I know my friends they give me bad advice

Like move on, get you out my mind

But don't you think I haven't even tried

You got me cornered and my hands are tied

You got me so addicted to the drama

I tell myself I'm done with wicked games

But then I get so numb with all the laughter

That I forget about the pain

Whoah, you stress me out, you kill me

You drag me down, you mass me up

We're on the ground, we're screaming

I don't know how to make it stop

I love it, I hate it, and I can't take it

But I keep on coming back to you

Oh, no, no, I just keep on coming back to you

Oh, no, no, I just keep on coming back to you

For more infomation >> Louis Tomlinson - Back To You ( cover by J.Fla) - Duration: 2:13.

-------------------------------------------

Strefa 30 km/h w centrum Poznania / 30 km/h zone in center of Poznan - Duration: 12:06.

Poznan calm down, where do you rush?

It turned out that the speed of 50 km/h is too much

and on some streets in center of Poznan,

the speed is limited to 30 km/h.

In this episode we will talk about traffic calming.

Lets' watch!

Restricted speed zones are supposed to be drug for three diseases spreading in Downtowns of Polish cities.

Often central area is treated by drivers as a great transit route,

because it is the shortest.

So what that we generate congestion, noise and pollution in this area?

Zone is thus to discourage use of these roads

and lead congestion out on alternative main routes surrounding the Center.

Second important issue is improving safety in these areas.

Why speed is limited to these 30 km/h?

It turns out that after accident with car and pedestrian at this speed,

probability of pedestrian death is more than 8-times lower

than in case of 50 km/h speed,

which is standard speed for built-up areas.

For pedestrians this is no longer safe speed -

in more than eighty percent of cases –

accident at this speed may end with death.

Similar dependencies also apply to other road users:

cyclists or people on scooters or motorcycles,

although speed differences between vehicles can be even greater

– to disadvantage of more susceptible on injuries drivers of two-wheelers.

And thirdly, comfort of living in these areas.

In order for us to enjoy the city center,

we would like it to be relatively quiet,

with no pollution

and plenty of space

- generally nice.

Walking zones in the heart of many cities we already have.

It is harder to get into those zones from rest of city,

where pedestrians are pushed to the edge.

We are at the moment

when we start talking about intermediate zones

- with streets adapted to pedestrian or cyclist perception,

but with allowed car traffic,

although at reduced speed.

We already have concrete implementations of this type of zones in Poland,

we will see the realization in Poznan.

"Tempo 30" zone is determined by vertical and horizontal signs on entry and exit from area.

In Poznań so far, area cover selected streets in western part of city center,

centered around Wolności and Ratajczaka Squares.

According to plans, Zone will be further expanded,

covering streets around Old Market Square

and southern part of city center.

Designing a zone is just beginning,

the heart of the matter lies in means to physically and mentally exert an influence on drivers

to remain at low speeds.

In zone you will see narrowed lanes or their smaller number relative to previous state.

For example, St. Martin's street

on some fragment was narrowed to one lane

and inclined parking,

which occupied space of sidewalks,

was turned into parallel.

The edges of the narrow lanes can be delimited by delimiters.

Part of the recovered space is used to designate parking spaces

or to set up bicycles stands.

Instead of traffic junction with preference direction,

priority to the right intersections were implemented,

which is supposed to force speed limit.

Similarly, in case of elevated pedestrian crossings,

speed is limited with fear of suspension loss,

but also improvement visibility of crossing.

Pedestrian crossings on wide roadways

can also be facilitated by providing intermediate asylums.

One of the most difficult issues in such zones

is parking policy.

Minimum number of places for vehicles in such areas must always exist

- not all destinations are accomplished on foot or on bikes.

Improving street lanes geometry and designating bike lanes

often means, however, that there is a limit on number of parking spaces available for cars.

If there are such financial opportunities,

we build underground parking spaces.

Cities should, however, be able to freely charge parking fees according to their own needs,

which is currently regulated by law.

This is a de facto basic tool for managing the available number of parking spaces in paid parking zone.

In area of limited speed, traffic lights are also switched off.

It is recognized that at such a speed, the traffic will well and safely

adjust on its own.

After observing some of these intersections in the city I have mixed feelings,

some of them had potential collision situations

and at peak hours,

at high traffic vehicles remained on center of intersections,

blocking traffic to other directions.

Purpose of speed limit actually was accomplished in this way.

However, it must be acknowledged

that traffic of pedestrians, cyclists and tramways

- took place without long lasting stops under the lights.

In such a zone we can also make it easier for passengers traveling by public transport -

in a single tram will be much more passengers than in one car.

One of the solutions are Viennese stops,

where we raise the level of roadway in place where passengers get off at it -

at level near the entrance to bus or tram.

On the other hand, stop again forces speed limit

and stopping of car in front of lifted surface

when tram stops,

until it leaves the stop.

Cyclists are feeling a special change inside Poznan zone 30.

There are special lanes on roadways, only for bicyclists.

Due to counterlanes, bicycle traffic was also allowed in many unidirectional streets "upstream".

These measures are designed to provide most possible driving directions,

streamlining and accelerating movement in city center on bike.

So far, these solutions have not been used by too many bikers,

but looking at Warsaw -

as bike network grows - bike traffic also grow,

so increasing bicycle traffic seems to be a matter of time.

Greater bicycle accessibility is also contributing to increase of public bicycle system.

Every year number of stations and bikes is growing

and currently system in Poznań has 88 stations

and 963 bicycles.

Zone is already a part of tourist area of Poznan

and there is also a place for tourists to get off the coaches.

For these vehicles, special parking spaces have been designated for up to 15 minutes,

which allows for a "landing"

but while waiting for tourists return,

coach must park outside the area.

The primary purpose of setting speed limits is to improve traffic safety.

Smaller differences in speed between vehicles and other participants

mean less risk of collision or accident

and its possible consequences.

In city centers we have been concentrating our development for centuries, so as to use as much valuable space as possible,

but something went wrong along the way.

Cars showed up, our private means of transport

and we began to limit our space to live in cities.

There are more and more vehicles and first problems with smooth traffic appeared,

so roads were widened to the limit.

City streets became extremely unattractive:

most of their cross-sections were occupied by roadways and parking spaces,

pedestrians were pushed onto narrow pavements

and cyclists had to cope in one or the other space

– feeling unwelcome on both.

Treating inner city roads as a transit routes

we stop in congestion,

travel for a longer time,

air we breathe is polluted.

Now we face the question of whether cities and especially their centers,

should be for people or remain dominated by cars?

Is center to be space in which we live, work, relax and have fun?

Reducing speed often raises objections to road users,

but is it right in case of central areas?

Please let us know what you think in the comments.

Meanwhile, thanks for the great attention and see you next time!

For more infomation >> Strefa 30 km/h w centrum Poznania / 30 km/h zone in center of Poznan - Duration: 12:06.

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Don't forget to SUBSCRIBE, like, comment and share the mix if you enjoy it!

For more infomation >> Reggaeton Estrenos Agosto 2017 - Maluma, Nicky Jam, Wisin, J Balvin, Carlos Vives, Anitta, Thalia - Duration: 1:09:01.

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For more infomation >> Volkswagen Polo 1.2 TDI BLUEMOTION COMFORTLINE NAVI | AIRCO | CRUISE | DISTRIBUTIERIEM IS VERVANGEN - Duration: 0:57.

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For more infomation >> Enceinte: tout sur ma grossesse - TAG grossesse | Ariana mvl - Duration: 11:43.

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Neymar - vyjádření k přestupu do PSG | CZ Titulky - Duration: 3:08.

For more infomation >> Neymar - vyjádření k přestupu do PSG | CZ Titulky - Duration: 3:08.

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CNNの ジム・アコスタ、イギリスとオーストラリアの人以外は英語を喋らない、と言う。　日本語字幕 - Duration: 0:49.

For more infomation >> CNNの ジム・アコスタ、イギリスとオーストラリアの人以外は英語を喋らない、と言う。　日本語字幕 - Duration: 0:49.

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Co přinese mAccelerator klientům mBank? - Duration: 0:54.

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Strefa 30 km/h w centrum Poznania / 30 km/h zone in center of Poznan - Duration: 12:06.

Poznan calm down, where do you rush?

It turned out that the speed of 50 km/h is too much

and on some streets in center of Poznan,

the speed is limited to 30 km/h.

In this episode we will talk about traffic calming.

Lets' watch!

Restricted speed zones are supposed to be drug for three diseases spreading in Downtowns of Polish cities.

Often central area is treated by drivers as a great transit route,

because it is the shortest.

So what that we generate congestion, noise and pollution in this area?

Zone is thus to discourage use of these roads

and lead congestion out on alternative main routes surrounding the Center.

Second important issue is improving safety in these areas.

Why speed is limited to these 30 km/h?

It turns out that after accident with car and pedestrian at this speed,

probability of pedestrian death is more than 8-times lower

than in case of 50 km/h speed,

which is standard speed for built-up areas.

For pedestrians this is no longer safe speed -

in more than eighty percent of cases –

accident at this speed may end with death.

Similar dependencies also apply to other road users:

cyclists or people on scooters or motorcycles,

although speed differences between vehicles can be even greater

– to disadvantage of more susceptible on injuries drivers of two-wheelers.

And thirdly, comfort of living in these areas.

In order for us to enjoy the city center,

we would like it to be relatively quiet,

with no pollution

and plenty of space

- generally nice.

Walking zones in the heart of many cities we already have.

It is harder to get into those zones from rest of city,

where pedestrians are pushed to the edge.

We are at the moment

when we start talking about intermediate zones

- with streets adapted to pedestrian or cyclist perception,

but with allowed car traffic,

although at reduced speed.

We already have concrete implementations of this type of zones in Poland,

we will see the realization in Poznan.

"Tempo 30" zone is determined by vertical and horizontal signs on entry and exit from area.

In Poznań so far, area cover selected streets in western part of city center,

centered around Wolności and Ratajczaka Squares.

According to plans, Zone will be further expanded,

covering streets around Old Market Square

and southern part of city center.

Designing a zone is just beginning,

the heart of the matter lies in means to physically and mentally exert an influence on drivers

to remain at low speeds.

In zone you will see narrowed lanes or their smaller number relative to previous state.

For example, St. Martin's street

on some fragment was narrowed to one lane

and inclined parking,

which occupied space of sidewalks,

was turned into parallel.

The edges of the narrow lanes can be delimited by delimiters.

Part of the recovered space is used to designate parking spaces

or to set up bicycles stands.

Instead of traffic junction with preference direction,

priority to the right intersections were implemented,

which is supposed to force speed limit.

Similarly, in case of elevated pedestrian crossings,

speed is limited with fear of suspension loss,

but also improvement visibility of crossing.

Pedestrian crossings on wide roadways

can also be facilitated by providing intermediate asylums.

One of the most difficult issues in such zones

is parking policy.

Minimum number of places for vehicles in such areas must always exist

- not all destinations are accomplished on foot or on bikes.

Improving street lanes geometry and designating bike lanes

often means, however, that there is a limit on number of parking spaces available for cars.

If there are such financial opportunities,

we build underground parking spaces.

Cities should, however, be able to freely charge parking fees according to their own needs,

which is currently regulated by law.

This is a de facto basic tool for managing the available number of parking spaces in paid parking zone.

In area of limited speed, traffic lights are also switched off.

It is recognized that at such a speed, the traffic will well and safely

adjust on its own.

After observing some of these intersections in the city I have mixed feelings,

some of them had potential collision situations

and at peak hours,

at high traffic vehicles remained on center of intersections,

blocking traffic to other directions.

Purpose of speed limit actually was accomplished in this way.

However, it must be acknowledged

that traffic of pedestrians, cyclists and tramways

- took place without long lasting stops under the lights.

In such a zone we can also make it easier for passengers traveling by public transport -

in a single tram will be much more passengers than in one car.

One of the solutions are Viennese stops,

where we raise the level of roadway in place where passengers get off at it -

at level near the entrance to bus or tram.

On the other hand, stop again forces speed limit

and stopping of car in front of lifted surface

when tram stops,

until it leaves the stop.

Cyclists are feeling a special change inside Poznan zone 30.

There are special lanes on roadways, only for bicyclists.

Due to counterlanes, bicycle traffic was also allowed in many unidirectional streets "upstream".

These measures are designed to provide most possible driving directions,

streamlining and accelerating movement in city center on bike.

So far, these solutions have not been used by too many bikers,

but looking at Warsaw -

as bike network grows - bike traffic also grow,

so increasing bicycle traffic seems to be a matter of time.

Greater bicycle accessibility is also contributing to increase of public bicycle system.

Every year number of stations and bikes is growing

and currently system in Poznań has 88 stations

and 963 bicycles.

Zone is already a part of tourist area of Poznan

and there is also a place for tourists to get off the coaches.

For these vehicles, special parking spaces have been designated for up to 15 minutes,

which allows for a "landing"

but while waiting for tourists return,

coach must park outside the area.

The primary purpose of setting speed limits is to improve traffic safety.

Smaller differences in speed between vehicles and other participants

mean less risk of collision or accident

and its possible consequences.

In city centers we have been concentrating our development for centuries, so as to use as much valuable space as possible,

but something went wrong along the way.

Cars showed up, our private means of transport

and we began to limit our space to live in cities.

There are more and more vehicles and first problems with smooth traffic appeared,

so roads were widened to the limit.

City streets became extremely unattractive:

most of their cross-sections were occupied by roadways and parking spaces,

pedestrians were pushed onto narrow pavements

and cyclists had to cope in one or the other space

– feeling unwelcome on both.

Treating inner city roads as a transit routes

we stop in congestion,

travel for a longer time,

air we breathe is polluted.

Now we face the question of whether cities and especially their centers,

should be for people or remain dominated by cars?

Is center to be space in which we live, work, relax and have fun?

Reducing speed often raises objections to road users,

but is it right in case of central areas?

Please let us know what you think in the comments.

Meanwhile, thanks for the great attention and see you next time!