Je pense que ça doit être similaire aux tunnels à Lille et à Nice pour le coup.
Enfin bref, je pinaille, je dirais plutôt que ça reste encore peu commun plus que rare ahah !
Nouvelle vidéo de The B1m sur le projet de TGV sur la côte Est de l’Australie
The $135BN Bullet Train That Could Save Australia
Australia may finally be about to get its long-awaited high-speed rail.
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Nos cousins de l’autre côté du monde ont essentiellement le même défi qu’Alto.
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Je vis en Australie.
Il sera fort interessant de comparer comment le débat politique se déroulera ici vs le Canada.
L’Australien moyen suit plus la politique que le Canadien moyen en vertu, selon moi, du vote obligatoire.
Mais le TGV n’est toujours pas un principal sujet de discussion de l’actualité politique Australienne. On verra quand on se rapproche de la prochaine election fédérale, au plus tard en Mai 2028!
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Aren’t Labor polling at their lowest (nationally) in at least a generation?
Un peu d’éducation
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Yes.
But lucky for them, the surging far right One Nation is splitting the right wing vote with the Liberal-National coalition.
That said, with ranked choice voting that matters less, but Labour are still ahead of both options in the two-party-preferred polling.
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Sydney’s M1 Metro is too successful. In a large metropolis with plenty of transit options, including multiple heavy rail lines spanning the entire city in every direction, people are opting for the faster metro over the heavy rail train, resulting in severe overcrowding in the downtown segment. NSW Trains has future-proofed the Metro by building platforms able to handle eight car trains (instead of the current six car units), and with automation has plenty of room to increase frequencies. But at $30 billion already, there is little room in the state budget to increase the fleet size.
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I remember some in Australia predicting failure because “workers are mostly remote now”… oof!
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People never move for any other reason 
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Et de deux tunneliers qui ont terminé sur la ligne C de Toulouse
Marie-Thérèse est sortie de terre vendredi dernier. Il en reste trois qui sont tous sur leur dernier voyage.
Flatbush Avenue BRT construction in Brooklyn NY, construction began this year and should finish possibly by December:
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This YouTube channel sums up transit news around the world every week. It’s excellent. This week there’s a bit on Québec City’s tram project that I thought some of you might enjoy.
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New York City eyes first US transit thermal energy network to fight subway heat
Monday, August 10, 2026
NEW YORK CITY (WABC) – With platform temperatures reaching 96 degrees, one of the hottest subway stations in New York City could soon become the testing ground for a first-of-its-kind effort to cool riders underground while recycling heat above ground.
On Monday, Mayor Zohran Mamdani, Gov. Kathy Hochul and the Metropolitan Transportation Authority announced a partnership to study a new technology that could cool subway platforms and reuse excess heat to warm nearby city buildings during the winter.
The proposed thermal energy network would be tested at the Brooklyn Bridge-City Hall 4/5/6 and Chambers Street J/Z station complex. Officials said it would be the first project of its kind in a U.S. transit system.
The study comes as the MTA prepares a major overhaul of the aging Chambers Street station. Officials said the location offers a chance to explore ways to address extreme heat, a growing challenge across the subway system.
According to the MTA, Brooklyn Bridge-City Hall is one of the system’s hottest stations, with average summer temperatures reaching 96 degrees Fahrenheit in 2025.
“There are few feelings worse than escaping the extreme summer heat only to find yourself on a subway platform that is even hotter,” Mayor Mamdani said. “We can make our subway platforms cooler and more comfortable while putting wasted heat to work during the winter.”
The proposed system would capture heat from subway platforms, store it underground and redirect it to nearby municipal buildings during colder months. Officials said the project could reduce energy costs while improving conditions for riders.
“For years, New Yorkers have suffered through sweltering summer heat on subway platforms,” Hochul said. “Working with Mayor Mamdani and the MTA, we are harnessing cutting-edge climate technology for a truly cool purpose: making our subway stations tolerable during the summer and heating critical city buildings during the winter.”
The study will cost $800,000. The Chambers Street station renovations will be paid for using congestion pricing funds.
MTA Chair and CEO Janno Lieber said officials are exploring approaches that have not previously been tested in transit systems.
“Bringing down the temperature is a real challenge in a century-old system with open entrances and vents everywhere,” Lieber said. “We’re exploring solutions … to make stations more comfortable while helping to reduce energy costs. Everybody wins.”
Officials said the project is part of broader city and MTA efforts to make transit infrastructure more resilient as temperatures continue to rise.
The announcement also included plans to renovate the Chambers Street J/Z station, which dates to 1913. City officials said the overhaul would include new structures, tile replacements, stairway upgrades and a top-to-bottom restoration of the historic station.
“Anyone who has stood on a subway platform in August knows that our stations do not just get hot, they turn into underground saunas,” Mamdani said. “And if you, like me, do not know what a summer suit is, and choose instead to commute in a wool one, let me tell you, it’s far from a therapeutic experience.”
A contract is expected to be awarded this fall, and if the site proves suitable, design work could begin in early 2027.
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Vidéo histo-architecturale de Hong Kong, mais il y a un segment sur le MTR à ~9:30.
C’est moins détaillé que la vidéo de Flying Moose, mais il y a quelques bribes d’information intéressantes comme ci-dessous:
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Connaissez-vous l’Interborough Express (IBX) de New York?
New York travaille actuellement sur un projet de tramway rapide reliant Brooklyn et le Queens, sans passer par Manhattan. L’Interborough Express (IBX) utiliserait principalement une ancienne emprise ferroviaire pour parcourir environ 22,5 km, avec 19 stations et des correspondances avec de nombreuses lignes de métro et le LIRR.
Ce qui est particulièrement intéressant, c’est sa fonction de troisième axe, orbital : plutôt que de concentrer les déplacements vers Manhattan, l’IBX vise à faciliter les déplacements entre les différents quartiers périphériques de New York. Un trajet qui nécessiterait actuellement de passer par Manhattan pourrait ainsi se faire directement entre Brooklyn et le Queens.
Le projet n’est toutefois pas le premier tramway envisagé dans ce secteur. Le précédent Brooklyn–Queens Connector (BQX) proposait plutôt une ligne longeant le waterfront, de Red Hook jusqu’à Astoria. Le projet avait notamment été critiqué pour ses coûts élevés, son financement et sa capacité relativement limitée, avant d’être abandonné.
L’IBX est une approche assez différente : il profite d’une emprise ferroviaire existante et cherche surtout à créer une nouvelle liaison transversale dans un réseau historiquement très centré sur Manhattan. Sa réalisation est maintenant en phase de conception et de planification, avec plusieurs milliards de dollars prévus pour le projet.
The Brooklyn-to-Queens train that skips Manhattan is finally moving. The live question is whether it tunnels under Metropolitan Avenue.
The MTA’s $5.5 billion Interborough Express light rail from Bay Ridge to Jackson Heights is prioritizing tunneling beneath Metropolitan Avenue through Ridgewood.
For roughly a century, New Yorkers have floated the same fantasy: a train that connects Brooklyn and Queens directly, without dragging you into Manhattan and back out. The Interborough Express, the MTA’s 14-mile light rail along an existing freight line, is the version of that dream that is actually getting built, and as of this month it is grinding through the least glamorous and most consequential phase of all: environmental review and design.
The numbers are real now, not aspirational. The IBX would run 19 stations from Bay Ridge to Jackson Heights, connecting with 17 subway lines, 50 bus routes and two LIRR stations along the way, a single ride that today can mean two trains and the better part of an hour. The price tag is $5.5 billion, and Governor Hochul has secured half of it in the MTA’s 2025-2029 capital plan, which is the difference between a study and a project.
The part neighbors are actually watching is smaller and closer to home. After community input, the MTA is now prioritizing tunneling the line beneath Metropolitan Avenue rather than running it at street level, a real concession in the stretch through Ridgewood and Middle Village where the freight cut and the surface streets collide. How much of the route goes under, over or alongside existing tracks is being settled right now, in design rooms and community board briefings, not at a ribbon cutting.
[…]
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They are looking into a REM-style project… automated with shorter trains, but seating layout more similar to the métro!
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En Suisse, France, Italie et Corée du Sud, un projet pilote d’installation de panneaux solaires entre les rails
Lien gratuit, mais ça nécessite une inscription au New York Times
Is That a Solar Farm, or a Train Track? In One Swiss Town, It’s Both.
A pilot program placing solar panels between the rails has proven successful enough that the idea is spreading to Italy, France and Korea.
More than 3,000 miles of railways crisscross the Swiss countryside, linking Alpine villages to big cities like Zurich and Geneva. It’s the most dense rail network in Europe.
Now, a start-up company and a local rail operator have found a way to use that land to generate clean electricity: Lay solar panels between the rails.
Starting last April, in the shadow of a craggy mountaintop in the village of Buttes, the company, Sun-Ways, began running a test project on a short stretch of track that proved the idea can work. Similar projects are now expanding to France, Italy and South Korea.
“This technology is rock solid,” said Valerio Tamellini, project manager at the Swiss public transit company TransN, which hosted the initial pilot project in Buttes.
TransN’s test covered only about the length of a football field of track. But if the technology were to be adopted across Switzerland’s national rail network, Sun-Ways projects it could power as much as 30 percent of the country’s energy needs for public transportation.
[…]
Excellente vidéo sur l’évolution des LGV en France
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