Le design du tunnel me rappelle celui de l’Aéroport Billy-Bishop à Toronto.
En février 2024, j’ai visité Toronto et je voulais absolument essayer le traversier à Billy Bishop. Malheureusement, à mon arrivée, l’employé m’a expliqué que le traversier était fermé aux piétons ce jour-là… J’ai donc loué un vélo à la Bixi.
J’ai une question pour les experts de ce forum : est-ce qu’il existe des systèmes de métro qui font des annonces sur les quais à l’arrivée des trains en station? Un peu comme les systèmes de trains intercité, mais pour un métro, ça existe ou pas?
Ottawa à mon souvenir. Edmonton peut-être?
Tu as le réseau de train de banlieue (mais aussi la nouvelle ligne de métro) de Sydney
https://youtu.be/FV-_4TngOeo?si=f0oDshnyQTewD7LQ (à 11min50, on entend une annonce)
Le métro de NYC le fait également : https://youtube.com/shorts/pzPHrWzqsYc?si=-S4JDhYfZ8G4Ma6D
Est ce que j’ai bien compris ta question ? 
Oui pour le 1er vidéo! Merci à toi (et @emmacardinal aussi)
Selon mon souvenir, à Londres des annonces sont faites dans les situations de métro où les trains peuvent avoir des destinations différentes. Par exemple, à Earl’s Court, il y a une annonce avant chaque passage de la District Line pour annoncer la destination finale du prochain train.
I confirm for Ottawa.
Maybe Vancouver SkyTrain? My memory is blurry.
NYC sur certaines lignes, le BART et le muni à San Francisco, je CROIS que le métro de Chicago aussi. Le SkyTrain à Vancouver.
À Paris, on peut aussi entendre une annonce indiquant le temps d’attente du prochain train ainsi que sa destination.
Ajout : j’espère que le REM s’en inspirera… Cela sera très utile pour la gestion des différentes antennes.
Vancouver!
À Vancouver les autobuses annoncent aussi leur numéro et direction quand les portes ouvrent, pour les gens malvoyant·e·s.
La poursuite du Finch West à Toronto est bien pire que celle du REM. Le consortium de construction (leur Nouvlair) poursuit Metrolinx (leur ARTM), TTC (STM) et même la ville de Toronto.
On peut blâmer le modèle de CDPQ comme on veut mais ils ont fait une structure pour rester au-dessus de la mêlée comme propriétaire et circonscrire les conflits au niveau inférieur.
Le O-Train d’Ottawa le fait. Je suis assez mitigé par rapport à la mesure. D’un côté, ça améliore l’accessibilité pour les personnes malvoyantes; de l’autre, ça peut contribuer à la pollution sonore dans le réseau, surtout quand il opère à haute fréquence.
The pain is just starting. The Hudson tunnels are also in dire need of repairs. They knew more than a decade ago that they were going to have to fix the tunnels. They already had plans to build a new pair of tunnel. They could have acted, but instead, politics got in the way. The impact of theses closures is going to be absolutely massive on the economy of the US. We are talking about more money than it would have cost to build the new tunnels. If there’s any transit project that should have been built even considering the high cost, that was it. I don’t think that the politicians in Washington fully appreciate just how much damage this is going to do to the US economy.
I don’t buy it.
This is a ‘hot take’ story about a renewal project that Amtrak’s been working on for nearly a decade. It takes one tunnel of 4 out of service at a time. And here, you have the president of the LIRR shrilling ‘but what if there’s a tie fire’ to block needed maintenance.
The LIRR doesn’t just have another set of tunnels they can use, they have a whole other station! Even the example of a tie fire shows how backwards the LIRR is. The fact that the response is ‘we can’t shutdown for maintenance’ instead of, ‘how do we get replacement with concrete or slab track into the plan’ shows how boneheaded they are about working towards reliable operations.
I feel Amtrak’s exasperation.
Paris : 150 euros d’amende pour avoir transporté une plante dans le métro.
You are right that there are 4 tunnels under the east river, but 2 of them don’t need repairs. They were put in place at the same time as the other 2 tubes of the east river and sit on top of each other. They sat unused for decades and were only recently put into service with the new deep underground concourse of the LIRR. The pair of tunnels that services that concourse are almost brand new.
If you listen carefully to the video, they mentioned that another pair of tunnel needed repairs. That pair is the one that I mentioned, the Hudson tunnels that head toward New Jersey. There’s far fewer tunnels going to New Jersey with the Hudson tunnel being the main access to the southern tip of the island.
Also, the rest of New York’s rail network isn’t in a better state. The elevated lines are more than a century old and many of them have reached the end of their useful life. They need to be torn down and fully replaced. The rest of the tunnels aren’t fairing much better, especially with all of the salt water infiltration that happened as a result of Sandy. The pain really is just starting for New York.
There are 4 tunnels under the East River out of Penn Station. The LIRR has access to 6 tunnels if one includes the tunnels to Grand Central. The two Hudson tunnels do need to be closed for repair after the two Gateway tunnels paralleling them are opened. At no point, barring an emergency closure of the Hudson tunnels, is capacity going to drop disastrously given the current closure and maintenance plan.
The Hudson tunnels are already getting shut down without warning on a regular basis due to corroded electrical wires acting up. The whole thing is just one tiny incident away from a major closure.
Also, for the record, a system with 2 tubes has roughly 4 times the capacity of a single tube. They are going to have to close one of those tubes before the decade is out. They know this, and it is already set in stone. There is absolutely no way that they can maintain traffic in a tunnel that is falling appart. This will happen long before the new Hudson tunnel has a chance to get built. There’s just no avoiding a capacity drop. The clock on building the Hudson tunnel ran out years ago.
