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.
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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.
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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.
Quand la criminalité investit le métro, les usagers sont-ils tentés d’opter pour la voiture ? Oui, soutient Émile Gendreau Côté, qui a analysé les données d’achalandage des transports collectifs et celles des déplacements automobiles à la suite d’événements violents survenus dans le métro de Toronto.
L’étudiant à la maîtrise en sciences économiques de l’Université de Montréal donnera un aperçu des travaux qu’il a réalisés pour mesurer l’effet de la criminalité sur le choix modal des usagers lors d’une présentation, mardi, dans le cadre du 92e Congrès de l’Acfas.
La violence dans le métro a pris de l’ampleur à Toronto dans les dernières années. « Depuis dix ans, il y a eu une augmentation assez constante à Toronto, dans le métro. Juste pour les crimes contre la personne, il y a eu une augmentation de 240 % depuis 2014 », explique Émile Gendreau Côté.
This idea is really dumb, like I think the gage is the same that they use for regular trams, the biggest cost for trams and of any rail project for that metter is the infrastructure itself if you put that much money to install them and use low capacity vehicles it’s just a waste of money.
I’m not sure if you’ve read all the papers about this concept. The whole point is to reduce the cost, time and complexity of the infrastructure for mid-sized city centres.
L’innovation chercher avec Very Light Rail c’est le fait de ne plus avoir besoin de completement reconstruire les infrastructures souterrain (qui represent souvent près de 50% du cout de construction).
La ou moi je suis confus, c’est que de base je penser qu’il fallait refaire les infrastructures souterrain uniquement parce qu’on ne voulais pas reconstruire la route 20 ans plus tard quand les infrastructures souterrain sont trop vieux. Si, avec le very light rail, on laisse les vieux tuyaux comme telle, ca va pas causer des problèmes dans le futur quand il faut refaire les infrastructures souterrain quand même?
Le fait que l’on déplace les infrastructures n’est pas juste pour une question de remplacement, mais aussi d’éviter que la base du tramway soit endommagé en cas de brie, que ça soit sur le moment ou sur le long terme si on a une fuite. Peu importe le système qu’on installe, même si on est dans un cas de BHNS en voie centrale, c’est toujours mieux de déplacer les utilités ce qui ne devrait pas coûter aussi cher de base. En France et en Europe en général c’est bien, bien moins cher le problème ce n’est pas de déplacer les utilités, c’est le fait que l’opération est trop cher dans l’anglosphère. On cherche encore à réduire les coûts à la surface au lieu d’aller vers le fonds du problème en changeant nos pratiques.
You’re artificially reducing the cost, but in reality you just increase the cost of what you could have wayyy more efficiently with buses considering the capacity of the very light rail vehicles that are not that different. You don’t build an efficient transit system and at the same time avoiding to solve the real underlying problems that cause costs inflation in the anglosphere. Again, typical anglosphere mentality, we’re downsizing without seing actual options that already exist in the transit realm that would be faaar more cheaper and efficient instead of inventing a new thing that clearly isn’t worth it. Like it’s impossible for us to look at other countries that already figure out smaller scale transit system that were build cheaply, no instead we need all this r & d non sense to just invent a bus on rail which is costlier than normal French BHNS so you don’t have any revolution here.
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Not sure what “anglosphere” has to do with anything being discussed; there are plenty of cities in the “anglosphere” that have wonderful, fully-integrated transit systems that far surpass anything we even dream of doing here, but that isn’t pertinent to the discussion, either.
Une autre raison est la géométrie des rails. Nos routes au Québec ont tendance à être conçu de manière à évacuer l’eau du centre ce la route vers la voie de stationnement. Les intersections sont assez souvent légèrement surélevé en comparaison aux routes qui se croisent à cette intersection. Tout dépendant de la configuration des rails, il faut revoir le plan d’évacuation de l’eau, modifier la géométrie de nos routes et reconstruire tout le réseau d’évacuation des eaux de surface.
Amtrak’s plan sounds solid. They waited for the MTA to finish their East Side access project to minimize impact on the region. Out of the East River Tunnels’ 4 tubes, it sounds like they’ll only be closing 1 at a time.
On top of that, Grand Central Madisson seems to have enough capacity to take off some of the load from Penn Station.
Finally, closing 1 tunnel at a time for 18 months of continuous work, seems less risky, less painful and much cheaper than extending the project by years and sticking to sporadic closures.
While the article shows low-capacity vehicles, that’s not an inherent constraint on the track structure itself.
The lessons Toronto learned in developing then abandoning cheap track infrastructure are probably relevant. In the 80’s and 90’s they installed value engineered track structures that didn’t last. Once the surface elements degraded, very little track support was left, and slow zones and gauge spreading were rampant. They subsequently moved to an overbuilt track structure, with a concrete foundation under the track slab. This has enabled much easier and cheaper track renewal on predictable timescales. Steve Munro’s page has a lot of details on this.
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Les adieux de New York à sa Metrocard
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Un des deux nouveaux liens de l’aéroport CDG prend forme à Paris.
Il ne faut pas confondre le CDG Express (lien rapide “de luxe”, concurrence du taxi) et la ligne 17 qui fait partie du projet grand Paris express et va relier les banlieues à CDG sans passer par Paris.
La ligne 17 installe son viaduc au-dessus de l’autoroute en ce moment, vers une ouverture pas avant 2030. CDG Express va ouvrir en 2027
photo Le Parisien
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C’est ce que j’appelle un PPP (Pont Pas Pire).
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tl;dr : on a construit “moyen” ou c’était rien…