Blague à part, la raison principale pourquoi ViaRail ne permet pas d’attendre le train en plate-forme est que le CN interdit formellement de franchir le fossé entre le train et la plate-forme tant que les traverses ne sont pas installées. Si je me souviens bien, les passagers pris à le faire sont passibles d’une amende allant jusqu’à 10 000$.
Il y a certainement moyen d’éliminer cette contrainte puisque les trains d’exo et du REM n’y sont pas soumis (ex: munir les voitures de passerelles rétractables), mais je que pense que ViaRail a décidé que l’investissement nécessaire n’en valait pas la peine.
Estimated cost for Scarborough subway extension climbs to $10.2B
Construction of the three-stop Scarborough subway extension has been underway since 2021 and has faced many delays. As CBC’s Tyler Cheese explains, new information on the cost of the project is now being revealed.
New figures from Metrolinx show the cost of extending the Scarborough subway line has nearly doubled since the project was first announced.
The three-stop extension of Line 2, which has been under construction since 2021, will connect Kennedy Station to Sheppard Avenue and McCowan Road, and replace Line 3 after it derailed two years ago. It’s currently set to open in 2030.
In 2020, a business case from Metrolinx put the project cost at roughly $5.5 billion.
But figures disclosed in an update at the provincial transit agency’s latest board meeting shows the route is now expected to cost more than $10 billion to complete.
In a statement provided to CBC News, a Metrolinx spokesperson says the initial cost estimate only included construction costs – something the agency says is standard practice.
The new $10.2 billion figure includes additional costs like property acquisition, installation, testing equipment and interconnection with the TTC, the spokesperson said.
As Reece was trying to explain to a troll, problems with building transit in North America are costs deficiencies, not funding issues. If decision makers know that heavy transit is $1B+ per kilometre, they simply won’t be on board.
4 milliards pour des portes pallières dans le métro de Toronto
The expected cost of $40 to $60 million per station includes things such as cost escalation and is unsurprisingly quite high compared to international examples which are as low as a quarter the price, but the total cost to add screen doors to the TTC owned parts of the subway network at ~$4 billion feels like a acceptable if high cost for an upgrade that would make the rather large system much safer, more accessible, and modern, and would be less pricey than many major transit capital projects in the city these days.
The TTC is backing away from a pilot project that would see platform doors installed at Dundas station next year, saying it will instead ask a committee to consider the measure as part of its 2026 budget priorities.
The capital cost of a platform edge door system for Lines 1, 2 and 4 is estimated at $4.1 billion, according to a report that went to the TTC board at a meeting on Monday. The report says the average costs of the doors for two platforms at one station would be $44 million to $55 million.
Matlow said he would have liked the TTC to proceed with piloting the idea at a station.
According to the report, the pilot project would have helped to identify challenges in implementing the doors, including cost, risks, timing, constraints and feedback.
Discover Alstom’s DT6 at UITP 2025: Revolutionizing transportation for Hamburger Hochbahn AG
We recently met Robert Henrich, Chairman of Hamburg’s public transport operator Hamburger Hochbahn AG, for an exclusive interview about the groundbreaking DT6 metro trains.
The DT6 metro is set to revolutionise urban commuting with its driverless technology, higher capacity and stunning design. Running every 90 seconds, it ensures minimal wait times. Serving over 300,000 passengers daily, it’s a 20% capacity boost for the city’s public transport. Plus, it blends modernity with tradition by partially automating the older network.
Miles in Transit en entrevue à CBC Vancouver News à board d’une navette fluviale!
Public transit enthusiast and vlogger takes a ride on the SeaBus
A popular Boston YouTuber fascinated by public transit recently trekked throughout Canada exclusively by bus. Now, Miles Taylor is in Vancouver checking out the West Coast Express and the Expo Line. He also took a ride on the SeaBus with CBC’s Shivani Joshi.
Ne me jugez pas mais je me suis déjà demandé si le Seabus était tiré par un câble (comme un funiculaire ou un manège de parc d’attraction)
Mais non, c’est un vrai bateau qui est capable de se propulser et qui arrive à entrer avec précision dans sa gare fluviale (la raison pour laquelle je pensais que c’était un câble)…
C’est un excellent moyen de transport entre North Vancouver et le centre-ville de Vancouver. Par contre, pas la possibilité de voyager à l’air libre comme nos navettes fluviales.
Si qqn ici voyage à Vancouver, le SeaBus est vraiment un expérience qui vaut le prix du billet. On a une belle vue des montagnes et de la ville.
Le bateau ne tourne pas entre les deux gares! Il est bidirectionnel. Le cockpit est au centre du bateau en haut pour que le conducteur puisse voir en tout direction!
Ajout: J’ai trouvé un photo du cockpit bidirectionnel!
Ce qui m’avait le plus impressionné lors de mon voyage à Vancouver en novembre dernier est à quel point le SeaBus est parfaitement intégré au reste du réseau de transport. Autant du côté de Vancouver avec le SkyTrain qu’au terminus d’autobus à North Vancouver.
troll, problems with building transit in North America are costs deficiencies, not funding issues. If decision makers know that heavy transit is $1B+ per kilometre, they simply won’t be on board.
On a une belle vue des montagnes et de la ville.
