metrodemontreal.com Index du Forum metrodemontreal.com
Un lieu de discussion du transport en commun de Montréal et d'ailleurs
 
 FAQFAQ   RechercherRechercher   Liste des MembresListe des Membres   Groupes d'utilisateursGroupes d'utilisateurs   S'enregistrerS'enregistrer 
 ProfilProfil   Se connecter pour vérifier ses messages privésSe connecter pour vérifier ses messages privés   ConnexionConnexion 

Nouvelles de la Grosse Pomme
Aller à la page Précédente  1, 2, 3, 4, 5, 6, 7  Suivante
 
Poster un nouveau sujet   Répondre au sujet    metrodemontreal.com Index du Forum -> Le métro de Montréal et d'ailleurs
Voir le sujet précédent :: Voir le sujet suivant  
Auteur Message
DooDooDoo



Inscrit le: 10 Jan 2006
Messages: 557
Localisation: Métro Beaudry

MessagePosté le: Ven Mai 09, 2014 2:40 pm    Sujet du message: Répondre en citant

Incroyable comme dépassement des coûts. Il faut dire que creuser sous Manhattan doit être tout un sport!

Ceci-dit, je serais curieux de savoir s'il y a eu collusion ou s'ils ont tout simplement mal calculé tout ça... Nous ne le saurons probablement jamais.

Je dois avouer qu'au delà de ces new-yorkais furieux des dépassements de coûts, je trouve encore plus comique ces autres new-yorkais qui trouvent le chantier "dérangeant", "bruyant". Il y a même un groupe de citoyens qui se mobilise contre une sortie d'une des stations en construction le long de la deuxième avenue car la sortie se trouverait à côté de chez-eux...!

Finalement, nos dépassements de coûts et nos chialeux à nous-autres ne sont pas si pire. Quand on se compare, on se console!
_________________
Don't rain on my parade!

JS
Revenir en haut de page
Voir le profil de l'utilisateur Envoyer un message privé MSN Messenger
M.L.



Inscrit le: 23 Fév 2002
Messages: 1911
Localisation: Montréal

MessagePosté le: Sam Mai 10, 2014 5:29 am    Sujet du message: Répondre en citant

DooDooDoo a écrit:
Je dois avouer qu'au delà de ces new-yorkais furieux des dépassements de coûts, je trouve encore plus comique ces autres new-yorkais qui trouvent le chantier "dérangeant", "bruyant". Il y a même un groupe de citoyens qui se mobilise contre une sortie d'une des stations en construction le long de la deuxième avenue car la sortie se trouverait à côté de chez-eux...!

Finalement, nos dépassements de coûts et nos chialeux à nous-autres ne sont pas si pire. Quand on se compare, on se console!

Vous faites vraisemblablement allusion ici au chantier de la station de la 86e rue sur un autre projet majeur de transport : la construction de la phase 1 de la Second Avenue Subway. Un exemple parfait de "NIMBYism", comme ils disent là-bas. Il faut dire la composition de la population du Upper East Side a bien changé : certaines mauvaises langues affirment que cette nouvelle ligne de métro est construite pour des millionnaires.
_________________
L’univers (que d’autres appellent la Bibliothèque) se compose d’un nombre indéfini, et peut-être infini, de galeries hexagonales, avec au centre de vastes puits d’aération bordés par des balustrades très basses. (Borgès, Fictions, Gallimard, Folio, p.71)
Revenir en haut de page
Voir le profil de l'utilisateur Envoyer un message privé
DooDooDoo



Inscrit le: 10 Jan 2006
Messages: 557
Localisation: Métro Beaudry

MessagePosté le: Lun Mai 12, 2014 7:53 pm    Sujet du message: Répondre en citant

Haha!

Pourtant, ce ne sont pas les millionnaires qui utiliseront cette ligne, mais plutôt ceux à leur service... Drôle de retour d'ascenseur!
_________________
Don't rain on my parade!

JS
Revenir en haut de page
Voir le profil de l'utilisateur Envoyer un message privé MSN Messenger
M.L.



Inscrit le: 23 Fév 2002
Messages: 1911
Localisation: Montréal

MessagePosté le: Dim Aoû 10, 2014 2:26 pm    Sujet du message: Répondre en citant

Le grand patron du MTA, Thomas Pendergast, a cette semaine dévoilé les éléments qu’il souhaitait inclure dans le plan d’immobilisations 2015-2019 de l’organisme. La Grosse Pomme est en émoi, car on entend amorcer les travaux de la phase 2 de la Second Avenue Subway. Rien n’est avancé en ce qui concerne le coût total du prolongement jusqu’à la 125e rue et de ses trois nouvelles stations, mais l’on envisage d’allouer 1,5 milliards de billets verts d’ici 2019, avec un début des travaux cette même année; les trois premières années seraient consacrées à une mise à jour des études et au design final du projet.

Présentement, la construction de la phase 1 et de ses trois nouvelles stations aux 72e, 86e et 96e rues avance rondement et on projette toujours une mise en service fin 2016. Le projet complet comprend quatre phases et 16 stations au total. La phase 2 permettrait de compléter la desserte du Upper East Side et de soulager d’autant la Lexington Avenue Line (lignes 4, 5 et 6), la seule construite à l’est de Central Park et dont les trains sont notoirement surchargés. Incidemment, le terminus projeté de la 125e rue serait en correspondance avec la station du même nom de la « Lex », de même qu’avec le service de train de banlieue de Metro North. Le blog The Launch Box présente d’ailleurs une vue en coupe de cette station : http://thelaunchbox.blogspot.ca/2014/08/breaking-news-sas-phase-2-moves-forward.html

Cette phase 2 a ceci de particulier qu’une partie des tunnels est déjà construite : avant de tomber en quasi faillite au milieu des années ’70, la Ville de New York avait entrepris la construction de la Second Avenue Subway mais avait dû interrompre les travaux. L’arrière gare du terminus de la 96e rue est en partie aménagée dans des tunnels existants, entre la 99e et la 105e avenue. Il existe également un autre tronçon entre les 110e et 120e rues qui attend ses trains depuis 40 ans maintenant. Malgré les économies que permettra la récupération d’infrastructures existantes, ce nouveau prolongement coûtera vraisemblablement la peau des fesses aux new-yorkais, comme c’est le cas avec les autres grands travaux souterrains réalisés à Manhattan, dont le sous-sol apparaît parcouru de veines de platine (d'autres avancent comme explication : des lois du travail défavorables aux grands projets publics, un manque de concurrence entre grands entrepreneurs ou encore l'action de la mafia) !

Il n’est pas acquis que les travaux de prolongement vers Harlem débuteront dans 5 ans comme espéré : New York connaît une crise de financement de ses grands projets de transport en commun probablement bien plus aiguë que Montréal et une part appréciable des travaux envisagés (au total, on parle d’un plan d’immobilisations de 20 milliards $) n’est pas encore financée.
_________________
L’univers (que d’autres appellent la Bibliothèque) se compose d’un nombre indéfini, et peut-être infini, de galeries hexagonales, avec au centre de vastes puits d’aération bordés par des balustrades très basses. (Borgès, Fictions, Gallimard, Folio, p.71)
Revenir en haut de page
Voir le profil de l'utilisateur Envoyer un message privé
nanar



Inscrit le: 08 Mai 2008
Messages: 1739
Localisation: Lyon (France) - âge : 66 ans

MessagePosté le: Dim Aoû 10, 2014 4:40 pm    Sujet du message: Répondre en citant

Salut

Avec un cours de 27 000 euros le kg, ça devrait pas être une mauvaise chose de tomber sur des veines de platine quand on un creuse un tunnel de métro, non ?
Surtout vu la densité (21) : un coup de pioche, un éclat gros comme le poing, bing c'est tout de suite minimum 100 ou 150 000 euros ...
Revenir en haut de page
Voir le profil de l'utilisateur Envoyer un message privé
M.L.



Inscrit le: 23 Fév 2002
Messages: 1911
Localisation: Montréal

MessagePosté le: Dim Aoû 10, 2014 5:20 pm    Sujet du message: Répondre en citant

nanar a écrit:
Salut

Avec un cours de 27 000 euros le kg, ça devrait pas être une mauvaise chose de tomber sur des veines de platine quand on un creuse un tunnel de métro, non ?
Surtout vu la densité (21) : un coup de pioche, un éclat gros comme le poing, bing c'est tout de suite minimum 100 ou 150 000 euros ...

Ah, si cela permettait de récolter ledit platine, ces travaux seraient très rentables ! Mais j'ai plutôt l'impression que c'est exactement le contraire : il faut payer pour, d'où ce coût astronomique de l'ordre de 10 fois ce que nous coûta le prolongement du métro à Laval il y a quelques années. Et pour aider le tout, le MTA semble éprouver toutes les peines du monde à suivre un échéancier de construction, d'où des retards et des surcoûts à la pelle...
_________________
L’univers (que d’autres appellent la Bibliothèque) se compose d’un nombre indéfini, et peut-être infini, de galeries hexagonales, avec au centre de vastes puits d’aération bordés par des balustrades très basses. (Borgès, Fictions, Gallimard, Folio, p.71)
Revenir en haut de page
Voir le profil de l'utilisateur Envoyer un message privé
gl



Inscrit le: 31 Mai 2002
Messages: 3638
Localisation: Laval

MessagePosté le: Dim Aoû 10, 2014 6:52 pm    Sujet du message: Répondre en citant

M.L. a écrit:
... des lois du travail défavorables aux grands projets publics, un manque de concurrence entre grands entrepreneurs ou encore l'action de la mafia)


On pourrait leur prêter notre juge Charbonneau un fois qu'elle aura terminée ici!
Revenir en haut de page
Voir le profil de l'utilisateur Envoyer un message privé
M.L.



Inscrit le: 23 Fév 2002
Messages: 1911
Localisation: Montréal

MessagePosté le: Mar Aoû 12, 2014 5:42 pm    Sujet du message: Répondre en citant

Bon, c'est ma journée cucul du forum. Cet événement remonte à mai dernier sur le chantier du Second Avenue Subway.

Article original : http://nypost.com/2014/05/18/man-proposes-to-girlfriend-in-subway-tunnel/

Rebecca Harshbarger, The New York Post, 18 mai 2014 a écrit:
Man proposes to girlfriend in unfinished subway tunnel

A city planner turned the under-construction Second Avenue subway into his own tunnel of love.

Adam Meagher, 35, of Brooklyn, proposed to his girlfriend in the much-anticipated, and sometimes-maligned subway project, some 100 feet below the Upper East Side apartment building where she grew up.

Meagher and the love of his life, Carolyn Grossman, 31, are both urban planners who are as passionate about subways as they are about each other, so he reached out to the MTA, which arranged for him to join a community tour of the future 86th Street station.

“We love infrastructure and transit,” said Meagher, a vice-president at the city Economic Development Corporation. “It’s a beautiful, cathedral-like space.”

Grossman grew up in the Yorkshire Towers, and her family still lives in the same apartment.

Her parents, who were in on the surprise, also joined the Sunday tour. But Grossman, who works for the city Planning Department, had no idea what Meagher had planned.

Everyone in the party donned hard hats, boots and orange vests — and when the group reached the cavern, Meagher dropped to his knees.

“Just like the Second Avenue subway has taken a long time, I’ve also been waiting a long time,” he said. “Will you marry me?”

“Oh my God, 100 percent.” she replied, embracing him. Then he placed the vintage diamond platinum ring, circa 1920s, on her finger, as everyone cheered.

“Of all the things you could do, I did not imagine it. I love you. I can’t believe you surprised me. How did I not see this coming?”

The Q line is set to start running there in 2016.

“It is romantic because it’s being built as their lives are being built,” said Michael Horodiceanu, the president of MTA’s Capital Construction who is in charge of building the new line. “As things evolve, they will evolve. They are the first couple.”

The subway lovebirds began dating three years ago, but Meagher said he knew within the first week they were together that she was the one.

“I’ve known this moment was coming,” he said. “I love how much she cares about the city.”

Grossman also said the couple has had a lot of great memories in the transit system. “Every moment on the subway is romantic,” she said. “It’s where we have our best conversations.”

She joked there was a little bit of competition among their urban planner friends — since one couple they are close to recently got married on a water taxi.

“It’s a little bit of a one-upmanship,” she said.

The couple said they hope their grandchildren will think about them whenever they take the Second Avenue subway.

“Our grandkids will be riding it and say, this is where my grandfather proposed,” said Meagher. “How cool is that?”


On en conclut qu'être urbaniste et fan de métro rend un peu toqué !
_________________
L’univers (que d’autres appellent la Bibliothèque) se compose d’un nombre indéfini, et peut-être infini, de galeries hexagonales, avec au centre de vastes puits d’aération bordés par des balustrades très basses. (Borgès, Fictions, Gallimard, Folio, p.71)
Revenir en haut de page
Voir le profil de l'utilisateur Envoyer un message privé
M.L.



Inscrit le: 23 Fév 2002
Messages: 1911
Localisation: Montréal

MessagePosté le: Mar Nov 11, 2014 12:24 pm    Sujet du message: Répondre en citant

Dimanche dernier, 9 novembre 2014, le MTA a finalement ouvert au public le Fulton Street Transit Center, en plein cœur de Lower Manhattan. Entamés il y a plusieurs années dans la foulée des destructions du 11 septembre 2001, ces travaux ont permis de rénover ce qui s'apparente à un vaste "Berri-UQAM" dans la partie sud de Manhattan. Plusieurs stations de métro ont été restaurées, de nouveaux passages souterrains ont été ouverts (fait plutôt inusité à New York qui ne comporte pas de réseau piéton protégé de grande ampleur comme à Montréal) et un "bâtiment-signature" a été érigé au coin sud-est de Broadway et de Fulton (ça aussi c'est rare car ce métro comporte peu d'édicules).

Les new-yorkais ont envahi en masse leur nouvelle super station de métro. D'autres travaux sont encore à venir pour relier le complexe au Word Trade Center et au nouveau terminal de PATH en cours de construction tout près. De même, le nouveau bâtiment ("Oculus") est encore un genre de coquille vide et des boutiques doivent s'ajouter sous peu.

Plusieurs belles photos sur le web.

Communiqué du MTA : http://www.mta.info/news-fulton-center/2014/11/10/welcome-new-fulton-center

Message de Benjamin Kabak sur son blogue (style scrogneugneu car ce bloggeur n'aime pas les joujoux "somptuaires") : http://secondavenuesagas.com/2014/11/09/a-look-inside-the-new-fulton-st-transit-center/

Page dédié au Fulton Center sur le forum de SkyscraperPage avec plein de photos : http://forum.skyscraperpage.com/showthread.php?t=169439&page=18
_________________
L’univers (que d’autres appellent la Bibliothèque) se compose d’un nombre indéfini, et peut-être infini, de galeries hexagonales, avec au centre de vastes puits d’aération bordés par des balustrades très basses. (Borgès, Fictions, Gallimard, Folio, p.71)
Revenir en haut de page
Voir le profil de l'utilisateur Envoyer un message privé
simval



Inscrit le: 26 Mai 2013
Messages: 470

MessagePosté le: Mar Nov 11, 2014 7:33 pm    Sujet du message: Répondre en citant

Pour ceux qui se demandent pourquoi les travaux du métro de New York sont si cher, apparemment, à cause des règles des contrats de travail, jamais révisées, ça prend trois fois plus d'employés pour faire la même job qu'en Europe. Un administrateur de MTA a révélé que l'utilisation d'une foreuse requiert 9 employés durant les opérations en Espagne, mais 25(!) à New York.

Également, comme ici, les gouvernements et institutions publiques et parapubliques ont eu des pertes majeures d'expertise, du tout ils sous-traitent tout au privé qui n'a pas vraiment d'incitatif à faire descendre les coûts.
_________________
http://kchozeurbaine.blogspot.ca/
Revenir en haut de page
Voir le profil de l'utilisateur Envoyer un message privé
M.L.



Inscrit le: 23 Fév 2002
Messages: 1911
Localisation: Montréal

MessagePosté le: Mer Nov 12, 2014 7:54 am    Sujet du message: Répondre en citant

Tout ce que vous avez toujours voulu savoir sur le Fulton Centre : Benjamin Kabak fournit réponses et photos aujourd'hui sur son blog.

http://secondavenuesagas.com/2014/11/12/introducing-the-fulton-street-transit-center/
_________________
L’univers (que d’autres appellent la Bibliothèque) se compose d’un nombre indéfini, et peut-être infini, de galeries hexagonales, avec au centre de vastes puits d’aération bordés par des balustrades très basses. (Borgès, Fictions, Gallimard, Folio, p.71)
Revenir en haut de page
Voir le profil de l'utilisateur Envoyer un message privé
M.L.



Inscrit le: 23 Fév 2002
Messages: 1911
Localisation: Montréal

MessagePosté le: Ven Juin 05, 2015 8:55 pm    Sujet du message: Répondre en citant

Tour photo de l'avancement des travaux de la phase 1 de la Second Avenue Subway dont le niveau d'avancement dépasse les 80% et que le MTA affirme toujours pouvoir mettre en service en décembre 2016 :

https://m.flickr.com/#/photos/mtaphotos/sets/72157652814565728/
_________________
L’univers (que d’autres appellent la Bibliothèque) se compose d’un nombre indéfini, et peut-être infini, de galeries hexagonales, avec au centre de vastes puits d’aération bordés par des balustrades très basses. (Borgès, Fictions, Gallimard, Folio, p.71)
Revenir en haut de page
Voir le profil de l'utilisateur Envoyer un message privé
M.L.



Inscrit le: 23 Fév 2002
Messages: 1911
Localisation: Montréal

MessagePosté le: Sam Juil 25, 2015 4:51 pm    Sujet du message: Répondre en citant

Long article dans le Village Voice sur le rapport amour-haine que New York entretient avec son métro. Plus populaire que jamais, sale, désuet et requérant soins et argent que le politique rechigne à avancer. Le titre de l'article met la table : "There’s Nothing Wrong with the MTA that a Hundred Years and a Few Hundred Billion Bucks Can’t Fix".

Une ligne amusante tirée de l'article en question : "[Running New York subway] is the equivalent of trying to change the engine and tires on a 1930 Studebaker while driving cross-country at top speed and hoping you can find enough spare change between the seat cushions to buy parts."

Lien vers l'article : http://www.villagevoice.com/news/there-s-nothing-wrong-with-the-mta-that-a-hundred-years-and-a-few-hundred-billion-bucks-can-t-fix-7312416
_________________
L’univers (que d’autres appellent la Bibliothèque) se compose d’un nombre indéfini, et peut-être infini, de galeries hexagonales, avec au centre de vastes puits d’aération bordés par des balustrades très basses. (Borgès, Fictions, Gallimard, Folio, p.71)
Revenir en haut de page
Voir le profil de l'utilisateur Envoyer un message privé
M.L.



Inscrit le: 23 Fév 2002
Messages: 1911
Localisation: Montréal

MessagePosté le: Ven Aoû 21, 2015 3:24 pm    Sujet du message: Répondre en citant

Dans le cadre d'une nième crise du financement des grands projets de transport collectif et plus particulièrement des projets de tunnels ferroviaires sous l'Hudson, le président de The Regional Plan Association présente dans la page "Opinions" du Times d'aujourd'hui un intéressant historique du financement des transports dans la grande région de New York. Il y a quelques similitudes avec le cas de la grande région de Montréal…

Source : http://www.nytimes.com/2015/08/21/opinion/can-our-transit-system-get-any-worse.html?ref=opinion&_r=0

Texte de l'article :

Thomas K. Wright a écrit:
Can Our Transit System Get Any Worse?
By THOMAS K. WRIGHTAUG. 21, 2015

PRINCETON, N.J. — THIS has been a tough season for commuters in the New York region: the Amtrak crash in May, trains stuck in Hudson River tunnels in June, subway service disrupted by never-ending summer construction. Still, more than 5.6 million people take the subway each weekday, the most since 1949; New Jersey Transit’s ridership into the city has risen 75 percent in the past 15 years, and Amtrak’s Northeast Corridor carried a record of nearly 12 million riders last year.

Why are our transit systems faltering just as more people than ever want to use them? Part of the answer lies with the way our government institutions are structured, and New York offers a case in point.

Private companies built many of our subways, commuter lines and intercity railroads in the late 19th and early 20th centuries. Mass transit, like long-distance rail, was profitable then, especially when combined with speculation in land made accessible by new, fast rail connections.

Then came the automobile, and publicly funded highways. Public authorities like the Port of New York Authority (formed in 1921) and the Triborough Bridge and Tunnel Authority (1933) took charge of building highways, bridges and tunnels for this liberating technology.

The demand was insatiable, and authorities were granted extraordinary powers. They could borrow money without having it count toward a city or state’s general debt. They were exempt from taxes on payments made to bondholders and on real property that reduced their costs by producing income. They could ignore local politicians and zoning and land-use laws as they seized private property — as long as they paid fair market value.

And at their best, they were governed by appointed professionals who reported to independent directors and served staggered terms, which diminished political influences. If a governor tried to interfere, they could point to covenants with their bondholders and argue that they could only invest in projects that would generate a reasonable return on investment.

For a while, the politicians were held at bay. Then, in the 1950s, the federal government started building the interstate highway system, offering big subsidies to states to connect to it. The combined might of the public authorities and federal outlays was astounding. From 1950 to 1975, the tristate region built more than 1,300 miles of limited-access highways.

Unsurprisingly, mass-transit operators struggled to compete with these roads and started going bankrupt. Against the operators’ will, the authorities merged the workings of mass transit and toll roads to provide cross subsidies. The Triborough Bridge and Tunnel Authority merged with the New York City subways, Metro-North and the Long Island Rail Road; the Port Authority acquired the Hudson and Manhattan Railroad, renaming it PATH.

And that was a problem. The addition of money-losing transit operations left the authorities more vulnerable to political intrusion in decisions. For example, tolls and fares were kept too low to raise money for capital investment. And governors started pushing investment in pet projects, rather than broad regional goals.

The leadership of the Metropolitan Transportation Authority, which runs New York’s subways and buses, has asked Albany for $26.8 billion over five years, to help replace its 50-year-old signal system and outdated subway cars, start the next phase of the Second Avenue subway and finish linking the Long Island Rail Road with Grand Central Terminal.

While that seems to be a lot of money, consider the needs. Thomas F. Prendergast, the authority’s chief executive, has said that the system’s railroads and real estate represent a $1 trillion capital asset. The M.T.A. would be spending just $5 billion — 0.5 percent of that asset — each year in maintenance and repairs. At that rate, it could replace every part in the system in 200 years. Unless the new signals are designed to last a really long time, we need to spend about $25 billion each year.

And those poor New Jersey Transit riders? Because of Gov. Chris Christie’s decision five years ago to cancel a new Hudson River tunnel, they are at least a dozen years away from seeing replacements built. What are the chances that the existing tunnels will fail by 2027? Very high.

Of course, we must find money to repair and expand our subway systems, and we must sort out the interstate political rivalries at the Port Authority. But it’s our crisis-driven approach to infrastructure that most needs to change.

We can learn from others. London and Stockholm have “congestion pricing” that generates revenue for mass transit while limiting the flow of cars in their central business districts. Hong Kong’s transit agency, the MTR, is a for-profit company in which the government holds a majority stake. Because it is publicly traded, it can avoid patronage hiring. By purchasing real estate and leasing property, it acquires revenue while keeping fares low.

Those examples — superior to any American model — recognize that it is appropriate for a transit system to have diverse sources for funds. Their decision-making structures are responsive to constituents, yet insulated from politicians. They allow long-term planning.

Crumbling Hudson River tunnels have become a national symbol of aging infrastructure and political shortsightedness. They represent nothing less than our failure to keep up with the rest of the world.

Thomas K. Wright is the president of the Regional Plan Association, an urban policy organization.

_________________
L’univers (que d’autres appellent la Bibliothèque) se compose d’un nombre indéfini, et peut-être infini, de galeries hexagonales, avec au centre de vastes puits d’aération bordés par des balustrades très basses. (Borgès, Fictions, Gallimard, Folio, p.71)
Revenir en haut de page
Voir le profil de l'utilisateur Envoyer un message privé
gl



Inscrit le: 31 Mai 2002
Messages: 3638
Localisation: Laval

MessagePosté le: Ven Sep 04, 2015 8:51 am    Sujet du message: Répondre en citant

En 67, tout sera beau...

2067!

http://fr.canoe.ca/voyages/nouvelles/archives/2015/09/20150903-114253.html
Revenir en haut de page
Voir le profil de l'utilisateur Envoyer un message privé
AMTFan1



Inscrit le: 04 Juil 2011
Messages: 3070

MessagePosté le: Lun Sep 14, 2015 8:54 pm    Sujet du message: Répondre en citant

New York a inauguré le prolongement de la ligne 7 de son métro: http://www.railwaygazette.com/news/urban/single-view/view/new-york-opens-subway-line-7-extension.html
_________________
"Un pays développé n'est pas un endroit où les pauvres ont des voitures. C'est un pays où les riches utilisent le transport en commun." - Gustavo Petro, maire de Bogota.

Revenir en haut de page
Voir le profil de l'utilisateur Envoyer un message privé Visiter le site web de l'utilisateur
M.L.



Inscrit le: 23 Fév 2002
Messages: 1911
Localisation: Montréal

MessagePosté le: Dim Mai 22, 2016 11:03 am    Sujet du message: Répondre en citant

Nouvel article du New York Times sur les problèmes grandissants affectant la métropole américaine face à un genre de "perfect storm" alliant congestion de son métro, vieillissement des infrastructures, manque d'argent et apparente incurie politicienne.

Source : http://www.nytimes.com/2016/05/21/opinion/how-to-save-new-yorks-overwhelmed-subways.html

Citation:
How to Save New York’s Overwhelmed Subways

A plan to help suffering New Yorkers escape jam-packed cars and long delays.

By THE EDITORIAL BOARDMAY 20, 2016

New York’s transit system is bursting at the seams. People took nearly 1.8 billion rides on subways last year, the most in 68 years. Harried riders press together in a jumble of elbows and backpacks, and the mosh pits on many station platforms are so dense during rush hours that engineers slow to a crawl as a precaution in case people fall or get shoved onto the tracks.

Delays have increased significantly since 2012 because a system stretched to its limits cannot tolerate technical glitches or sick passengers. Many Brooklyn residents were shocked to hear recently that their commute would become more onerous with the L train tunnels under the East River scheduled to undergo major repairs to fix damage caused by Hurricane Sandy.

The usual response by Albany, which controls the Metropolitan Transportation Authority, has been to plead poverty, which means there is never enough money to keep up with a growing region. The M.T.A. has opened just one new subway station in the last 25 years, that one in September, even though the city’s population has increased 17 percent in that time.

But the real reason for this sorry state of affairs has been not poverty but an impoverished imagination and a dearth of political will. Enter a group of Democrats in the State Assembly with an ambitious plan, introduced in March, that could significantly improve the city’s transportation system if the rest of the Legislature and Gov. Andrew Cuomo get behind it.

Called the Move NY Fair Plan, it would collect about $1.35 billion a year in new revenue through bridge tolls, congestion pricing and a per-mile surcharge on taxi rides in Midtown and Lower Manhattan. The money would help pay for more frequent service on existing train and bus lines and new service in parts of the city that are so far from subway lines that officials and residents refer to them as “transit deserts.”

Move NY, which is based on the ideas of Samuel Schwartz, a former city traffic commissioner, works by putting tolls on the four East River bridges — Brooklyn, Manhattan, Williamsburg and Queensboro — that are now free. Drivers would pay the same toll paid by people who use the Midtown Tunnel and the Battery Tunnel — $5.54 one way for people using E-ZPass. Cars that cross south of 60th Street from Upper Manhattan would also pay the toll. They could pay through E-ZPass or be sent a bill by mail with the help of cameras that photograph licenses plates. To reduce congestion, the M.T.A. would be allowed to charge different prices at different times of the day.

At the same time, the legislation would reduce existing tolls on outlying bridges like the Robert F. Kennedy and the Verrazano-Narrows, which serve areas where residents have far fewer mass transit options. Taxis and cars on app-based platforms like Uber and Lyft would be charged a per-mile fee for operating below 110th Street on the West Side and below 96th Street on the East Side, but they would be exempt from the new tolls.

The biggest chunk of the money from the new tolls and fees would enable the M.T.A. to borrow money for much-needed repairs and upgrades. For example, the authority would be able to more quickly replace its aging switching and signaling system with more reliable and efficient technology. That would allow it to run more trains, since it would be able to safely reduce the distance between them.

The agency would also be assured of the money needed to finish the second phase of the Second Avenue subway line up to 125th Street. The first section, 63rd to 96th Street, is expected to open by the end of this year. At some point in the future, the line is supposed to run all the way down to Hanover Square near Wall Street. But even before then, it will go a long way toward alleviating delays and congestion on the nearby Lexington Avenue line, the most crowded in the city.

Move NY would also give the M.T.A. the money and authority to establish new subway lines. One of the most promising proposals is for a line to connect the Bronx, Queens and Brooklyn over existing rail tracks, parts of which are owned by CSX, Amtrak and the M.T.A. The 24-mile line, which supporters call the Triboro Rx, would stretch from Co-Op City in the northern Bronx to Bay Ridge in Brooklyn, passing through Astoria, Jackson Heights, East New York and Midwood.

The Triboro Rx would serve many fast-growing neighborhoods, some of which have limited or no train service now. The Regional Plan Association, which first proposed the line in the 1990s, estimates it could cost $1 billion to $2 billion, serve an initial daily ridership of 100,000 people and help reduce the time it takes to get from the Bronx to Brooklyn by as much as half an hour, a big help to many lower-income residents. Assuming the line reduces travel times by 10 to 15 minutes for the average rider, that would add up to 65 hours a year per person, the association estimates.

Similarly, the plan includes a proposal to turn existing Long Island Rail Road tracks between the Atlantic Terminal in Brooklyn and Rosedale in Queens into a new subway line. Much like the Triboro Rx, it would bring service to many neighborhoods that are miles from a subway station and would vastly reduce the cost and time it takes to travel between Brooklyn and Queens.

Finally, the legislation would set aside money for transit projects in the Hudson Valley and on Long Island. It would also create new bus service and reduce fares on express buses. And it would give money to neighborhood community boards to invest in local projects like bike lanes, bus depots, public plazas and station repairs.

The Legislature has seen some of these ideas before. Former Mayor Michael Bloomberg, for instance, offered a congestion pricing proposal in 2007, which went nowhere in the Legislature despite support from former Gov. David Paterson.

Given the far greater reach and ambition of the latest plan, the bill’s sponsors — 23 Assembly members led by Robert Rodriguez, an East Harlem Democrat — have their work cut out for them. They need a sponsor in the Senate, which is controlled by Republicans, and they have to persuade Mr. Cuomo, a self-professed car guy, that their bill has popular support. Their best argument is that the current system is a mess, and clearly failing, but simple logic has a way of falling short in Albany without strong pressure from the top.

This is a fine proposal. It needs Mr. Cuomo.

_________________
L’univers (que d’autres appellent la Bibliothèque) se compose d’un nombre indéfini, et peut-être infini, de galeries hexagonales, avec au centre de vastes puits d’aération bordés par des balustrades très basses. (Borgès, Fictions, Gallimard, Folio, p.71)
Revenir en haut de page
Voir le profil de l'utilisateur Envoyer un message privé
M.L.



Inscrit le: 23 Fév 2002
Messages: 1911
Localisation: Montréal

MessagePosté le: Lun Aoû 22, 2016 3:50 pm    Sujet du message: Répondre en citant

Les nouveaux trains du métro de Toronto font rêver les new-yorkais.

Source : http://www.nytimes.com/2016/08/23/nyregion/new-york-subway-cars-toronto.html?hp&action=click&pgtype=Homepage&clickSource=story-heading&module=second-column-region&region=top-news&WT.nav=top-news&_r=0

EMMA G. FITZSIMMONS, New York Times a écrit:
What’s Next for the New York Subway? Toronto Already Knows

By EMMA G. FITZSIMMONSAUG. 22, 2016

TORONTO — Step on board, and the subway car immediately feels different.

With a clear view down the length of the train, commuters walk from car to car searching for a less crowded spot to stand. Others gather in the accordion-style passageway between cars, an area once separated by doors.

Nearly five years after Canada’s largest city introduced the spacious new cars, subway riders here — usually quick to find fault with the transit system — have given the trains a ringing endorsement.

“You can fit more people, especially during rush hour,” said Louis Molnar, 43, an accountant who stood in the shifting connector between two cars on a recent evening. “In the past, sometimes you’d have to wait for the next car, and this makes it so much better.”

Now, officials in New York City are embracing the car design to create more breathing room for subway riders as the system struggles with booming ridership and increasingly overstuffed trains.

The new subway trains, which could start to appear in New York by 2020 or earlier, do not have doors between cars, creating up to 10 percent more space. These so-called open gangway trains are common in cities like London and Shanghai, but subway systems in the United States have not adopted them.

Not far from New York on the other side of Lake Ontario, the trains have become popular in Toronto, a city that is also grappling with a growing population and an overtaxed transit system. Some riders even enjoy standing in the bouncing connector, comparing it to surfing or skateboarding.

“It’s just kind of fun,” Chantal Wall, 33, a stylist, said as she balanced on a connector in heels. “It makes it a little bit more interesting. I feel like I get a little bit of a workout.”

In New York, officials plan to order up to 750 of the cars to run on the subway’s lettered lines. The higher capacity trains are part of a broader push to ease crowding. The authority is also updating the signal system so that trains can run closer together and expanding the system with projects like the Second Avenue subway line, which is scheduled to open on the Upper East Side in December.

The state-run transportation authority had planned to buy only 10 open gangway cars, but moved to expand the order after Gov. Andrew M. Cuomo, a Democrat, asked it to look at ideas from around the world, said Veronique Hakim, president of New York City Transit, the authority division that runs city subways and buses. The agency plans to work with the builder to make sure the cars arrive “as soon as possible,” she said.

“When you look at other large systems — Paris, London, Toronto — you can really see and appreciate that these open-end car designs provide additional space,” Ms. Hakim said in an interview.

To make it easier for riders to enter the cars, the new trains will have 58-inch doorways, up from 50 inches, though Toronto’s doorways are 64 inches. (To be fair, Toronto’s system is far from perfect; it still accepts tiny tokens while New York retired the coins more than a decade ago.)

Toronto’s reputation as a livable city with good transit has helped it grow to more than 2.8 million people, on par with the population of Chicago. Toronto’s transit system — the third largest in North America — has about 1.7 million riders each weekday on its network of subways, streetcars and buses, but those figures are dwarfed by New York City’s nearly 6 million daily subway riders.

Toronto’s transit system is facing major crowding challenges and uncertainty over funding. The city has three main subway lines, and its busiest, the Yonge-University line, is regularly packed at rush hour, mirroring conditions on New York’s busiest lines.

Steve Munro, a longtime transit advocate in Toronto, said that the new cars had helped with crowding, but that the city should have built new subway lines to handle the rising demand decades ago.

“By the time you realize you need the new trains, you already have a crowding problem, and there is a backlog of demand that will immediately fill the new capacity,” Mr. Munro, 67, said at a cafe near the busy Bloor-Yonge station.

Mr. Munro, Toronto’s version of Gene Russianoff, New York City’s prominent voice for subway riders, cautioned that even with the new cars, trains would still be very crowded.

Some riders in New York have raised concerns that regular subway annoyances — from “showtime” dancers to misbehaving riders — might now become the whole train’s problem, instead of being contained to one car.

Andy Byford, the chief executive of the Toronto Transit Commission and an enthusiastic evangelist for improving the system, dismissed those fears, saying riders could easily escape unpleasant situations in the new cars.

“You’re not then trapped in a single carriage,” Mr. Byford said from his office atop the Davisville station north of downtown Toronto. “You can get up and move.”

If a rider urinates or vomits, someone could simply walk away, rather than waiting for a station and darting from one car to another. Shameen Miller, 33, said that was how she responded when she came across a man emitting a foul odor.

“Think about it — their smell is not going to drift all the way down,” Ms. Miller said.

One downside is that if a train has a technical problem, workers must remove the entire six-car train from service, Mr. Byford said, instead of separating a pair of cars and replacing them. But over all, he said, the benefits have outweighed the drawbacks.

As major cities around the world have switched to open gangway subway cars, American cities have been reluctant to try them. Yonah Freemark, a transit blogger in Boston who created a map of all the cities where the trains are used, called the delay a case of “American exceptionalism in a really bad way.”

New York’s decision to buy the cars was a major step, especially because the authority has been slow to adapt to technology, like countdown clocks or a new fare payment system.

“It exhibits that the agency is moving into the 21st century when it comes to trains,” Mr. Freemark said.

American transit officials have had reservations about whether the design could work on the nation’s aging subways and whether ridership levels warrant the expense of switching to the new cars, said Randy Clarke, a safety and operations expert at the American Public Transportation Association. In Boston, subway officials considered the idea for new cars on two lines but decided against it.

Officials in New York have worked with engineering consultants on the plans and are confident the design is feasible, even though the subway is an older system, Ms. Hakim said.

In Toronto, the best sign of the cars’ popularity is that riders whose lines do not have the trains are pleading for them. Sygmund Gaskin, 45, said he wished the older trains on his Bloor-Danforth Line could be replaced with the new cars.

“I don’t know why it takes so long to get them for this line,” he said. “How come we don’t have them here as well?”

_________________
L’univers (que d’autres appellent la Bibliothèque) se compose d’un nombre indéfini, et peut-être infini, de galeries hexagonales, avec au centre de vastes puits d’aération bordés par des balustrades très basses. (Borgès, Fictions, Gallimard, Folio, p.71)
Revenir en haut de page
Voir le profil de l'utilisateur Envoyer un message privé
M.L.



Inscrit le: 23 Fév 2002
Messages: 1911
Localisation: Montréal

MessagePosté le: Sam Aoû 27, 2016 9:22 am    Sujet du message: Répondre en citant

Si vous trouvez la vie ennuyeuse, allez à New York et prenez le subway sur la ligne D !

Citation:
That woman who had a cricket-throwing meltdown on an NYC subway now says it was all an act

By Rafi Schwartz and Soraya Auer

It was one of those things that made even the most jaded New Yorker squirm: Hundreds of insects—a mini-plague—let loose in the middle of a crowded subway car by a woman having a total meltdown.

But Fusion has learned from the woman herself that the entire bizarre episode was apparently completely staged.

As the New York Post initially reported, the strange incident took place on the D train at around 6 P.M. on August 24, when the woman—who was reportedly trying to sell both live crickets and worms—was jostled by a group of teenagers and proceeded to have a terrifying breakdown, during which the insects were released into the subway car. Part of the incident was caught on Instagram:

What followed, one straphanger told the Post, was “pandemonium.”

In the chaos following the biblical-bug bomb, the subway car’s emergency brakes were reportedly engaged, leaving the train motionless, without air conditioning, and full of bugs. At some point in all this, the woman who released the bugs proceeded to urinate on the floor, prompting passengers to take a page from the bugs’ book and swarm to the other end of the subway car.

After approximately half an hour, the train began moving again. Upon reaching its next stop, the original insect owner was removed from the train by emergency services.

But that’s not the end of the story.

On Friday, an 18-minute video began circulating on Facebook. It depicted the entire incident—including the moment when the insects were released, first by the woman and then by another passenger who hits the container of bugs out of her hand. Unlike the blurry Instagram footage, this video is clear, and contains shots from multiple angles. It’s the sort of suspiciously well-produced footage which gives the impression that maybe this wasn’t such a spontaneous event, after all.

Intrigued, we called Zaida Pugh, the woman who posted the video, to find out where the footage came from. After speaking for some time, Pugh admitted finally, “It was a prank. I’m an actress. That was me.”

The entire episode, she said, was a performance art piece meant to highlight the way people with mental and emotional health issues are treated.

“I did this to show how people react to situations with homeless people and people with mental health,” Pugh explained. “How they’re more likely to pull out their phone than help.”

Pugh, who said she is 21, claims to have done over 50 similar “pranks.”

“I hate doing auditions, and I really like the reactions,” she explained. “I like it when it goes viral and people react and think.”

In fact, this is not Pugh’s first brush with viral fame. In 2015, she posted video of herself to (pretending to) stab a baby to death in order, the video claimed, for the child’s father to see. The footage was viewed over a million times, and yeah, it’s pretty horrible.

“What would you do? That’s what I want people to think, and learn something,” Pugh said. “Pulling the emergency brake is not the right thing to do. You should stay calm, call the police.”

According to Pugh, police removed her from the subway car, and escorted her—handcuffed—to a nearby hospital. There, she played along with the doctor’s questions, never breaking character. She said she was effectively let go at the hospital, where she was picked up by her camera crew.

A spokesperson for the New York Police Department confirmed that an incident had taken place at 6:07 on a subway, and that Pugh had been taken to Methodist Hospital where she was checked for injuries. But the NYPD’s story diverged in several key ways from Pugh’s. The spokesperson said that Pugh was 26, not 21, for instance, and that the emergency brake was never pulled and the train never lost power.

Not everything in Pugh’s prank was staged, however. “I did really pee,” she admitted.

What an artist.


Source : http://fusion.net/story/341360/that-woman-who-had-a-cricket-throwing-meltdown-on-an-nyc-subway-now-says-it-was-all-an-act/
_________________
L’univers (que d’autres appellent la Bibliothèque) se compose d’un nombre indéfini, et peut-être infini, de galeries hexagonales, avec au centre de vastes puits d’aération bordés par des balustrades très basses. (Borgès, Fictions, Gallimard, Folio, p.71)
Revenir en haut de page
Voir le profil de l'utilisateur Envoyer un message privé
gl



Inscrit le: 31 Mai 2002
Messages: 3638
Localisation: Laval

MessagePosté le: Mar Déc 20, 2016 9:07 pm    Sujet du message: Répondre en citant

Si vous pensez que le prolongement de la ligne bleue prend du temps:

90 ans plus tard...

http://www.lapresse.ca/international/etats-unis/201612/20/01-5053216-apres-90-ans-dattente-new-york-gagne-trois-stations-de-metro.php?utm_categorieinterne=trafficdrivers&utm_contenuinterne=cyberpresse_B13b_etats-unis_286_section_POS1
Revenir en haut de page
Voir le profil de l'utilisateur Envoyer un message privé
Montrer les messages depuis:   
Poster un nouveau sujet   Répondre au sujet    metrodemontreal.com Index du Forum -> Le métro de Montréal et d'ailleurs Toutes les heures sont au format GMT - 5 Heures
Aller à la page Précédente  1, 2, 3, 4, 5, 6, 7  Suivante
Page 6 sur 7

 
Sauter vers:  
Vous ne pouvez pas poster de nouveaux sujets dans ce forum
Vous ne pouvez pas répondre aux sujets dans ce forum
Vous ne pouvez pas éditer vos messages dans ce forum
Vous ne pouvez pas supprimer vos messages dans ce forum
Vous ne pouvez pas voter dans les sondages de ce forum


Powered by phpBB © 2001, 2005 phpBB Group
Traduction par : phpBB-fr.com