oleocene.org

Après passage du correcteur orthographique, kercoz a écrit :Le modèle sociéto-économique corrigé par le plus optimiste scénario PO à 20 ans ne pourra que diviser ce trafic par 10 ou 20

Raminagrobis a écrit :Un lien intéressant :

http://en.wikipedia.org/wiki/World's_bu ... air_routes

Ce sont les lignes aériennes les plus fréquentées du monde en nombre d'avions par semaine.
Attention c'est d'aéroport en aéroport et non de ville en ville, ce qui explique sans doute l'absence des lignes intérieures US (New york a 5 aéroports je crois, ça disperse le traffic)
On remarque que ce sont surtout des lignes courtes, donc que le train dans bien des cas pourrait s'imposer. Par exemple, Rome-Milan est classé 13e avec plus de 500 avions par semaine, quand le train sera à 300 kmh sur tout ce parcours (dans deux mois!) le chiffre devrait baisser.

Mais dans le même temps, on remarquera que la plus grosse ligne du monde est Madrid-Barcelone (971 avions par semaine!!) alors qu'il y a déjà du train rapide sur ce parcours.

Jaguar75 a écrit : Raminoagrobis, l'AVE Madrid-Barcelone -qui est probablement le plus beau train européen en ce moment- a été inauguré en février 2008, tes stats doivent dater d'avant. Le basculement de trafic est estimé à 1/3 aujourd'hui et devrait rapidement atteindre 2/3. Il reste de toute façon une part résiduelle incompressible, notamment des voyageurs aériens en correspondance.

Quant à la "FrecchiaRossa" Rome-Milan, elle est en service depusi le 14 décembre, mais à 3H30 de trajet. Le déclic psychologique pour basculer depuis l'avion est plutôt aux environs de 3H, ce qui sera le cas mi-2009.

La crise peut-elle provoquer un nouveau retard dans l'instruction du dossier de la LGV Sud-Atlantique, une des priorités du plan de relance Sarkozy ? On pourrait le penser à la lumière de l'entrevue qu'auraient obtenue les trois majors français du BTP auprès de Réseau Ferré de France.

Candidats à la construction du tronçon de LGV Tours-Bordeaux long de 340 kilomètres, les groupes Eiffage, Bouygues et Vinci avaient répondu favorablement le 15 septembre à l'appel d'offre lancé par le gestionnaire du réseau SNCF. Mais depuis, la situation économique s'est tellement dégradée que les géants du BTP ne manquent pas de faire part de leur inquiétude. Au point que l'établissement public RFF serait prêt à revenir sur le partage des risques tel qu'il avait été défini.

Il faut dire que l'investissement est lourd. Ce chantier représentant « le plus important projet en partenariat public-privé lancé en Europe dans le domaine des infrastructures de transport » s'élève à 7 milliards d'euros, dont 3 milliards à la charge du groupe qui sortira vainqueur de l'appel d'offre. Quant aux collectivités qui interviennent pour 25 % dans le projet, elles n'ont pas tout à fait bouclé leur financement.

Révélée hier par « Le Figaro », cette nouvelle a de quoi interpeller les collectivités territoriales associées au projet. Cette liaison est le maillon indispensable pour accélérer les temps de transport à grande vitesse entre la capitale et les métropoles régionales. Une fois Tours Bordeaux réalisé, la capitale girondine ne sera plus qu'à deux heures de Paris et Toulouse à 4 h 20. Si on s'en tient aux échéances actuelles, c'est en 2018 que sera ouverte la ligne à grande vitesse Paris-Toulouse en trois heures seulement.

Pour l'heure, on peut donc s'interroger sur la suite des événements, tout en rappelant que la création de cette ligne figure dans les objectifs du chef de l'État.

Developing a high-speed rail transit line between Eugene and Vancouver B.C. has now, more than ever, the potential to become a reality in Oregon. The Governors and Congressional delegations of Oregon and Washington need to take a more proactive stance in supporting the kind of high-speed rail projects that are increasingly gaining support nationwide.

In a November 30, 2008 issue of Parade magazine, people were asked if they preferred cash rebates to repairing our nation's infrastructure. 67% percent of Americans preferred focusing on infrastructure improvements that emphasized building faster and better trains, which would help to not only reduce road congestion, pollution, and green house gases but to create much-needed jobs as well.

On November 18, 2008, Senators John Kerry and Arlan Spector introduced a bill that would allow bonds to be issued to raise more than $23 billion for high-speed rail projects in the United States. These funds are a beginning, although it will take substantial funding and collaboration nationwide similar to the efforts expended to build our interstate freeway system that was initiated during the Eisenhower Administration for Defense purposes.

Lifestyle changes dependent on transit would increase our security and comfort level without fear of unpredictable gas price hikes. Less dependence on foreign intervention to preserve our "vital oil interests" will cause greater security at home and thus less justification for the 750 billion to a trillion dollars we spend annually on defense and foreign wars.

With our recent elections, economic crisis and misdirected broken down American auto industry, we are ready for a change that is transformational. We should look beyond spending billions of dollars per year to repair existing roads and bridges. The Honorable Chairman of the Transportation Subcommittee, Congressman Peter DeFazio, understands the fundamental transportation systems changes needed and will work hard in leading Congress to challenge 'big oil' interests and fund alternative transportation needs. Congress needs to allocate funding that will help reduce our dependence on foreign oil and, at the same time, will make domestic oil more economical to produce.

Governor Ted Kulongoski recently released his "Jobs and Transportation Act for 2009." For the sake of our children's future, the Act should at least contain partial funding for planning and developing separated freight and high speed passenger rail service between Eugene and Seattle by 2019. Maximum travel time of four hours should be the goal. A new high-speed train station built on the east bank of the Willamette River across from the Coliseum would act as the main transportation and tourism hub in the region with great connectivity to bikeways, streetcars and light rail. This same high-speed double track rail system could double as a commuter line from Portland's new station to a new station in Vancouver. A ten-minute non-stop rail commute between Vancouver and Portland could give a new perspective to Columbia River Crossing. [Pour une fois le transport intra-agglomération n'est pas oublié]

As a part of a larger transportation system, high speed and commute rail would be the ultimate in fuel efficiency and speed, and add to our greener lifestyle goals.

Raminagrobis a écrit :Sur le front américain

http://www.winonadailynews.com/articles ... rail10.txt
Le soutient politique grandit pour la ligne Chicago-Sain Paul. Ca fait 570 km à vol d'oiseau (dont réalistement mettons 700 km). Chicago est la 3e ville des USA, avec un peu moins de 3 M d'habitants intramuros, et une agglo de 9 millions. L'agglo de Saint-Paul/Minneapolis pèse 3 millions d'habitants. Par contre entre les deux c'est assez vide. Le tracé n'est pas encore défini.

A very fast train service linking Melbourne, Canberra and Sydney is more likely than ever, according to one expert.
Dale Budd, who has been involved in two unsuccessful bids for high-speed rail projects, said the high cost of energy and concerns about greenhouse gas emissions meant the project made more economic sense.

The project was on a short list provided to the Council of Australian Governments by Infrastructure Australia as part of its audit of national infrastructure needs last week.

The report outlined 94 projects for consideration, with the very fast train proposal the most expensive, with an estimated cost of between $32billion and $59billion. [dollars australiens bien sur]

Mr Budd said the valuation was ''on the high side'' and suggested the project could be achieved in as little as eight to 10 years.

The train service could see travel times from Canberra to Sydney as quick as 80 minutes and less than two hours to Melbourne.

''I think it would make Canberra a more attractive place to live and work,'' Mr Budd said.

He said easier access to entertainment and medical facilities in Canberra and Melbourne would increase the appeal for people considering a move to the capital.

There was a strong market for a very fast train service if it was affordable and services were regular.

He said the Sydney-to-Melbourne air route was the fourth busiest in the world, indicating demand for quick travel between the cities.

Before the Federal Government considered the project, initial plans were needed as no current proposal for a fast rail network was on the table.

Accounting firm KPMG's head of infrastructure, Julian Vella, said the projects outlined by Infrastructure Australia would require about $150billion in investment from governments and the private sector.

He said public/private partnerships were crucial to seeing projects like a high-speed train service succeed.

Mr Budd said the important lesson from the unsuccessful VFT and Speedrail projects was for commitments from the public and private sector to be clearly mapped out before a project was started.

Rue89 a écrit :Ligne TGV vers Nice : le tracé des métropoles est moins cher !

En attendant, ce que l’on nous dessine, c’est une ligne TGV évitant Aix, Marseille et Toulon.

Alturiak a écrit : En attendant, ce que l’on nous dessine, c’est une ligne TGV évitant Aix, Marseille et Toulon.

Alturiak a écrit :Des trois tracés en concurrence pour la LGV PACA c'est vers celle la plus directe (de Paris à Nice) qu'on semble se diriger.

Rue89 a écrit :Ligne TGV vers Nice : le tracé des métropoles est moins cher !

En attendant, ce que l’on nous dessine, c’est une ligne TGV évitant Aix, Marseille et Toulon.

Petite carte pour visualiser tout ça (la ligne la plus directe est bien sûr la verte) :

Perry [Rick Perry, gouverneur républicain du Texas, en poste depuis 2000 et jusque 2010, quoi qu'il compte bien rempiler pour 4 ans] open to proposed high-speed transit system

Growing populations, environmental concerns make project more likely
Hudson Lockett

Daily Texan Staff

Published: Monday, February 2, 2009
Updated: Monday, February 2, 2009
Gov. Rick Perry’s spokeswoman said last week that Perry would be open to the possibility of a high-speed rail line in Texas’ future. The project, experiencing a new push by backers, may still face difficulties.
The Texas High Speed Rail and Transportation Corporation is leading the push for the 200-mph [320 km/h] train, which would stop in Temple and Austin. The rail would terminate at airports in Dallas, Houston, San Antonio and Austin.
Spokeswoman for the governor Allison Castle told The Associated Press Wednesday that Perry said he believes the rail “could very well be in the future of Texas.”
Castle said the project wasn’t currently possible without large government subsidies but that as the population increased in the Dallas-Houston-San Antonio triangle, the rail would become more viable.
“Our vision is to have an operating high-speed rail system in Texas by 2020 [11 ans à partir de zéro ça parait optimiste, même si le Texas c'est toujours vanté d'être l'état où on fait les choses vite],” said Temple Mayor Bill Jones, vice chairman of the nonprofit corporation.
The group sees the rail as a potential solution to increased congestion on Texas highways. The Texas Data Center and Office of the State Demographer projects population could grow to as much as 40 million or 50 million by 2040.
Jones said the price tag for the rail itself would be between $12 billion to $18 billion, with construction starting around 2014 to 2015. The price does not include local stops funded by communities along the way, he said.
The corporation hopes to get about $100 million in funding for right of way analysis, along with environmental and market studies.
“We’ve got to get underway within the next couple of years,” Jones said.
Elevating the rail would help avoid the issue of eminent domain, he said. Eminent domain was an issue in the development of the now cancelled Trans-Texas Corridor, which was renamed and scaled down in January.
Jones also said he expected transit-oriented development to build up around the new stations.
“The economic development that comes from a station like that is tremendous,” he said.
“I think we’re revisiting this again because of energy and climate concerns,” said Kara Kockelman, an associate professor of civil, architectural and environmental engineering.
Kockelman said the high-speed rail offered an efficient, greener alternative to flying or driving, “if only Americans would use it.”
Kockelman added that if energy prices go up or there are more restrictions on travel because of climate, the rail would stand a better chance at being competitive with air and road travel.
“But will you fill the seats is the big question,” Kockelman said. “If people aren’t riding on it, the subsidies become even worse.”
Kockelman’s main concern stems from the layout of major Texas cities, which are built around cars that use sprawling highway systems.
“Texas is pretty low-density development,” Kockelman said. “If you get into central Dallas or Forth Worth, people have to get a taxi once they get there or have to rent a car, and it would have been cheaper to drive in the first place.”