Yes but that was the right move back then. getting out of the radial system was always going to take time

Sounds like the Washington DC Metro Transit System.

you have to abandon wars first lol!!!

You can't have everything. You have Strike carrier groups around the world to keep afloat.

​@@carholic-sz3qvlmfao, no, that's not the problem. The problem is that most of the american taxes have to go towards the overbloated road infrastructure. Reduce the amount of roads ans single family homes, and your deficit will disappear.

@@marcbuisson2463 Keep US-Foreverwars Inc. alive then..? Are you a shareholder in the MIC (Military Industrial Complex) ?

What do you consider major?

I mean, am I the only thinking all that for just 37 billion?!!

France has a good history of building rail infrastructure so their expertise in the area ensures estimates and work are more accurate. The way for Britain and America, especially, to improve in this area, is to keep building more. A high speed network between Brighton and London, and between Manchester, Liverpool, Leeds, York, Sheffield, Newcastle, as well as making HS2 actually reach London and the north, would be a good place to start.

From what I've read, countries like France keep the expertise "in house." Once a project finishes, those people move on to another similar project. That way you don't keep "reinventing the wheel." In the US everything is outsourced to "get the best price." The problem is that you don't end up building teams of people how have experience building subways or high speed lines, and everyone bidding is "learning as they go." It's just one reason they have done a bunch of this kind of building (along with with high speed rail) on time and on budget vs. the colossal time and cost over runs in the UK and US.

Or Germany.

@@andrelam9898 Yep, contracting private companies usually doesn't work long term for anything in the public sector. Logically it doesn't make sense, if you need 200 people and $1billion to build something yourself, a private company will need pretty much the same PLUS more on top to deliver a profit - there are claims private companies are more efficient but that's rarely the case. Then, as you say, if you build it yourself you're left with 200 skilled and experienced people to deploy on the next major project, the knowledge is retained and maintenance can be continued without more contractors. We in New Zealand built a huge new road through some really rough terrain but it was built privately with public funding. Which means that huge crew is not retained, the company that took "ownership" and is contracted to maintain it is focused on keeping costs low and profits high instead of actual quality and it was delivered late and way, way over budget after the companies invoked contract clauses to get more money. But it's hard to shift from private to public, there are massive costs that some politician will have to publicly stand up and declare and that's a fast track to losing elections. I once heard someone say that public services don't lose money, they only COST money but that's a huge mindset shift

Right? They're often too optimistic and want to show off their big ambitions but they really do try and for the good reasons. The transformation Paris has already undergone the last decade or so is crazy. And the French b*tch and moan about the costs, the delays, the nuisance, but not because they don't want it to be done, they just expect perfection from their elected officials. They never get it of course, but ask for it every time with the same energy. This is really awe-inspiring, at least for me, I'm not exaggerating. In the US people are more like "well politics are fu*ked so I am just going to try individually to make the most out of it"

Tokyo

London, the whole of China. Europe as a whole is committing probably half a trillion dollars if not more to rail project in the next 20 years.

Actually that's pretty normal in most of the wealthy world. Nothing particular to France here.

​@@puccalandReally? I'm curious, which project compares with that, at least in Europe ?

Also the high speed rail line currently being build under the Alps (the Lyon-Turin)

@@TonyTomas01 That to!

Considering the skyrocketing crime rates in Paris, I dont see how a metro system can succeed. People will prefer the saftey of their cars, to go through giant no go zones. In G-d I trust.

@@Newoak the skyrocketing crime rate? Lol bro I don’t think we’re living in the same city (if you even live in Paris). Or maybe don’t be a puss, here it’s France not boring weak Iceland.

@@Newoak You're right about how crime infested it's becoming however that would mainly be an issue for the northern section of the new metro the rest should not be too different from regular paris metro. Also that issue could be fixed when a government with political will arrives in power (probably 2027) since it's mainly an issue of very lax judicial system, prisons that don't have any room left to receive more criminals (120 % overpopulated) and thus crime being rampant. And obviously border control and necessary deportations.

😂😂😂right

Once in a millennium soon

Almost like there's more than one place in the world. If 100 countries all do once-a-century projects, one will happen on average every year.

In the woooorld

Once in a century *for Paris 👍

Yes, he should do this. I guess it also depends on the sponsors, but these projects really need to be documented on every good channel.

Quel dommage qu'aucun fond ne soit alloué à la transformation de villes comme Lyon qui ont un déficit énorme de transport une fois sorti de la ville en elle-même

That's a great comment, thanks for the details and corrections!

@@stongaasali La "nouvelle" SGP (maintenant que ça s'appelle la Société des Grands Projets) est faite pour ça. Le changement de nom accompagne un élargissement de son domaine de compétence au-delà du Grand Paris. Juste un détail cependant : ce n'est pas l'état qui paye le Grand Paris Express contrairement à ce que pense la majorité des gens. C'est un emprunt sur plusieurs dizaines d'années, structuré par l'état mais remboursé par la région en grande majorité. Tout comme c'est la région et les villes qui ont décidé la construction des 12 nouvelles lignes qui ont ouvert ces près de 15 dernières années (dont 2 nouvelles rien qu'en 2023). L'état n'a apporté qu'une participation à l'infrastructure et rien du tout pour les flottes de trains qui sont à la charge exclusive de la région. Est-ce seulement possible à Lyon ? La région accepterait-elle un investissement d'ampleur à rembourser sur 50 ans ? Avec l'actuel tête de région c'est très très très mal barré... ouin-ouin wauquiez préfèrerait perdre un bras que donner l'impression qu'il fait quelque chose pour une ville, c'est aussi un ferme partisan du tout voiture et de la maison individuelle, surtout depuis qu'il se positionne en sauveur des campagnes. Il y a aussi le fait qu'un investissement en transports publics lourds a beaucoup plus d'effets positifs sur l'économie à Paris (au sens large) que n'importe où ailleurs en France. Cependant, il y a les nouveaux "SERM" (Service Express Régional Métropolitain), autrement dit les RER des grandes métropoles françaises, qui sont en projet. Mais chaque région a la main dessus, ce qui peut limiter les investissements par frilosité ainsi que par idéologie et clientèlisme politique envers les zones rurales au détriment des zones urbaines, bien que les zones rurales soient un gouffre économique sans fond. Pour pouvoir développer les transports publics il faut aussi vraiment orienter l'habitat vers plus de densité, moins de pavillons, etc. afin que ces projets prennent de l'ampleur, au moins au niveau de nos ambitions en termes d'émissions de GES et de santé publique. Malheureusement il y a aussi des problèmes d'idéologies politiques contradictoires, en plus du clientèlisme déjà mentionné, une mauvaise habitude en France de considérer que ce qui n'est pas plein à craquer est sur-dimensionné, ce qui est absurde. Il y a un juste milieu entre la boîte de sardines à la française car on a toujours peur de sur-dimensionner ce qui fait qu'on se retrouve avec trop petit, et de l'autre le métro lourd à l'américaine qui transporte moins de personnes par jour qu'une ligne de tram (cf Chicago, Washington DC, Los Angeles...). Un bon exemple de frilosité a été l'absence de tunnels séparés pour les RER B et D entre Châtelet et Gare du Nord. On en paye le prix aujourd'hui, avec deux lignes au bord de l'asphyxie et limitées dans leurs capacités car elles doivent se partager un unique tunnel alors qu'elles déplacent à elles deux largement plus d'un million et demi de voyageurs par jour. C'est le tunnel de l'enfer où il y a la queue pour passer. Problème qu'on tente de régler à coups d'évolutions technologiques aux résultats limités car même avec les bidouilles les plus modernes du monde, on ne fera pas passer 60 trains par heure dans chaque sens dans un seul tunnel de 2 voies. La deuxième ligne la plus chargée d'Europe doit donc partager un tunnel de quelques kilomètres, soit un infime pourcentage de sa longueur, avec une autre ligne très chargée. Et même s'il était décidé, enfin, de construire ce second tunnel, il faudrait trouver des moyens très précis et massifs pour éviter de trop impacter le trafic pendant les travaux, tout ça parce qu'on a trop attendu. Toulouse a pris des décisions et est en train de construire sa troisième ligne de métro basée sur un format classique avec des trains automatiques Métropolis d'Alstom, comme le Grand Paris Express, mais de seulement 3 voitures si mes souvenirs sont bons. Ce sera un peu un mélange entre une ligne 14 et la future 15 car la ligne forme un grand arc tout en desservant des lieux importants avec une très forte connectivité. Ce sont des décisions politiques locales qui ont permis ça, ce n'est pas une décision de l'état. C'est d'ailleurs un peu ce qui m'a surpris dans la formulation de ton commentaire : "aucun fond alloué", mais par qui ? L'état ? La région ? Ce sont les décisions locales, souvent ensuite appuyées par l'état qui donnent des résultats. On ne peut pas attendre de l'état qu'il prenne les décisions pour chaque ville ou région. Même si il faudrait peut-être ça à Marseille pour qu'ils aient enfin un développement conséquent de leur réseau de transport. Il faut voter, parler à ses représentants élus, fréquenter les réunions publiques, etc. Lyon a effectivement un besoin en grande couronne, mais s'en sort plutôt bien sur le reste comparé à Marseille par exemple qui est vraiment très pauvre en transports. Les 2 pauvres lignes de métro sont trop courtes, de grands pans entiers de la ville n'ont que des bus plus ou moins corrects. Et surtout niveau habitat, c'est très orienté voiture à part le centre. Ce qui est aussi un problème à Lyon sorti de la partie centrale. Marseille est un peu une zone prioritaire dans tous les sens du terme, particulièrement niveau urbanisme et transports. Peut-être que les résultats du Grand Paris Express sur la part modale et l'urbanisme auront un effet déclencheur sur les autres grandes villes. Elles ne pourront pas rester des petits îlots de mobilité décarbonée isolés. Ce qui a aussi permis un tel développement à Paris (les 12 nouvelles lignes de tram, des T3a, T3b, T4.... au T13, le GPE, l'extension Ouest du RER E, les nouveaux Tzen, etc.) c'est le fait que plus il y de personnes qui prennent les transports, plus il y a d'intérêt pour les développer. C'est un cercle vertueux qu'il faut amorcer. Alors il ne faudra peut-être pas s'attendre à avoir un maillage comme à Paris, mais au moins comme dans les grandes métropoles allemandes pour ce qui est de la banlieue. Pour ça il faudra aussi accepter de renoncer à la voiture avec moins de protestation. Bonne soirée.

​@@stongaasaliThat's up to the Lyonnais to pay to improve their public transit network just like the Parisians did for themselves. The French State will fund new RERs, probably Lyon is on the list of the recipients.

Our billionaires love to use their TBMs to create “one more lane”

Even liberals around where I live, think there's good reason to spend money on new roads, even when we have no railway line within 50 miles of the city.

Everybody wants to copy Tokyo

Nothing says modern, like burrowing tunnels under the ground at over $6,500 per person and an even more enormous budget to deal with transportation each and every year throughout any given country. When the future is going to be more about transportation in the open skies above, at a cost per person on a much lower scale. A system that will not restrict and gatekeep access.

@@julesmo323 and thats assuming it comes in on budget, in reality you should increase that budget 4-6 times over and the timeframe by 1-2 decades.

Let's hope Macrons warmongering doesn't flick off the lights in the city of lights 4ever.

You're right for the most part. There are buses, and in some parts trams and even the RER and the Transilien that can be used for such connections today, but the new network will be much more extensive and will have much better connections.

@@Memovox perks of having domestic nuclear power: Ivans can't shut the supply down

@@mohammedsarker5756 Ivan can and will shut down the troops macron is in the process of sending.

@@mohammedsarker5756 No-one is untouchable.

And more than 15 millions forthe total aglomeration

and tourists

Ça c’est bien vrai 😅

One can dream! It takes 2-3 hours to get from flushing queens to Bergen county via MTA alone.

NYC can't even get Queenslink, let alone the line 15 equivalent it needs.

Yeah that's what they do in Paris ( * tries to cover up editing mistake *)

@@TheB1M 😆nice

I confirm, you can see some moonwalkers in Paris 😂

Born and bred Choisyenne here. They literally tore down entire neighbourhoods to rebuild new. Vitry and Orly needed it very much. Les Ardoines that's in Vitry though. Unfortunately that would have been better if they had connected Choisy with a metro station. The T9 helped a lot sure, Choisy is already well connected to the railway but Choisy is a hub and is saturated with people taking a connection there.

@@puccaland Bonjour voisine ! ✋😉 You're right about a metro station for Choisy, I'm amazed how it's crowded right now in rush hour. Hope the Tzen5 will help a little bit too. And who knows, maybe in a decade they will extend the line 10 to Choisy (after 2030 for Les Ardoines).

@@mr.niyaoukitchen2397 I honestly don't know the point of the Tzen5 for Choisy. There is no point taking the bus to go to Bibliothèque in 30 min when it's done in 5 minutes by train. As a back up plan maybe but that's rare that RER C is completely shut down.

@@mr.niyaoukitchen2397 It makes sense for the inhabitants of Ivry and Vitry who live on the river bank.

@@mr.niyaoukitchen2397 We have always been screwed with the metro. First line 7, then even the tramway 9, they didn't extend it until Orly airport. I heard rumors for metro 10 but only all the way to Vitry. So I am not holding my breath for Choisy.

I studied and became fluent in French just to watch this 10 min video!

I was just thinking that too. I was born in '83, yet still in the last 20 years the uptake of TBMs has been rampant and changing the shape of cities and urban transport links in many many places!

And almost all of them get build by one small family owned business in Germany

almost all of them where? For most use cases, they are purpose built. In Australia alone, I've found multiple companies who contract builders of TBMs for various projects, none of whom are German@@swunt10

Are you talking about Herrenknecht?

They make these projects look easy now, to the point now it usually isn't the tunnel digging that cause the delays, I believe most of HS2 tunnels are ahead of schedule, an the Elizabeth line tunnels was also completed ahead of schedule but the equipping of the stations and all of the other infrastructure needed to make a functioning metro system.

The largest and most successful manufacturer of TBM is German Herrenknecht. Should be presentations available on this media

I've never heard of any large TBM ever advancing an average of 38 meters per day under normal conditions. The 38 meters mentioned about the Crossrail project were because there were 2 parallel tunnels, so they just added the daily progression of each tunnel. 38 being 2 times 19, at least that's what was explained about the Crossrail project in a documentary. Much like it was announced that the GPE tunnels at times advanced by more than 250 meters per day. It was simply the addition of all TBM's progressing simultaneously. As for Paris soil, it would be so much easier and a bit faster if it was limestone. There's limestone, sure, but it's fractioned and most of the really consistent limestone layers were dug through by century old quarries. A good chunk of the TBM's used on the GPE are of the slurry or pressurized mud type to be able to dig through water filled layers of soil. There's sand, gypsum, clay, gravel, etc. It's a mish-mash of many types of soil with a lot of water because the aquifers rise to very shallow depths. Quite a nightmarish soil to dig through. They've regularly had to use ground hard freezing techniques to avoid flooding. Many locations in the Greater Paris area have pretty bad soil conditions a bit like the South side of London, especially anywhere near the S turns of the Seine and Marne rivers. A good example of that is Saint-Maur Créteil station that is built like a submarine, anchored underground between 2 sections of the Marne river forming a loop and peninsula. Letting the TBM cross the station box and extending the platform from the initial column box required freezing the ground and extensive grouting to solidify the soil and avoid a massive flood. The video here is a bit strange when mentioning the digging speed. It feels like the sentence infers that they wanted to mention the number of simultaneously digging TBM's at peak time but forgot to tell the actual number. 12 to 15 meter is the average progression of one TBM depending on the soil conditions in Paris, not the overall daily progression at peak. If I recall correctly, there were at least up to 21 TBM's digging simultaneously when the building works of the first major phase peaked. One other thing to note is that the GPE uses mainly single bore tunnels, instead of dual bored parallel tunnels. Which means the tunnels' width, and thus the TBM's diameter, is significantly larger than for the ones used on Crossrail or HS2 which are dual bore. A larger cutting face on a TBM displaces significantly more soil and, as a general rule, the larger a TBM is in diameter, the slower it progresses in comparable soil. I'm pretty sure we've already exchanged together in the comments section of IDFM or something, isn't it?

@@KyrilPG Thank you for your enlightening information. Reminds me of the time - honoured adage: Lies, damned lies and statistics. I must admit that I wasn't aware of the greater difficulty encountered when boring through clays instead of limestone. Tunneling technology is truly awe inspiring. Hats off to the troglodytes! I've added a correction to my slap dash assumption and credited you, thank you. As for Île-de-France mobilités, non. Maybe elsewhere.

@@KyrilPG I know TBM's have broken records. That of the L14 one was 34 m on certain days and TBM of the L18, supposed to be faster tunnel boring machines, did between 20 and 30 m/day with records of 40 or 50 m on certain rare days.

​@@KyrilPGThey don't go through the old quarries. They dig under.

@@Lodai974 How is that even possible in terms of soil removal? Because often, it's not the cutting head that is the main limiting factor but the soil removal system, i.e. the conveyor belt or worse, the mud piping. The conveyor belt can only go so fast before having problems carrying soil, like projections or overload. Not mentioning the problem with storing and discarding all those cubic meters of soil. One major issue with conveyor belts running too fast is at connection points, notably where elevation changes. Switching the soil between successive conveyor belts is done by gravity : the previous belt simply dumps what it carries on a lower belt. Higher speeds are more easily achieved on smaller TBM's because the conveyor is proportionally larger while the quantity of soil is proportionally smaller due to the narrower width. Every time I saw these sorts of numbers, and after further research (like asking the TBM guys) it turned out to be a management communication shortcut, a simple addition of the progress done by different TBM's in one day. Or a simple multiplication by 24 of the progress in 1 hour of continuous digging, without accounting for the tunnel segment lining time. Simply because there were multiple TBM's digging the same line, so managers communicated about the tunnel's progress, not individual TBM's. The other limiting factor is the fact that the TBM's dug under urbanized locations, with zero margin of error in terms of vibration and risks of subsidence, thus further limiting the speed to a safe, stable one. All TBM speed records were done in uninhabited locations, like mines, with much narrower cutting heads. So, are you really really sure about that? The TBM guys I talked to were saying that there can be some spikes in progression, but nowhere near as 3 or 4 times faster than the usual speed. For them, and in Paris soil conditions, something like 18 meters were exceptional days on a single bore tunnel of the size used for the GPE or M14. This harshly curbed my enthusiasm, to be honest, as I initially believed the higher numbers found here and there. Plus, slurry TBM's are even more limited in their speed variation range because the slurry piping is very restrictive and the progress in waterlogged terrain really can't go much faster than usual compared to EPB ones. Always a pleasure to stumble on you here. 😀

You won’t, (in America) this has been covered in another video by real life lore. Can’t remember exactly why at the moment,

basically beuracricies and shityy angry farmers that wont sell their land because of being "their families legacy"@@bastymanguy

Keep hoping & coping yank

Never! Your segregation policies to keep the rich away from the "undesirables" is how it is, and you will NEVER have cities like in Europe or Asia

@@bastymanguy because our populace is dumb as rocks and the politicians are complicit in their stupidity

LA needs different zoning regulations before adressing the transportation issues

@@Desi365or maybe no zoning regulation

Do most americans want public transportation ? Isn't it communism ?

NYC has subway and Public transport is democratic @@edouard9867

Thanks! We're exhausted haha

​@@TheB1MWork hard, party harder ;)

I don't see how the project will affect commuting from an "arrondissement" to another, as "arrondissements" are in Paris and the new lines are in the suburbs around Paris. I would rather say that people currently have to go to Paris itself to go from a suburb city to another one in most cases, which is why indeed the project is made. The current metro is dense enough to be able to efficiently commute inside of Paris most often.

Thanks!

Are you perhaps confusing the administrative region Ile-de-France with the Greater Paris? The former is officially at 12 million people, while the latter, which comprises Paris and its immediate suburbs, is at 7 million people.

@@KyragosNot confusing anything, thank you. I’m pointing something out: that all of this investment is for a city and its ‘hinterland’ that represents 12million+ inhabitants.

@@lours6993You only stated that the Greater Paris represents 12-15 million people, which is factually false. This hinterland is 15 times bigger than the greater Paris.

@@Kyragos Alright. I’ll change it to, “il de France region”

@@Kyragosthe Paris agglomeration is almost 11m people as of 2021 fr.m.wikipedia.org/wiki/Unité_urbaine_de_Paris the Parisian agglomeration is basically the Île-de-France region. there is also 13m people living in the parisian "area of attraction". fr.m.wikipedia.org/wiki/Aire_d%27attraction_de_Paris so it's between 11-13m people

It’s no longer a project, it’s been built

Huh? 16m is the rate per day of drilling; 30 to 40m are the utilities built in the last century and hence the tunnels have to be deeper.

@@lours6993 I beg to differ. I'm going on what our host Fred is saying. I invite you to press on the highlighted 03:43.

Ireland’s planning system is worse than the UK’s

You're that optimistic?!

@@ballyhigh11 yeah, it's only been on the cards since 2005. Let's say 2045 is a bit more realistic

how's public transportation in Dublin besides metro?

@@leucemie1116 ranked as 35th most congested city in the world, it's not great. The trams introduced over the last 25 years have been a welcome addition and there is a lot of opportunities for improvement to heavy rail and bus scheduling/priority

This will work well, as it did in many places. The problem in cities, states and countries that do not invest in railways is not lack of funds, because they have plenty for roads, but a political and cultural one. Change this and there will be enough money.

As someone living in Paris area, I can say that, yes, big money is put in this project. Sadly, the same thing can't be said about a good part of the older lines that have suffered from a chronic lack of maintenance and mismanagement.

​@@Kyragos The entire network has been retrofitted. We're talking 1000 unique stations or so. Platforms elevated for the disabled people, elevators and escalators added everywhere, train cars changed. Only a few lines are still waiting and some stations inside Paris proper.

@@puccaland I was actually talking about the train transport in the whole region. There are technical issues literally everyday on the line A for example, which actually got worse in the few recent years. As the busiest line of Europe, it is not a minor thing. And we could say the same things about the other RER lines and a few other lettered lines. Yes, things are getting better overall, but years, if not decades, of lack of proper maintenance are still far to be solved.

@@Kyragos Things aren't better but worse and that's precisely because of the multiple construction projects going on right now in Paris, not because of maintenance.

In Paris, there's this issue as well. It doesn't look promising for the Olympics or even for daily life right now.

​@@stanyamish3996For daily life it's same as usual. Just that the rush hour (as in buses which are packed) is longer. The Olympic sites are normally all connected to the railway or they will use private shuttles to make the last km. In other words the shortage of bus drivers is irrelevant here.

​@@stanyamish3996 Moreover every year Paris welcomes 50 million tourists, most of them coming in the summer. You'll find out that Paris is empty during that season especially August because the locals leave to go on holidays themselves. With the Olympics Paris is expecting 15 million tourists vs 12 millions in normal times. Nothing the current infrastructure cannot handle.

It is mixing pleasure with business, there are a bunch of similar clips here, even Trimble's competitors have a few :)) I find it ok, though I would want to see more in depth clips, showing multiple pieces of this huge project. There is plenty of very interesting material in this Parisian super-project. Like it is now, it only scratches the subject.

342km in total for Istanbul. Extension for Paris = + 200 km

It's great that Istanbul is investing in everything - railways, highways, airports, canals, you name it!

not the same thing. it's not a km issue and who makes more.

​@@cjlmoniThere aren't just 200 km added in Paris. They also extended multiple existing lines, retrofitted the entire network and remodeling the neighbourhoods around. Show the equivalent in Istanbul?

The network in Istanbul doesn't play in the same league whatsoever that's why they don't talk about it. Paris 20 000+ inhabitants/sqm, about half that in the urban area. They tore down entire neighbourhoods to rebuild new, extended a dozen of lines, created a dozen of new lines, retrofitted the entire network top to bottom (1000+ stations), put new train cars on all the lines (still in process). What is it to compare with Istanbul?

In the 19th Century senders of telegram messages were charged by the character. A sweet perk of the internet is there's no additional cost to spelling out the whole word.

This is a metro not a train. A metro has to stop at multiple stops so it can't go too fast as deacceleration then becomes a challenge. A train on the other had drives down longer distances so it's okay for it to go faster.

as masood said its a metro made for urban area with multiple stop, better not go too fast, you still have the train to travel between town, the tgv ( train grande vitesse ) can go around 300 320 km/h for exemple

I would suggest to reach out Evie what impresses me most about Evie is how well she explains basic concept of winning before actually trading for you. And letting you use her trade signals. And she will also teach you how to trade as she trade for you. This goes a long way to ensure winning trades

Please I'm a beginner where can someone reach Evie.

She's mostly on Telegrams, using the user name.

*@Evie180...*

I'm a newbie in trading, but I'll linking up to your coach. This is useful info❤

If you get multiple TBMs, you could get that. In this case, as it is a rocky material, it is 10-12 m/day per machine. There are multiple TBMs digging here, too.

France is basically African anyway

When you are in central Paris you are never more than about 200 metres from the nearest metro station. 1/5th what you thought 😊. But no it is not free except during special events. It costs about 2 Euros per trip.

@@lours6993 I originally thought it was 500mtrs bit that didn't seem correct! So thank you 👍

Because the American love affair with their cars is still going very strong. For as long as fuel is the (ridiculously cheap) price it is there is no incentive to invest in public transport.

Opening in May

Houses falling apart in Paris?

Congrats!

@@TheB1M thanks💪

Alstom Urbalis for GPE.... Octys for L11. Siemens (originaly Matra) SAET NG for L14. Nexteo for Line E.

😂😂😂😂

The French didn't mind all of those Africans when they were raping and pillaging half of that continent in its colonial empire. Karmas a bitch.

Sounds like you're suffering from similar collywobbles to a great tranche of those of us in London pre - 2012 Olympics. Yet when they finally arrived, we enjoyed a couple of fortnights of uncharacteristically friendly and relaxed Londoners. If only that magical transformation could be permanent or at least an annual event. Good luck and hang on in there!

i don't think paris dreams of an @ids epidemic.

@@AlexC-ou4ju not the case in Moscow. Video is about metro.

@@TechMasterRus Sure, if you're looking exclusively at metros then Moscow is lovely, almost as nice as Pyongyang but 1. You said 'all the things' implying not just metro 2. i know where I'd choose to be born if I had the choise between being French, Russian or north korean, intricate marble metros or not.

democracy? oh no french have already create that

@@thunderbolt8409 One can't dream of a thing he can't imagine, so no. Ask yellow jackets.

@@naoufal8954 Do you understand what the word "sarcasm" means?

Bwahaha gooooot heeeeem

lol thank you for advice, i'll let Valérie Pecresse(Île-de-France region president) know 🤣

Make the ground swiss cheese and flood the streets with teslas sounds amazing truly the future of transportation lol

No thanks. We do things by our ownself. As we always did.

So I asked Co-Pilot about my idea! "In summary, your idea introduces an innovative twist to TBM tunneling. While it may not completely eliminate collapsing or wobbling concerns, it offers a promising approach. Collaborating with tunneling experts and conducting simulations could help validate its feasibility. 🛠🌐" Oh, that's on about how I'd redesign TBMs. I didn't ask it to evaluate my idea... hummm...

Ev’s don’t have anywhere near the same capacity as trains do