Claude Guéant also did not much need to insistBut I can tell you our themes for reflectionIf you reach here you are land anywhereThe fourth rule is to inquire into valuationsOther attempts Alveol Zendis have turned shortThe CGT calls a more progressive taxation and a revival of the wage bargaining read belowA syndrome who wins in turn Société GénéraleFrom the beginning of the case these deficiencies were plottedCrises often create heavy social tensionsHe has obtained 3 with his score of 2856You are at the head of a rail network that is described as obsolete. What is the responsibility of RFF in this situation
RFF is for ten years and it is therefore at least a shared responsibility! Beyond that, we have reached this situation, if we go out for a long period during which the railway was the subject of doubt. For years, there was an appetite for the whole society car symbol of progress while the rail, he failed to renew itself, developed to share the success of the TGV. Today, these two trends reversed. With the Grenelle of the environment, we see that railway transport is part of an application for the population. And the sector was able to adapt to this new situation. The example of the TER is striking: these are successful growing since the beginning of the Decade, with the regions and the SNCF invest in new equipment, new services.
This is the case in the Ile-de-France. But the consideration, is that the Council of Ile-de-France network saturation!
It did not anticipate the explosion of demand for public transport in this region, which occurs with a badly sized and country network. It is a major problem, which should be resolved with solutions of long term, but short term. For example, we asked the SNCF to carry out a diagnosis of the sensitive areas of the network. Indeed, the number of incidents to the infrastructure does not increase, their consequences become more and more important. We believe that there is thus a 50 points in D'ilede-France to treat as a priority to reduce the problems. Finally, Ile-de-France is not equipped to handle the mass of flow: on the RER D, we for example 17 different command posts, we need one to effectively manage the incidents.
When will users perceive the first improvements on the Council of Ile-de-France network
We must act on multiple time horizons. With regard to the treatment of some 50 sensitive areas, the effects should be felt within two to three years. Then, various investments already initiated or planned on the lines of the RER will result in the daily life of the users in five years. Finally, and this is the last stage of the rocket, the Government State and region to think about new lines that will strengthen and complement the existing network. The President of the Republic is due to speak on the subject. In this case, the horizon is rather in fifteen years. It is therefore a long-term task. In the meantime, it would be wise to stabilize the supply until the network is not delivered to level. Clearly, to catch our breath, he must stop to increase the number of trains in Ile-de-France. This is a debate that we want to have with the STIF (Syndicat transport of Ile-de-France), although it is not easy, taking into account the policy of the rolling with the SNCF.
In General, should streamline the French network, to focus resources on the areas that are most needed
Our ambition is to maintain the network in the State to meet the demand. But we will not do it no matter what, if nobody wants to ride on it! Must be a response tailored to the characteristics of each region: the situation of Auvergne which faces low density is not the same as that of Britain, with its string of medium-sized cities, and Midi-Pyrénées, with concentration on the regional capital.
What is the part of the French rail network not used
The France account 30,000 kilometres of lines, or the second network in Europe behind the Germany. But, unlike our German neighbour, ours is very unbalanced, with a network main national movement and international which represents only half of the total. For the rest, the situation is very disparate. There are approximately 3,000 kilometres of track on which runs absolutely no train. Should we remove them Transform them into green lane for bikes for example Or renovations The question of their becoming arises very clearly. There are also approximately 6,000 kilometres on which circulate very few trains, fewer than 10 per day. May we all keep them, from an economic but also ecological point of view If it is to drive a diesel locomotive carrying 5 passengers, the carbon footprint is better by putting in a minibus. It is a sensitive issue and we must deal with it with the regions.
What are the consequences of the crisis on the transport of goods and passengers
The effects are very direct and very visible for freight, which recorded a decrease of 25 in volume since November. The stall is net, to the extent of the entire industry. For travellers.
the trend is rather to the moderation of growth: the activity remains stable, whereas it was accustomed to progressions of 4 to 5, and even more in recent years.For freight, this crisis questioned objective assigned during the Grenelle environment of an increase of 25 of market by 2012
It is certain that the crisis occurs at a wrong time, especially for the new players that are implanted only three years ago. It's a market on which it is not easily some say they face obstacles smile because it seeks investment and training, efforts which are expensive. Therefore, the crisis came a little soon for these operators, but also for the SNCF, who was trying to straighten this activity worth that worth. Another factor aggravating: in the competition between modes of transport, the road and the air are affected by the crisis and struggle foot to foot to keep.
How to straighten the rail freight in France
The priority is to find a new economic model in rail transport of proximity. For large massive flows, whole trains and combined transport, SNCF and the newcomers know what to do. However, dispersed trafficking, small lots, or what is called the car isolated, we are in a stalemate. It is also these isolated cars which are the source of most of the losses of freight SNCF. Yet, it is essential for the good health of cargo: If Deutsche Bahn is so strong in this area, it is because dozens of operators have managed to enter small segments specific traffic out of a port, a line feed industrial zone or a career aggregate, etc to and thus fuel large flows. The Germany, such as the United States, are also model for us. We seek to understand how these small operators were able to appear and prosper, to replicate this model in France. It is the issue of rail proximity operators, these SMEs of the rail, which we support the creation.
Can the crisis stop the arrival of new actors in the international carriage of passengers
It does to improvising not passenger high speed carrier. The opening to competition will be done, but slowly, so it is likely that the crisis has the effect of slow even more openness. The current context either on a social level or at the level of funding indeed cautious with Fireworks. But we are not in a few months away, the important thing is that RFF prepares to this new situation.
One often speaks of the arrival of Air France-Veolia and Deutsche Bahn through trade liberalization. Have you made requests for train paths for the next year
Three companies came to see us to discuss. For the moment, these discussions are only simulations, i.e. studies to see the conditions for opening of lines on any particular destination. At this stage, they are not concluding. For the moment, there is therefore no time slot reserved for new entrants in the international carriage of passengers. It will perhaps happen nothing next year, but we are preparing is not necessarily 2010...
The rail sector is often seen as the poor of the stimulus package. Do you share this view
Not really! First it must be noted that announced investments 300 million euros are far from being negligible. Especially they are in addition to a sum already very important. Before even the stimulus plan, rail has been two to three years a strong acceleration of investment: it is translated by the 4 new high speed lines in preparation (Tours-Bordeaux, Le Mans-Rennes, Nîmes-Montpellier and the end of Paris-Strasbourg), and the new contract for performance of RFF. Consider that we will invest 3.4 billion this year, while the figure was 2.4 billion three years ago! By 2015, we will have invested 13 billion in seven years, which will allow us to have a network renovated, and for the realization of high-speed lines.
The construction of four new TGV lines will pose a problem of funding. Beyond that, it should also have enough engineers and specialists in public works...
It is a real risk that we must share with the public authorities. Public works industries were outstanding responsiveness and flexibility. So they can adapt, and they began to do in recruiting and training more and more engineers. But make sure that the extent of the work does not put in tension beyond what is bearable. Otherwise, we might be faced with price slippages. This requires an open discussion with the whole industry, including training organizations. These are exciting trades and future, to be valued...
