2023-09-03 19:20:29
The president of Occitanie and the president of Auvergne-Rhône-Alpes ask the government not to abandon the lines serving Aubrac and the Cévennes. The approach is meritorious, but only approaches the file from the small end of the telescope without mentioning the root causes, for lack of seeing the reality in detail.
The difficulties of the lines managed by the SNCF do not constitute a problem in themselves, which it is possible to isolate from a broader approach. Without very dynamic territories, few travelers to transport…
It is indeed the relocation of the territory, operated for several decades (if not several centuries) by the central and Parisian State which advocated a centralization of the majority of activities in Paris and its surroundings. It is therefore necessary that the regions together ask the State for a real plan of decentralization in the territories, in priority of all the activities which do not need to be developed in Ile de France.
This plan must include the procedures for setting up industrial activities in agglomerations; commune of agglomeration, capable of offering all the amenities to companies, to their employees, wishing to settle in these territories: ability to offer jobs, public health services, public education, cultural activities and sports, accessible accommodation at an attractive cost and public transport services. These specifications must be those of small towns, not necessarily the small towns of tomorrow, as seen by the Agency for the development of territories.
These local development plans, some per department, must be jointly supported by the State and by the Regions, avoiding an expensive, insufficient, and ineffective sprinkling.
These axes of development presuppose that the Regions establish very strong cooperation, in particular natural and historical axes of circulation. This presupposes that regional logics no longer stop at administrative borders fixed arbitrarily by the vertical State without any consultation.
Interregional cooperation obviously had to go infinitely further, according to geographical, climatic, industrial, economic and social logics. Interregional plans are needed for certain peripheral and trans-regional territories: Aubrac, Cévennes Ardèche and Cévennes Gard, Drôme Provençale, Haut Jura, Haut Beaujolais-Charolais, Allier and Loire valleys, etc.
Interregional logics should quite simply exist, particularly in terms of public transport and rail transport. The opening up of passenger transport markets to competition should have been an opportunity for reflection and interregional action. The opening was decided region by region, without interregional logic… The regions launched separate procedures, with a single internal logic. They have cut their market into lots, potentially causing huge problems with ticketing, etc.
Cutting up the markets, the Regions may not interest many operators. The operators who will have responded will have to manage markets that are too narrow at the cost of enormous challenges.
It would not have been absurd for the regions to be able to open up markets within the framework of interregional cooperation. Thus, New Aquitaine, Occitanie, Auvergne Rhône-Alpes and Provence Alpes Côte d’Azur might have opened the markets simultaneously, to gradually create an offer of sufficient size, create real cross-regional interregional links: Bordeaux Toulouse, Marseille Nice; Lyon Toulouse, Geneva Marseille, Cévennes line; of Aubrac, lines of the Rhone Valley. This progressive interregional approach would make it possible to better approach the service of peripheral territories: right bank of the Rhone valley, Lyon-Saint-Claude service; Lyon Paray le Monial, or Grésivaudan-Gap-Sisteron-Marseille…
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