David Valence: “Several realities still hamper the ambition of the law for a new rail pact”

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(Archive)

The law of June 27, 2018 for a new railway pact was the subject of a fact-finding mission of the National Assembly. This work was entrusted to the deputies (Radical Party) of the Vosges David Valence and (LR) from the Somme Emmanuel Maquet. The conclusions were presented to the Committee on Sustainable Development and Spatial Planning Wednesday 10 May 2023.

It should be noted that this was the 2e report presented by David Valence in less than a year under his mandate as deputy… and even from the 3rde if we consider its functionsChairman of the Board infrastructure orientation. To establish this report, 17 long hearings were carried out and 52 people interviewed. In the whole, the deputies David Valence and Emmanuel Maquet wished to carry out their mission ofe control over the impact of the law of June 27, 2018 and compliance with its letter and spirit.

They recalled that opening up to competition could constitute one means among others to first increase the offer of transrail public port, as well as the quality of services, while ensuring a certain tariff moderationtherefore to the benefit of the user as a last resort. Several European examples (Sweden, Germany, Italy) point in this direction.

Overall, the various actors haveappropriate the legal framework of the law, cosupplemented by regulations. Only two decrees remain to be issued, including one on social tariffs nationals. Opening up to competition has progressed at an encouraging pace but maybe a phad more timid than expected on freely organized services (SLO), while the regions have gradually entered for contracted services.

However, several realities still hinder the ambition of the 2018 law. This is the reason for which the report makes many recommendations, such as :

  • Rapid implementation in a law or an appendix to the SNCF Réseau performance contract of the ambitious plan for the future for transport announced by the Prime Minister in February 2023 ; the poor quality of the network, despite recent efforts, remains the first brake on opening up to competition ;
  • Modification of the regulatory framework to further secure data transmission essential to the constitution of calls for tenders carried out by the organizing authorities ;
  • The opening of a reoverall reflection on the pricing policy for infrastructure fees ; it recommends in particular to generalize experiments allowing regions to take charge of a share of the investments on the structuring network against a moderation contractual and sustainable tolls ;
  • The creation of one or more railway equipment rental companies, one of which part of the capital could be held by the Caisse des dépôts et consignations, to promote ferr offersalternative routes on non-LGV long-distance lines in particular ;
  • To pay great attention to the evolution of ticketing, the splitting of offers of distribution and passenger information being harmful to the simplicity of usaage of transport public railway ; an evolution of SNCF Connect towards a model integrating data from all transport operators could be considered, with pragmatism ;
  • The need to define an ambitious business plan that “ umdonkey » more clearly all railway workers in the evolution of the SNCF, to avoid the prospect of a group “ together gears » ;
  • The imperative need to strengthen the human resources devoted by the State to its mission of organizing authority on the liness TET ; no strategy, revitalization or will to open up these lines to competition will not be crowned with success even with the best AMOs in the world with 5 to 7 FTEs devoted to the effective management of the lines.
David_Valence
(Archive)

The law of June 27, 2018 for a new railway pact was the subject of a fact-finding mission of the National Assembly. This work was entrusted to the deputies (Radical Party) of the Vosges David Valence and (LR) from the Somme Emmanuel Maquet. The conclusions were presented to the Committee on Sustainable Development and Spatial Planning Wednesday 10 May 2023.

It should be noted that this was the 2e report presented by David Valence in less than a year under his mandate as deputy… and even from the 3rde if we consider its functionsChairman of the Board infrastructure orientation. To establish this report, 17 long hearings were carried out and 52 people interviewed. In the whole, the deputies David Valence and Emmanuel Maquet wished to carry out their mission ofe control over the impact of the law of June 27, 2018 and compliance with its letter and spirit.

They recalled that opening up to competition could constitute one means among others to first increase the offer of transrail public port, as well as the quality of services, while ensuring a certain tariff moderationtherefore to the benefit of the user as a last resort. Several European examples (Sweden, Germany, Italy) point in this direction.

Overall, the various actors haveappropriate the legal framework of the law, cosupplemented by regulations. Only two decrees remain to be issued, including one on social tariffs nationals. Opening up to competition has progressed at an encouraging pace but maybe a phad more timid than expected on freely organized services (SLO), while the regions have gradually entered for contracted services.

However, several realities still hinder the ambition of the 2018 law. This is the reason for which the report makes many recommendations, such as :

  • Rapid implementation in a law or an appendix to the SNCF Réseau performance contract of the ambitious plan for the future for transport announced by the Prime Minister in February 2023 ; the poor quality of the network, despite recent efforts, remains the first brake on opening up to competition ;
  • Modification of the regulatory framework to further secure data transmission essential to the constitution of calls for tenders carried out by the organizing authorities ;
  • The opening of a reoverall reflection on the pricing policy for infrastructure charges ; it recommends in particular to generalize experiments allowing regions to take charge of a share of the investments on the structuring network against a moderation contractual and sustainable tolls ;
  • The creation of one or more railway equipment rental companies, one of which part of the capital could be held by the Caisse des dépôts et consignations, to promote ferr offersalternative routes on non-LGV long-distance lines in particular ;
  • To pay great attention to the evolution of ticketing, the splitting of offers of distribution and passenger information being harmful to the simplicity of usaage of transport public railway ; an evolution of SNCF Connect towards a model integrating data from all transport operators could be considered, with pragmatism ;
  • The need to define an ambitious business plan that “ umdonkey » more clearly all railway workers in the evolution of the SNCF, to avoid the prospect of a group “ together gears » ;
  • The imperative need to strengthen the human resources devoted by the State to its mission of organizing authority on the liness TET ; no strategy, revitalization or will to open up these lines to competition will not be crowned with success even with the best AMOs in the world with 5 to 7 FTEs devoted to the effective management of the lines.



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