Presny

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Mobility policies in the Paris

area

J.P. OrfeuilUniversité Paris Est

Atelier Transit City 1 Juillet 2011

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1982-2007 A decentralization process

• This process leads to give the responsibility of local and regional networks (investment, operations) to local / regional authorities

• They will « do the job »: restriction of the access of the car to the central city (Paris municipality), land use planning and new transport investment in a long term view (region Sdrif)

• Dominance of « environmental justification »

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2007-now

Intervention of the central governmentThe capital region, which is a world city, is

loosing jobs, international influence, etc. The governance of the transport/ land use

system is not at the topAs a result, the “metropolitan idea” is

insufficiently taken into account

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2007-now

Some support on the diagnosis• From experts on the metropolitan

dimension• From residents, due to lack of quality of

service of the PT system• From residents, who are opposed to new

roads in the “core part” of the region

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Les TC du Sdrif

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Exemple(plusieurs pages de ce type)

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L’annonce du Grand Huit dans la presse

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Ideas at the departure point• A quick transport network (150 km) opening

the opportunities of urban development and serving current or future clusters

• Financed by private money (on the growth of the land values)

• Contracts for operations not necessarily to “historic operators”

• A development through a specific company, the “Greater Paris company”

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Au moment de l’accord « historique »(janvier 2011)

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La carte de mai 2011

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A guaranted emotional reaction

Immediate perception of the ambitionAssociated with a good story telling

EstheticsNo need to go through rationality process

Evaluation through seduction more than through public participation

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(Portzamparc)

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A major criticism

• “We have first to improve the existing network” is the first requirement issued

from the public participation process

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A storytelling … which is wrong

• A million more jobs in relation to the project…

• Private funding will be marginal only

• Taxes (mainly on companies) will be the solution

• Monopoly of RATP by law

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The final agreement between the government and the regional authority

• Yes, the existing network will be improved

• Yes, the “Grand Paris network will be built

For a total of 32,4 billion euros from now to 2025

With a usage fee for the operator which ill not exceed 0,8 % of the total investment value

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Unsolved problems

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Unsolved problems• Usually, the final investment cost is much higher

than the predicted ones“Underestimated costs + overestimated benefits=

project approval”(Flyjvberg)

• Patronage has very good reasons to be overestimated (hypothesis of a land use control

very strict)• “The infostructure” linked to the

“infrastructure” not taken in consideration

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Unsolved problems

• “The infostructure” (fare structure, relations to companies, level of

“versement transport) linked to the “infrastructure” not taken in

consideration• Very few expected modal shifts from

cars, so congestion remains, and car remains the main transport mode

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Unsolved problems

• Impossible to anticipate productivity progresses from the operator

• New taxes on companies and region’s attractivity

• New expenses in the context of economic crisis

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Sur 225 méga projets dans le monde

Coûts réels / coûts anticipés

Trafics réels / trafics anticipés

Rail +45 % -51 %

Route +20 % +9 %

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Can we continue that way?

Subsidies to PT operations+ 46 %

Régional GDP2000-2009 + 16 %

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Comparaison du prix du km pour l’usager Idf / province (2007)

(différence de salaire: + 37 %)Normal, pas normal, ça aurait pu se discuter…

Idf Province

Prix du km TC pour l’usager(c€)

8,7 14,0

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Fare structures in favor of long commuting

0

5

10

15

20

25

30

2z 3 z 4 z 5 z 6 z

Coût / km

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A huge public support to long distance commuting

2 zones: around 800 euros / year6 zones: environ 5200 euros / year

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No effort to “import” the “Oyster system from London