The best revolutions are most often changes

Since 1997, two institutions are the rain and the weather of the French railway system. Réseau Ferré de France (RFF) is the owner and Manager of the network; but the SNCF which deals with the work of maintenance and the allocation of slots of traffic (the famous "grooves") at different companies, or human means sufficient in RFF. Is - this efficient Not really, if it believes the criticism which are slaughtered on that system for a few months.

Senator Hubert Haenel gave particular ("Les Echos" from October 10) a report highly critical on the current organization, which makes "hardly attainable the goal of transparency." The investigation recently launched by the DGCCRF on possible barriers to competition on the market of cargo is a piece in additional support. Dominique Bussereau, Secretary of State for transport, unveils the "Echos" its reform to remedy these shortcomings. A response that passes through the establishment in the SNCF of an independent branch for the allocation of train paths. The Government also plans to allow an experiment for the opening to competition of the TER.

The Government wants to reform the rail system to adapt it to the opening to competition

Yes, but Réseau Ferré de France (RFF) will keep effective control of the operation. It will be the Manager of the infrastructure and will continue to allocate train paths. We must take account of the opening for competition of the rail sector, today in cargo, tomorrow in the international transport of travellers. The design and the allocation of train paths must be in the future, more transparent and more effective. Therefore, the Government asked RFF to establish quickly a commercial platform, with a hundred people. This platform will make the link with the railway companies, and notably will ensure good distribution between the ranges reserved for work and those allocated to the various clients on the network. Another change: RFF should charge the train paths requested, and not only the grooves used to optimize the capacity of the network.

Will the SNCF keep responsibility for the design of the grooves, a situation denounced by private operators

We propose the establishment to the SNCF of a branch of the operation of the network, branch separate from the rest of the company. There would be assigned the 14.400 agents of the SNCF in charge of production and the management of the grooves (schedulers, supervisors, traffic officers, etc.).

Is this an independent subsidiary, with a Chinese wall preventing employees return to work in the SNCF group

14.400 Agents will remain with railway workers: they will change of mission, but not status. This direction will have a separate budget of the SNCF. The State will ensure that the Director of this structure be appointed independently, in connection with the President of RFF.

Would it not have been more logical to transfer these railwaymen 14.400 at RFF

Integrate 14.400 people in a structure as RFF, which has about 800 employees, would be hardly feasible. The best revolutions are most often changes.

Is Brussels in agreement with your analysis

Our reform is a solution which gives satisfaction to the European Commission. What matters is that any new operator either Treaty in a manner not discriminatory: the processing of his application for train paths must be irreproachable. Today, it must be recognized that the operators are not completely satisfied.

The manner in which the SNCF leads the work of regeneration of the rail system on behalf of RFF has also been criticized. Do you expect changes

RFF must now assign to other agents that SNCF one share substantial work of regeneration of the network, such as the provides the performance contract recently signed between the State and RFF. The renovation of the network plan creates an additional burden that the SNCF is not, in his current role of agent of RFF, able to absorb. Indeed, this contract will double the pace of renewal of the network, and to obtain productivity gains.

Are you in favour of experimentation of the opening for competition of regional passenger transport

The opening to competition of the TER is currently not programmed in the short or medium term by European law. If you want to change things, will have to change the law which governs the French rail system since 1982, the "Loti". However, a number of regional elected representatives of all sensitivities expressed already requesting their TER services competition.

If some regions so wish, I see no problem in that the Parliament vote a change in the "off" to experiment with the opening to competition. It must contribute to improve the service, in terms of schedules or pricing. Several topics will however have to be treated, as the question of the property and possible provision of rolling stock, the transfer of staff, and the calendar.

The question of the possession of the stations held hitherto by the SNCF will become topical. What is the position of the Government

Our stations must ensure the reception of new entrants in a transparent manner, from the opening to competition, end of 2009. For example, Deutsche Bahn can sell tickets Paris-Frankfurt train station of the East and have ATMs also available than those of the SNCF. The future regulation of rail operations Commission must ensure that competition rules are complied with by all operators. For the management and governance of the stations, we expect the report by Fabienne Keller, Senator of Bas-Rhin, which will be made next March. We will then see what we have to change. For the moment, we cannot but note that stations, in terms of commercial potential, are underused. They must become places of life. Unfortunately, it is an aspect that has been too long neglected.