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Banner to Choisey

Many other banners and signs have sprung up all over the course of the project south of LGV. Here is a good example on the stack the deck of the A39 at the entrance to Choisey. Just to mark the ongoing struggle and it must remain mobilized.

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rates and low cost, the cornerstone of the new strategy for its SNCF TGV

The station targets a 28% increase in turnover by 2015. For this, we will have to submit business plans dish of 5 branches, including the TGV. To restore margins, the group wants to emphasize the public services provided to customers. But he also reflects some modulating rates and implement a low cost offer.

finish sounding titles. On Tuesday, the directors of the SNCF had appointments for a special council that was to lift the veil on the overhaul of the strategy group (Les Echos, 28 June). Clearly, a successor to the "Destination 2012" introduced by Guillaume Pepy on his arrival at the head of the company, and has since been hit by the crisis. The leaders in the sober fact: it is a simple "business plan 2015," without much theatrics, which was detailed to the directors. "The objectives of 2012 had become an obsession, as he had to understand the plan as a development goal. The error was not renewed, "says one part of the company.

business leaders now want to achieve by 2015 a 28% growth in turnover compared to 2010 (excluding acquisitions), or about 39 billion euros. "This is a continuation without particular improvement of the previous target, which was 36 billion in 2012," said a close case. To achieve this, the public group intends to deliver to the flat economic model of its 5 branches, he intends to retain all (see below). But it was his pole-travel-outline will know the most dramatic changes.

"The TGV is in crisis, it's normal that its business model is the only one to be revolutionized, "said one expert of the company. The golden age of rail this icon is indeed long gone. While the branch lines allowed for years to plug the leaks of other activities, free cash flow of this division became negative in 2009 (- 21 million), up from 602 million again in 2008! A sharp fall, which owes much to the increase in tolls paid to RFF to circulate on the TGV network, (+ 900 million between 2008 and 2013). As a result, nearly 30% of high-speed lines should be in deficit next year.

Reducing the quota of the State

SNCF is determined to break the deadlock. "This is an absolute necessity. The group must renew in 2020 a portion of its fleet of trains, the first TGV (over a hundred, Ed) launched in 1980 and arriving at the end of life at the end of the decade, "said an executive. Clearly, we must restore an operating margin that collapsed about 20% two years ago to 10% in 2010. The goal is to return to horizons close to 15%. For this, the public group wants to play primarily on internal levers, by identifying new resource. This will require improvement of services provided to customers (more reliability, care of the luggage at home, etc.).. Barbara Dalibard, the new boss of the TGV and focuses on that area she knows well, having already tasted at Orange.

But services will not suffice. The station reflects a particular offering low cost, which could land in 2012 if the experiment is validated. "This project has two virtues: anticipating the arrival of competition, but also improve the rotation of the trains and thus save money," deciphers a close case. SNCF already has a little knowledge of this part of the market, for throwing a first offer cheap (iDTGV) some years ago, with some success. Last

lever, the SNCF state would get an easing of pricing constraints. The railway is indeed required to reserve in each train tickets to military members, families, parliamentarians, etc.. The idea would be to reduce the quota in trains during peak hours to increase the overall average revenue per passenger for the company. The maximum difference in price between the first and second class would also be modulated.

However, All efforts will not come from the public company. It hopes to get the state to lower tolls paid to RFF. Negotiations are currently ongoing, difficult under the current budgetary climate. "What emerges in hollow discourse of the enterprise, is that the state would do better not to build so many new TGV lines if it helps to save money to finance the existing," a close analysis file.

RENAUD HONORE, Les Echos

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the east, there is more money either!

No, not in France but in Vietnam.

The low-train high-speed and "big spending" is no recipe too! In the land of the rising sun and the ancient wisdom, officials have said no to a proposed TGV 1500 km between Hanoi and Ho Chi Minh City. To think!

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TGV Est: difficult balance

In three years of operation, the TGV East connecting Paris via Strasbourg to Mulhouse, carried nearly 36 million passengers but is struggling to find balance.

The volume of annual traffic has stabilized at around 12 million passengers per year, of which 20% of customers from Switzerland, Germany and Luxembourg.

However, the occupancy rate through reams of 72%, three points below the national average of TGV. The TGV Est therefore continues to lose money.

To achieve financial balance, the SNCF wants to revise its offer by improving routes to Lille, Nantes, Rennes, Bordeaux and Le Havre from Alsace.

Furthermore, in early 2011, a wifi connection will be installed in cars. It will even work in tunnels.