LE FIGARO. – How do you respond to the mobilization of 10 March for the Safeguarding of the cargo?
Pierre Blayau. – I do not understand the meaning of this mobilization, nor that of the poster campaign. She calls the station only when we have fulfilled our commitments. Today, the difficulties are more in the camp of RFF and the state. We are waiting for more decisions to achieve the objectives of the Grenelle Environment Forum, representing 25% of non-road freight by 2022. I confirm this, but if we are given the means to train ten companies that operate in France.
What do you mean exactly?
Our first expectation for regulating traffic. Courtesy of trucks of 44 tonnes is not really going in that direction.Secondly we also expect an improvement in the availability of slots, the slots allocated by RFF (Réseau Ferré de France) for the movement of trains. The situation continues to deteriorate in effect. Since the beginning of a train in three is affected by a change of course and last minute schedule. This is catastrophic! Finally, we expect decisions concerning the authorization to operate longer trains and kick off the Atlantic rail highways and increasing the capacity of the highway rail Alpine.
What are the goals you say you held?
They are many. We have reorganized the management of individual wagons, trains developed massive in Europe. We relaunched Novatrans and recapitalized, the leader of the handset. We relaunched Lorry-Rail in amount to four round trips and buying new cars.We were engaged two years ago to invest one billion euros in seven years. Moving into the highway rail Atlantic, we have already reached 400 million. Similarly Fret SNCF should publish in September its first indicators of carbon footprint. The commitments in terms of employment and training have been met.
With the reform of the wagon, you are accused of killing in this small fire by focusing on ordinary freight rail highways …
This is not the case. We found agreement with 95% of our customers affected by this reform, without raising tariffs in most cases. When it was dedicated solutions, we proposed increases of 5 to 30%. There will always be dissatisfied with any large group.I'm surprised some industry giants who have published excellent results react a bit exaggerated with modest rate increases absolutely free credit score. SNCF did not at all intend to disengage from this activity. We estimate in 2011 to make 200,000 cars against 300,000 in 2008 isolated.
How do you respond to those who say the station focuses on road freight to rail freight?
SNCF has always been a road haulier. Ten years ago, when I arrived at the head of Geodis, the station was already a shareholder. I now have two tasks: ensuring the best possible development for Geodis, the first French logistician with nearly 7 billion euros in sales and 30,000 employees. Meanwhile, I am dedicated to the restoration of rail freight. The two businesses are totally linked.Our clients ask us to move goods from one place to another. We offer solutions combining rail, road or river transport. It is true that we prefer the road.
Your optimism Fret SNCF will there soon be visible in your business and your results?
Starting this year, Fret SNCF is expected to increase traffic. Our growth is likely to be 10% at end 2012 compared to 2010. Hard to believe, but we refuse now freight trains because of problems of availability of train paths. Regarding our results, the reverse path in 2011 and we should be closer to 300 million loss in 2011 against 400 in 2010, mainly because of lower costs.But as noted by the firm Secafi Alpha, which has inspected our accounts, the economic model is far from easy.
Beyond your roadmap, which can improve the freight tracks you watch closely?
Two major issues are. Port logistics, first. The issue is very important for freight, including rail. Today the port is operating at about 30% of their technical capabilities. A real transformation would increase the volumes. The train engine and must be beneficial. An estimated one billion turnover is achieved by SNCF Geodis in our European ports. The second subject is transportation of goods in major cities. We work with several major cities including Paris, Lille, a new urban logistics.One can imagine putting up major platforms goods at the entrance of the localities served by train and then a delivery service for the last miles in vehicles. We subscribe to do in the dynamics of Greater Paris, where logistics is seeking its place. We must be imaginative. Look at Amsterdam, who chose not to let the city that trucks filled to 60%.