LGV LyonTurin Why the content of the COI report is already worrying the supporters of the file

Although it won't be made public for a few days, there are already rumors floating around in the background about the upcoming Infrastructure Guidance Council (IOC) report. As we've already mentioned, this report has been eagerly anticipated and will present the government with three different scenarios every five years to help it decide how to allocate funding for major infrastructure projects. And for a few days, the Committee for the Transalpine Lyon-Turin, whose goal was established in 1991 to "facilitate or accelerate the construction of the high-capacity rail link, passengers and goods between Lyon and Turin," has been made aware of the first hints that have been circulating behind the scenes (and in particular within the information websites Mobilettre and Context).

This Committee, which is led by Jacques Gounon, the CEO of Getlink Group (formerly Eurotunnel), brings together local government officials, businesses and economic organizations, unions, consular offices, and associations in support of this case. Even though the Transalpine welcomes "the confirmation, in all scenarios, of the irreversibility of the cross-border tunnel being dug under the Alps," another thorn remains for it after reading the initial information that has leaked through the press.

The advanced calendar in this document is displayed across the throat. Because the delivery of new access roads to Lyon-Turin from France "would not take place before 2045, i.e., in the so-called "central" scenario recommended by the COI,.

e. more than 12 years following the structure's commissioning under the Italian section of the Alps.

Enough to cause the association to react in such a way as to declare "its firm disagreement with the calendar of the French section" starting on Monday in reliance on this information. The main points of contention "After years of delay, this proposal is clearly not up to the challenges of such a structuring link for the ecological transition and the European rail network," declared Jacques Gounon, the organization's president, in a statement made to the public.

To further emphasize its point, . The Transalpine questions "the concealment by the COI of fundamental data, yet known to all the national and international levels responsible for the conduct of the file," in an article that questions "the COI's concealment of fundamental data.". She specifically cited the fact that the new timetable under consideration "de facto condemns the Declaration of Public Utility of the French section, signed in 2013 and whose validity expires in 2028," forcing the project to submit a new DUP request.

Additionally, the COI report would give priority to the modernization of the venerable Dijon-Modane line, such as French access to the transnational tunnel, rather than the creation of new routes as had been planned up until this point. The Transalpine takes on this issue, stating that "this does not correspond to the Lyon-Turin project as it was designed, nor to the commitments made by France, nor to the expectations and objectives of our international partners on the program," even going so far as to say that "the COI ignores the freight capacity objectives on the Italian section (25 million tonnes per year and 162 freight trains per day), which will be nearly twice as high as those allegedly possible on the Dijon-Modane, structural objectives.

Furthermore, it should be noted that "the COI does not at any time refer to the strategic and climatic objectives carried by its main financial contributor, the European Union," on this matter, "while Brussels nevertheless insists on its wish to see the complete link completed as quickly as possible by offering exceptional co-financing rates. What are the consequences of this advisory report, on the basis of which the government has committed to delivering its final arbitrations in the upcoming months? It is unclear what the consequences of this report's recommendations will be.

However, one thing is already certain: the train of European subsidies, which continued until the deadline of January 18, has already passed and may actually reflect the French State's reluctance on this matter. which, for many years, has been opposing various internal departments.

Additionally, a new equation for it must be developed, or at the very least, a new financial calendar must be implemented. The Transalpine informs La Tribune that "the next call for projects of the mechanism for interconnection in Europe will be published in the fall, with a deadline for response in January 2024 for a decision in June 2024," adding that the envelope is announced from already being "lower" than the previous one.

What will also be the position of the Minister of Transport, Clément Beaune, who met with the principal communities involved in this matter last fall before reiterating his position of principle in mid-December? "Lyon-Turin must contribute to the transition of goods traffic from the road to the rail, enhance connections between the Alpine municipalities, and ensure safe travel between France and Italy. Will this report be used to fuel an uprising that is already underway on the scale of the territory on the side of those opposed to the project, too? While a new forum had been launched on December 10 in response to a new appeal regarding the filing of a commission of inquiry with regard to the impacts of the works on water resources announced by LFI deputy Gabriel Amard (without his final selection being made during the annual "right to draw" granted to each parliamentary group each year), a first appeal had been made regarding this matter.

The cost of this enormous project, which is estimated to be between 17 billion, is a persistent bone of contention between proponents and opponents.

The Transalpine takes on this issue, stating that "this does not correspond to the Lyon-Turin project as it was designed, nor to the commitments made by France, nor to the expectations and objectives of our international partners on the program," even going so far as to say that "the COI ignores the freight capacity objectives on the Italian section (25 million tonnes per year and 162 freight trains per day), which will be nearly twice as high as those allegedly possible on the Dijon-Modane, structural objectives.