Swiss Review 5/2019

Swiss Review / September 2019 / No.5 15 Those who have visited the tunnels and the stations un- der construction have expressed surprise at the scale of the work. “The Lancy Pont-Rouge and Eaux-Vives stations have 320-metre-long platforms and a double track system. The stations are enormous. It’s just huge!” exclaims Kauf- mann. Weaknesses on the French side “With no real territory, scaling up presented a psychologi- cal issue for the city canton. The RERwill enable us to step out of the cantonal borders,” states Mettan. However, mo- bility specialists highlight weaknesses, which could derail the system. The Léman Expresswill bemaintained by both Swiss and French mechanics on both Swiss and French trains, from Stadler and Alstom respectively. This combi- nation of styles could prove problematic. Delays in the im- plementation of French park and ride systems could also curb commuters’ reliance on the train. Furthermore, the SNCF rail network is purportedly rundown and poorly adapted to the RER system. “There are parts with no dou- ble tracks and where switches are operated manually. If something were to go wrong, it could lead to delays across the whole network,” explains mobility specialist Kauf- mann, citing the Basel RER as an unsuccessful example in which passengers must change trains to cross from one country to another. Will authorities dare to restrict access to the city for cars? A new mobility law certainly looks to prioritise public transport in the city centre and in secondary urban centres. The text represents something of a compromise for Geneva, as the principle of complementarity between public and private transport is inscribed in its constitution. The can- ton is also under an obligation to offset any reductions in the quantity of parking space available. This system has provoked chaos in the city’s central areas, such as Cornavin and Place Bel Air. Convincing commuters to leave their cars at home Indeed, the struggle regarding car parking is another of the canton’s hot topics. At present, only 40–50% of motorists actually pay for their parking space: certain commuters pre- fer to park illegally, with the risk of a 40 franc fine consid- ered “cheap”. But the city is promising to clamp down on this. Free parking spaces for companies are also in its sights. These spaces could be converted into a source of revenue, for example, andmade subject to taxingmeasures. In a city devoid of pedestrian zones, the arrival of the Léman Ex- press should be accompanied by “several communal pro- jects aiming to pedestrianise the streets and squares in the city centre, or to at least give pedestrians the priority”, says Yann Gerdil-Margueron, head of information and commu- nication at the Cantonal transport office. “It is a golden opportunity, becausewith a 15% reduction in inner-city traffic, these developments will be painless,” reflects Vincent Kaufmann. For thismobility specialist, the political and social context is favourable to change. “The CVP has repositioned itself on thesematters and this alters the political balance. Andwemustn’t forget theGreenWave and climate concerns.” Historically, the question of mobil- ity has always greatly divided left-wing and right-wing pol- itics. Geneva choses cars over trains Geneva is emerging from a long period of confinement. Prior to 1914, the region boasted a rail network stretching 125 kmbetween Switzerland and France. “It took a century to complete the CEVA rail project (Editor’s note: the train line linking Annemasse to Geneva), notably because of the two wars which led to the borders being closed off. After 1945, Geneva opted for cars,” explains ChristianDemocrat Guy Mettan. This former journalist rallied for the creation of themissing link between the two countries, provided for in an agreement signed in 1912. “It has been a longwait, but the project has been fulfilled relatively quickly, given its immense size,” comments the former president of Alprail, an association which supported the CEVA rail project. A train every 10 minutes and 45 stations The Léman Express will cover 230 kilometres and will provide services to 45 stations in France and Switzerland. It will operate with 40 trains. During the week, one train will leave every 10 minutes in both directions. Boasting six lines, this RER network expects 50,000 passengers per day and will link the key areas of the city and the canton: Cornavin train station, Cointrin airport and the cantonal hospital. It will also connect the two banks of the city. Travel outside the region will be possible on the network thanks to Regio Express trains: passengers will be able to reach Lausanne and Martigny from Eaux-Vives or Pont-Rouge, for example. (SH)