Going from a limit of 130 to 110 km/h on motorways in France is slowly returning to public debate. With an expected double effect: limit CO2 emissions and “restore purchasing power” with the drop in consumption induced by this general stoppage.
The fiasco of the passage to 80km/h in the national network could, however, dissuade the Executive from officially advancing this measure, whose global effectiveness is also being debated. Alternative measures to the general reduction of speed can already make it possible to control the consumption of vehicles, and therefore emissions, at the same time that motorists are reduced.
Apply ad hoc limits in case of contamination
Before lowering all the limits, respecting the occasional reductions made during pollution peaks already makes it possible to limit occasional pollution. In fact, regularly in case of crossing the thresholds of certain pollutants, the speeds are reduced. This was the case recently in the Vauclusewith 20 km/h less due to an episode of ozone pollution.
In Paris, the Prefecture of Police often concludes its press releases with a standard formulation: “The Prefecture of Police will put in place controls aimed at ensuring compliance with these measures”, but why not also reduce the speed at which speed cameras flash, the only relatively simple way to ensure that motorists actually adjust their speed.
Do not postpone (too much) the establishment of EPZs
In order to reduce pollution from cars in the city, France has had a system called “Low Emission Zones” (ZFE) for several years. In Paris, it has existed since 2015 and has spread to the Greater Paris metropolis and the area located within the A86 since 2019.
These zones that limit their access to less polluting vehicles are in the process of being generalized to all agglomerations of more than 150,000 inhabitants: in 2024, there should be a total of 55 EPZs in France.
The only problem: the implementation of these EPZs is still laborious today, which leaves doubts about the actual implementation of these traffic restrictions based on the Crit’Air tag number.
To take the example of Paris: vehicles without a sticker and Crit’Air 5, for example, have been banned from traffic since 2019, Crit’Air 4 since June 2021. But in fact this restriction is simply educational. The State and the metropolis pass the ball for the delays in the installation of the video verbalization that would allow offenders to be punished.
Meanwhile, the number of theoretically “banned” vehicles continues to grow, and when the penalties drop, many motorists would be surprised to find that their car is no longer allowed on the road. Especially in 2024, with the Grand Paris road ban for Crit’Air 2, therefore, all diesels, even the most recent ones… Despite the postponement to July 2023 of the Crit’Air 3 “ban”the city has effectively chosen to maintain the planned schedule for the time being.
Promote ecological maintenance in addition to technical control
Beyond subsidies for the purchase of low-emission vehicles, promoting the maintenance of the existing fleet can allow optimal use of the vehicle. For example further checking the technical inspection deadlines, compulsory in France four years after the first registration of the vehicle, then every two years, and which has an anti-pollution component. The debate is revived since last year on the establishment of a technical control for two-wheelers, with expected effects on the emission levels of motorcycles and other scooters.
More generally, encouraging the practice of regular vehicle maintenance ensures that your car is running properly…and therefore not emitting excess pollutants.
The Eco Entretien association proposes to reward these good behaviors with exceptions to the traffic ban in the context of the establishment of EPZs. A car that does not carry the correct Crit’Air label could benefit from a provisional authorization depending on its level of consumption and a label to be affixed.
Public awareness of transport-related emissions
From March 1, 2022, the words #SeDéplacerLesPolluer must appear “on billboards promoting motorized vehicles.”
Purpose of this mention: “initiate a new culture of mobility oriented towards modes that emit less greenhouse gases and are more favorable for the climate”, a little like the “eat move” campaign that supposedly encourages the French to exercise since 2001.
If we can doubt the direct effectiveness of such initiatives, the idea remains to change the public’s mood about transportation and promote more virtuous modes of travel.
Along the same lines, a decree has just been published that will force GPS applications (Google Maps, Waze, Apple Maps, etc.) to show these awareness messages when searching for routes by the end of the year. Enough to give you one last chance to make you give up your car ride so you can hop on a bike.
Another obligation of the GPS: to offer a slower route to reach your destination, but above all, less polluting. “When the initial route includes a section in a motorized vehicle whose maximum authorized speed is greater than or equal to 110 km/h, the digital travel assistance services will offer an alternative route taking into account a reduction in the maximum speed of 20 km/h. h. h on the portions in question”, can be read in the decree.
If highway speed limits are not lowered from 130 to 110 km/h, we will increasingly encourage ourselves to reduce speed. It is then up to each one to make their trade-offs between the time spent on the road and the budget spent/the emissions generated (since the level of consumption and, therefore, of the emissions) depends directly on the average speed of a trip.
Educational measure that could make sense: that the motorway toll ticket gives the average speed traveled in a section, and the estimated average CO2 emissions based on fuel, or electricity consumption, compared to a speed of 110 km/h for an average vehicle.
A simple adaptation of a system implemented in 2003 in the Lyon-Grenoble direction (photo above), with a toll ticket indicating the average speed of the section to make drivers aware of the dangers of speeding.
After the night trains, the return of the Car/train?
We can finally repent the end of the SNCF Auto/train service in December 2019, which allowed you to take your car to dispose of it when you arrive at your destination station. A good alternative to traveling only by car or only by train, with the problem of traveling once you get there, for example to reach your final holiday destination, not necessarily near the station.
But the service was facing an impossible equation, with usage too low to break even enough, as noted. an article from the Car Monitor. As an alternative, SNCF has since offered to transport your vehicle by a driver from your Hiflow partnerwhich does not resolve the issue of CO2 emissions since the vehicle will necessarily drive while a more virtuous transport is chosen…
It remains to be seen whether, under the climate plan, public support could encourage the return of such service. A bit like night trains, updated with government support in 2021.
Source: BFM TV
