While they are very present in our clients

You were surprised by the virulence of the industrial federations to cargo SNCF plan for isolated car

This communication of some lobbies is especially shocking. It seems, to hear them, that the SNCF is not a company, that the rail is not a merchant service, that our group has a duty to bring to market a service charged half price. Basically, should we were subsidizing the logistics costs of big business. This is unacceptable. The release of these industrial federations, who are not clients with which we are discussing loses sight of the purpose of the reform of freight SNCF, which is to develop rail transport of goods. The current service is expensive and inefficient, it is why we completely review our offer. For what should the SNCF waive reform while our clients are constantly adapt to the crisis

Is the supply of isolated car not useful for the proper conduct of the country's industry

It is useful, but I am surprised that these past two years - and before even that we have taken measures - it has seen a drop of 50 of its traffic, when the decline was only 30 of rail freight. Isolated car was the subject of a shift of the shippers, those who say today: "Need more rail." They made the choice to the not expensive road. I note also that our competitors do not develop this service in France... While they are very present in our clients.

Industrialists accuse your new offer to impose very restrictive flow forecasts and large increases in rates...

We ask our customers a programming effort, but not necessarily on a year or a month. And adapt to their constraints. That said, why the railway could not ask customers to better schedule their flow, as they do when they use the road or the maritime Threats of relocation of factories, is a joke. I was myself three times in my career in the position of charger. At no time, logistics costs were causes of delocalization.

Can these critics encourage you to review your cargo plan

These criticisms are contrary to reality. We asked the Foundation for reform and it undertakes gradually. We are still in phase of consultation with our customers and the trade unions. We do not hold the truth, and if adjustments should be made, we will. The first steps of our multiple-omnibus offer will be applied in the second half, but came into full effect will be completed by mid-2012. The brutal nature of the implementation of our new strategy is therefore a trial of intention, or even misinformation. In any event there is no suspension of our reform of the cargo.

Where are you in your desire to create subsidiaries of private for SNCF freight activities

Today, this is not my priority. I consider that it is much more important to transform the supply of isolated car, reduce our cost structure, to develop innovative products such as rail highway or TGV cargo, to relaunch the combined transport and long trains, to the OFP (rail proximity operators). We have no interest in opening a debate on the hiving-off, it should rather have on the availability of infrastructure, which is not us!

How went the first half

I don't more measure activity at only SNCF freight terminals, we just integrate Novatrans and operator in Germany, so we move forward in 2010. But our cost structure has not yet been impacted by the reform launched last September, which is that our economic performance is not up to the trade performance. We have also been hit by strikes in April and June. June 24, we could ensure that 7 of the transportation plan. This is the reason why our operational losses should still be heavy in 2010, a little below 2009 (500 million euros, Editor's note), hope. My goal is to return to balance in 2013. At a European level, which is our playing field now, we exceed 40 billion tonne kilometres this year net increase by report in 2009 and 2007 pre-crisis level