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French court ‘suspends’ Peugeot job cuts plan

A French appeal court has suspended a restructuring plan involving 8,000 job cuts at carmaker Peugeot Citroen as sought by the CGT union, the lawyer for the workers Fiodor Rilov said on Tuesday.

French court 'suspends' Peugeot job cuts plan
The doomed Peugeot factory at Aulnay-sous-Bois outside Paris. Photo: The Local

The decision was taken as French automakers and trades unions sat down for what promised to be tough talks on plans presented as crucial for the companies' futures.

The CGT union had argued before the court that PSA Peugeot Citroen executives had not fulfilled their legal obligations to inform staff representatives and in particular the European works committee of plans that would affect the future of employees.

But a spokesman for PSA, which has announced the closure of a factory, told AFP that "the project was not suspended today because we are in a negotiating phase" which included a meeting scheduled on Tuesday with staff representatives.

"The only obligation is that Faurecia must consult its works committee," he said.

Meanwhile, French rival Renault, which plans to eliminate 8,260 jobs by the end of 2016, was also gearing up for talks with trades unions on how to make it able to compete better on global markets. The company has warned that the future of two production sites could be at stake.

Surplus production capacity, especially in Europe where auto markets have slumped heavily, is a major challenge for French auto manufacturers.

Unions want Renault to redistribute the amount of work done at plants in France, Romania, Spain and Turkey, and workers downed tools at a plant in Douai, northern France to press such demands.

"They want these sites to compete against each other, that's sick," said FO union representative Jean-Marie Ravry.

He accused Renault executives of "blackmail" with threats to close down factories and lay off workers, some of whom blocked access to a plant in Flins, west of Paris.

Renault also wants workers to be ready to move from one plant to another, to set a standard of 1,603 hours of work per year in all factories, and to reform time allowed for training and early retirement.

Another meeting took place at PSA's headquarters in Paris on how to preserve jobs at two plants and on an additional 3,600 positions threatened by
restructuring plans.

One union put some distance between itself and the militant CGT union which has lead shut-downs at an historic PSA factory in Aulnay-sous-Bois, north of Paris, which the automaker has said will be closed as part of the plan.

"Negotiate not block: that is in the worker's interest. We will give away nothing and continue with unions (excluding the CGT)," tweeted Tanja Sussest of the SIA union which claims the most number of members at the Aulnay site.

But CGT representative Jean-Pierre Mercier said that almost 450 workers had declared themselves on strike there, and called for a demonstration in front of the PSA headquarters.

One of their demands is to extend holiday time for senior workers so those who have been with the company the longest can retire.

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TRAVEL

Power points: What I learned driving 1,777km through France in an electric car

France is a land of many inventions including the cinema, cricket (a disputed claim admittedly) and the electric car, writes John Lichfield.

Power points: What I learned driving 1,777km through France in an electric car
The French government offers big subsidies to people who buy electric cars. Photo: AFP

Unfortunately, the French invented the electric car a century and a half too early.

In late 19th century, many French cars were electric-powered. They operated on giant batteries which could not be recharged. In the first decade of the 20th century, they were run off the road by the Model-T Ford and by cheap, untaxed petrol.

The second French coming of the electric car, post circa-2014, has been slow – despite government subsidies of €6,000 a car, raised to €7,000 from June.

Sales have jumped in the last two years. There are now reckoned to be over 80,000 private, electric cars on French roads – about 2 percent of the national fleet.

This month, I did my bit for the revolution. I drove a Renault Zoe for 1,777 kilometres from Normandy to the Atlantic Coast to Occitanie and back to Normandy.

 

The experience was, by turns, wonderful and frustrating.

Wonderful because we limited ourselves almost entirely to two-lane roads, rediscovering the vastness of France and its endless variety and beauty, often unknown or forgotten.

Wonderful, also, because the secondary road network in France has been so improved and is so well-maintained (whatever the Gilets Jaunes may say). Some of us recall the crumbling and dangerous N and D roads of the 1970s and 1980s.

Almost all of the roads that we travelled – many of them D-roads – were well-surfaced and had expensively remodelled junctions. France has become, overnight it seems, a land of one million roundabouts.

But what of electric travel in France in 2020? Is it a viable alternative to petrol or diesel?

Is it cheaper? How easy is it to find and use the public recharging points?

This is where the frustrations start.

Much depends on what kind of electric car you use. There are now 43 models available for sale in France, ranging from the expensive to the very expensive.

A Renault Zoe on the production line at Flins-sur-Seine in Yvelines. Photo: AFP

A top of the range Tesla costs €90,000; a bottom of the range Zoe costs €32,000 if you buy, rather than lease, the battery. This is between two and three times more than the equivalent petrol or diesel cars.

The government and regional subsidies help but they apply in full only to the cheaper models.

The cheapest Tesla gives you 500 kilometres of travel before you need to stop and recharge. My 2019 Zoe gives, in theory, 300km (actually it can be less, or more, depending on the ambient temperature, average speed and steepness of the terrain). The new version 2020 Zoe gives 395km.

I’ve had my Zoe for just over a year. It is intended as a city or local rural run-about. In that role, it is excellent.

It’s not a car for long-distances, unless you decide, as we did, to re-create the experience of “motoring” through France in the 1960s.

As soon as you travel at over 90kph, battery power melts alarmingly. Ditto when you go up steep hills but at least your battery recharges when you come down the other side.

Teslas, as I understand it, can travel at full autoroute speed without losing too much range. Other, cheaper (but not cheap) electric cars are more like the Zoe.

What about recharging when far from home? This is, in theory, simple. There are over 28,000 charging points in France. Most small towns and many large villages have them.

A charging point in the Place de la Concorde in Paris. Photo: AFP

The problem is that they are operated by local or regional networks – or in the case of the super-fast ones, national or international networks. The prices vary. So do the connecting cables. So do the charging speeds.

Some order and common-sense has been brought to this jumble in the last year or so by badges or cards which give access to most (not all) of the charging bornes. I have joined Chargemap. Other cards are available.

In our Travels with Zoe, the cost of recharges at public bornes ranged from €10.26 to zero. The expensive one was in Perigueux in Dordogne. The free one was at a supermarket south of Limoges.

Free is good but we earned it by spending two hours of our Sunday in an empty supermarket carpark.

Lengths of re-charging time vary with the power of the borne. With our Zoe, a complete recharge at the most common points varied from four hours to two hours. At home it takes 12 hours. The new fast points claim to be able to recharge half a Tesla battery in half an hour.

Finding the bornes is, in theory, easy. There are several apps which list and locate them. In practise, they can be hard to spot. Once found, they are occasionally out of order or closed. In one town we visited, two charging stations were out of action and one had the wrong kind of connection.

For 1,777 km, I spent €26.54 on electricity. Of this €24.44 went on public charging points. The rest – €2.10 – is the estimated cost of three charges on house mains. By my estimate, a similar trip would cost €180 to €220 in petrol or diesel, depending on the size of the car. My estimated saving in autoroute tolls was €90.

On the other hand, the need to recharge for long periods meant that we spent three nights in hotels that we might otherwise have avoided. Cost: €300.

 

Conclusion one: The Zoe is not a car for speeding through France – and does not claim to be. It is a wonderful little car for care-free wandering carelessly La France Profonde (care-free but range-anxious).

For comparison, someone sent me an example of an 832 km Tesla journey in France which took ten hours with two recharges and cost €25.

Conclusion two: Buying an electric car – any electric car – is expensive and probably a bad idea. Their re-sale value is likely to be small as subsequent models improve.

Consider leasing instead. I did not buy my Zoe, I leased it – and its battery – for three years. I reckon that the saving in diesel alone has paid for the lease.

Conclusion three:  This time around, electric cars are here to stay. 

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