Restoration in the Loire estuary

At the beginning of September, early in the morning, a group of government officials with responsibilities for the Loire invited the press out to La Varenne, a small town on the left bank about a half hour drive upstream from Nantes.  The journalists had been invited to a presentation of a complex contract among multiple parties to begin to try to fix serious problems in the river.

Since the early 20th century public authorities, employing multiple methods, concentrated the flow of water, to deepen the channel and maintain the port at Nantes.  The methods included closing off secondary arms as they passed around islands, constructing hundreds of wing dams, mining sand and gravel from the main channel, and eliminating a rocky underwater sill at Bellevue, just above Nantes.

A secondary arm blocked off.

From GIP Loire-Estuaire press kit,

2 September 2015

All this turned out to be too successful.  The force of the channelized water has been scouring out the river bottom to the extent that the measured low water mark at Nantes is 3.5 meters (11.48 feet) below the mark at the beginning of the 20th century.  This has undermined docks, bridges and riverbanks.  It has threatened, and in some cases eliminated, habitats around secondary arms and oxbow lakes.  Concentrating the river also opened it up to tidal effects.  Initially, tidal salt water would advance to a point just below Nantes.  These days, it has pushed a further 35 km (22 miles) up to Ancenis.  Drinking water utilities for Nantes and other towns have had to likewise move upstream for their supplies.

Since at least 2002, a special purpose public agency, the GIP (Groupement d'intérêt public) Loire-Estuaire has been looking for ways to halt the scouring and perhaps reverse the process.  They want to slow down the flow so more suspended material can be deposited; they also want to reconnect the river with old secondary branches.  The GIP has experimented with reducing or taking down the wing dams, creating artiificial sills, and using heavy equipment to reconnect the river to previoiusly blocked off parts.

Over the next two years, the first phase of restoration work is expected to cost 6.92 million euros ($7.4 million). This figure is expected to increase to 18 million euros ($19.2 million) during the 2018-2020 phase, primarily for work filling in the main channel.  Eventually over the full 15 years envisioned for the project the restoration should cost in the neighborhood of 62 million euros ($66 million).

As encouraging and really exciting as all of this is, I have to say something about the arrangements for management and oversight.  For a country known for its centralized administration, the arrangements are complicated, to say the least.  The press document prepared at the beginning of September includes a long list of “actors in the contract.”  These include major actors like the Agence d’eau Loire-Bretagne, the Region, the State, the GIP Loire Estuaire, and the Conservatoire d’espaces naturels des Pays de la Loire.  But they also include individual towns and groups of towns along the river.  A diagram shows these all grouped within a Commission des acteurs de la Loire, tied to a (presumably) executive Comité de pilotage, itself connected to a Comité des procédures (directed by the prefet of the department of the Loire-Atlantique) and a Comité technique (including technical experts).  But where are the authorizing and funding agencies?  How can they be held accountable for use of public funds in an arrangement that appears to make it difficult to do so ?

A paddle wheeler on the Loire

Consider a new way to see the heart of France.  In April, the European river tour company, CroisiEurope, began offering voyages along the Loire.  Its brand new Loire Princesse, with very comfortable looking accommodations for about 100, promises travelers views along the river from Saint Nazaire on the Atlantic up to Angers and its famous chateau, a distance of about 150 km or just over 90 miles.

Map: Ouest France

The ship, built in the Saint-Nazaire shipyards, was specially designed to accommodate the often shallow and unpredictable river.  It’s 90 meters long by 15 meters wide (about 300 feet by 50 feet), but draws only 80 centimeters (2.6 feet) of water and, rather than propellers, is driven by side paddle wheels.  The Loire Princesse may be the first passenger ship on the river since the early steam-powers ships of the mid-19th century, the curiously-named inexplosibles.

Photo: Bernard Biger

But this year, according to an mid-summer article in the Nantes newspaper, Ouest France, the river turned out to be even more unpredictable than CroisiEurope anticipated.  An especially dry summer meant a shallower river than anticipated, so much so that several times even the 80 centimeter draft was too much and the ship ran aground.  And it was discovered that dealing with the current, when squeezed between bridge footing, required more push than the paddle wheels could manage.  The company had to call in tugs for an occasional extra push.

Contacted by Ouest France, environmentalists in the area seemed mildly bemused.  Tourism in the river isn’t necessarily a bad thing they said.  It could build appreciation for the area's natural beauty.  They’re concerned, though, that as the ship's difficulties get resolved that it be the one to adapt to the river and not the reverse.  That makes good sense.  Meanwhile, it will be interesting to follow how this all works out.

Back on the Loire

One of my favorite people just started a blog.  I was reading and enjoying what she had to say, and, at the same time, I started thinking maybe it’s time to return to my own.  So, after much too much time, here I am again.

Last month, in September, I spent ten days back along the Loire.  I was on the south side of the estuary, in the portion between the old port city of Nantes and the Atlantic ocean.  Rather than riding my bike, I planned to walk this time.  I’d carry my clothes and a few odds and ends in a backpack, walking between B&Bs.  Each would be about 7 to 10 miles apart.  A friend periodically urges me to “get off your bike and see the country on foot.”  So I did.  

Recently renovated control house at the Canal de Buzay with
diagram displaying hydraulic regulation

What drew me to the estuary was the hydrology.  Without human engineering, the last 60 or so kilometers of the river, would be soggy marshlands, periodically soaked by high tides and spring floods.  Over many years — especially since the beginning of the 18th century — local landowners have joined together to construct what has ultimately become a dense networks of drainage ditches, canals, water gates and pumps, all together creating extensive pasture lands, mostly used now for cattle raising.

I didn’t expect to see all of the network on my walk.  But I expected to see some of it and to at least get a feel for this particular section of the Loire.  I did, but not at all in the way I’d expected.  To be continued. 

A river-friendly dam? Poutès update

Hydroelectric dams may produce clean energy but they generally mess up a river.  Still, a redesigned dam in the mountains of central France might be a model for accommodating river environments with energy production.

© Richard Mounts

Since 1941, a 56-foot high dam in the upper reaches of the Allier River at a place called Poutès has generated power for Électricité de France (EDF).  For years, environmental groups argued that the dam blocked migrating salmon from reaching spawning groups and disrupted the river valley ecology by interfering with the normal flow of sediments.

EDF’s operating license expired in 2007 and environmentalists opposed renewal.  They wanted to see the dam decommissioned and dismantled, as had been done a few miles upstream at Saint-Étienne-du-Vignan (in the department of the Lozère near Naussac Lake).  On the opposite side, public officials and others pushed to preserve a source of clean energy and, along with it, the tax revenues to local communities.

Existing dam.  ©EDF

The standoff was finally resolved in July 2011 when EDF presented a new version of the dam.  This design would lower the dam to just 13 feet and would include accommodations for fish and sediments.  For the last three years, EDF has been building and testing a 1/13th scale model of the “new Poutès”; they avoid calling it a dam.  Besides redesigned fish ladders, the new installation will include special valves to be opened during high-water periods to allow sediment flow.  A lower barrier will also mean a smaller reservoir and a more natural river valley.  Currently, the water backs up for more than two miles.  When the new structure is completed, this will drop to about 300 yards.  Even with the much lower structure and freer water flow EDF expects to continue to generate 85 percent of the power current output.

Proposed dam.  ©EDF

The project is back in the news (at least in the Haute-Loire) because a public comment period opened at the beginning of this month.  The issue is still the decision by the Ministry of the Environment to grant EDF a new 50-year operating license.  At the beginning of January, residents in the 26 small communities along the affected portion of the river all received a brochure with information about the project and how to submit opinions.  This time, given support among all the previously contending parties, serious opposition seems unlikely.  The comment period closes on February 5 and some expect government approval within a couple of months.  EDF says it would start construction towards the end of 2016, with completion likely in about three years.

Wauquiez seeking regional presidency

It’s been a while since I’ve written anything about my favorite part of “la France profonde.”  (Of course, it’s been a while since I’ve written anything here period.)  It snowed some in the Haute-Loire department last night, but was mostly above freezing during the day.  Reportedly, it’s been a fairly mild winter.

Le Puy in July.  © Richard Mounts

Since Thursday, the major local news story has been Laurent Wauquiez’ decision to seek his party’s nomination as its candidate for presidency of the newly-created region of Auvergne-Rhone-Alpes.  The election will be at the end of this year.  Besides being a national figure in the center-right UMP (Union pour un Mouvement Populaire) party (and a minister during the Sarkozy government), he is the mayor of Le Puy-en-Velay, a position he’s had since 2008.  His announcement had a special importance for Le Puy since he promised that if elected to the regional position he’d resign as mayor.

It seems unlikely he would have announced his candidacy if he didn’t have reasons to believe he could win.  And I’ll be interested to see how things develop in this new political landscape and, eventually, what it might mean for environmental policies in the area.  But right at the moment the new regional electorate is probably much more diverse than Le Puy’s.  For one thing, it includes the major cities of Clermont-Ferrand, Saint-Étienne, Lyon, and Grenoble whose voters probably aren’t so familiar with someone from a small city (stretching it) in the mountains.  Wauquiez promises he’ll continue to look out for Le Puy if he’s elected.  Somehow, though, I suspect he may to be able to look out for the city from the mayor’s office.  We’ll see.

"Grey Paree"

Right now, people in Paris may be rubbing their eyes as they look at the Eiffel Tower.  But it wouldn’t be because of anything about the Tower.  It’s because of the air.

©Christonphe ENA/AP

It looks as if Paris, and several other French cities, are going through what I experienced growing up in Los Angeles in the 1950s.  An inversion layer of air seems to be trapping automobile emissions and creating a familiar brownish haze across the city.

As a quick, short-term measure to get people out of their cars, government officials have made all forms of public transport free over this weekend.  Philippe Martin, the Minister of Ecology, estimates the cost at 3 million euros a day, a cost that he says will be shared by all levels of government and the private sector.

How did the City of Light end up with smog?  Commentators point towards cars generally, diesel-powered cars in particular, and agriculture (although it’s not clear exactly this last factor relates to the air pollution in Paris and the other cities).  Apparently, despite successful bike sharing programs and new tram lines in several cities, too little has been done to reduce the use of cars.  Drivers are considered a powerful political force by both the left and right and policy makers are loath to propose anything that would restrict what they consider is a right to free movement on all roads.

In addition, France is distinct in the incentives it provides to auto makers to encourage producing cars with diesel engines.  These cars now make up sixty percent of private cars in the country.  The fuel may cost less, but they are more polluting than normal gas engines, emitting large quantities of fine particulate matter.

Is this a wake up call for the government?  It wouldn’t appear to be.  Ecology Minister Martin talks about gathering other ministries and auto makers to talk about “the evolution of their production.”  But god forbid there should be any talk of reducing diesel’s fiscal benefits.  “That won’t be the issue,” said Martin.

France proposes incentive for bicycle commuting

Last week, Le Monde reported on a new Plan Vélo announced by the French Minister of Transport, Frédéric Cuvillier.  The plan, in fact, seems quite modest, but it includes an interesting idea.  The government wants to encourage employers to offer a financial incentive to employees who bike to work.

© rmounts

Under the program, Employers who sign up would pay bicycle commuting employees 25 cents (a quarter of a euro) per kilometer travelled.  So, for example, someone whose round-trip commute was 10 km per day would receive 2.50 euros, or 12.50 euros a week and 50 euros a month.

It’s not a lot, but if I were still working and lived in France (mixed emotions there), it would probably get me to ride to work.  I can think of several nice things I could buy with an extra 50 euros a month.  And maybe even a new bike every couple of years.

The incentive to the employers would be a reduction of certain employee-related payments currently made to the government.  The Transport Ministry estimates receipts from these payments would drop by about 110 million euros, an amount representing the public cost of the bicycle commuting proposal.  In addition to the incentive proposal, the Plan Vélo would encourage local governments to take advantage of a “tool box” of measures to facilitate bicycle use in urban areas.

As a measure to do something serious to reduce automobile use and carbon emissions, this Plan Vélo seems terribly limited.  In 2012, the Sarkozy government announced a similar plan with a target of having bicycles account for 10 percent of commuting trips by 2020.  According to the Le Monde article, bicycle commuting currently accounts for just 2 percent of such trips.   The Hollande government doesn't seem to be proposing any targets.   Still, the financial incentive idea is intriguing.  Assuming the government goes ahead and adopts the program, I’ll be interested to see how many employers sign up and what the response is among employees.

Flood control on the Loire

Brives-Charensac is a small town on the Loire River adjacent to Le Puy-en-Velay.  It’s deep in the Massif Central, not far from the river's headwaters.  In 1980, waters from a massive rain storm swept down the river, flooded parts of the town and killed nine people.  Ever since then flood control has been a sensitive issue for the Brivois.

© Zoomdici.fr

A push in the late 1980s to build a dam at Serre-de-la-Fare upstream from the town was in large part justified as a way to prevent a repeat of the 1980 flooding.  But several years of environmental opposition to the dam, including a five-year camp-in on the construction site, finally convinced the government that, technically and environmentally, it made more sense to use land use controls than dams and levees to prevent flooding risks.

In the mid-1990s regulations were adopted to prevent new construction in at-risk zones, business installations were relocated with public assistance, and several projects were carried out to improve the river’s flow through the town.  Last week, the issue of flood control and land-use planning was revived when the government presented new maps with new definitions of at-risk areas in the flood plain.  Generally, the new maps double the lands within Brive defined as having a potential for serious flooding.  The maps are still in draft form for purposes of public discussion.

In large measure the new maps area a response to the "Xynthia" storm in 2010 that hit coastal areas, ripping through levees, destroying property, and killing more than 50 people.  Now, new government rules now place much less faith in levee protection.  If the new maps are finally adopted, Brive, and other towns along the river, will need to substantially revising the zoning rules and place new limits on areas of permissible development.  Understandably they are not happy.  The maps area expected to be finalized by the end of this year.

Following the Loire: Day One

Day One from Saint-Étienne to Feurs (24 July 2013)

I started with a short detour to Cycles Marcon on the rue Bergson; the street is a major thoroughfare running north in the middle of the city.  I'd forgotten to pack my cycling gloves.  The evening before, I'd found a nearly new store near the hotel called Cyclable specializing in "city bicycle riding."  I'm pleased to see new stores like this, and hope it's part of a successful trend (I came across another Cyclable branch in Orléans.)  But apparently city bicycle riders don't bother with gloves.  Cycles Marcon was a real bicycle store and I found what I needed.

Leaving Saint-Étienne, I'd planned to ride to Aurec-sur-Loire.  This was where I'd left off riding two years ago when I'd started at the source of the Loire at le Gerbier de Jonc and rode the first 200 kilometers.  But I should have studied the map better; and it should have been a topo map.  Saint-Étienne is set in a kind of bowl of hills.  A few, more or less flat routes lead out but they're mostly heavily-traveled roadways.  Probably for this reason Google maps directs a cyclist to take to the hills.  But Google maps may not know the cyclist is carrying 20 pounds of baggage.

Hills just outside of Saint-Étienne

I'd planned on averaging roughly 22 -- 25 kph.  As it turned out, between the hills and a couple of wrong turns, I probably averaged half of that for the first couple of hours.  I was getting worried that it could end up being a very long day.  At a point just west of Firminy, a town known for a le Corbusier project, Google Maps brought me to La Côte Martin.  I was facing a barely-paved pathway, way too steep to ride.  I wondered who devises these routes?  Was it some kid back at Google headquarters in Mountain View, who had no idea of the roads in this part of the world, who wanted to send me up this hill?  This wasn't going to work.  Looking at the map again, I could see there wasn't really any alternative; If I was going to go to Aurec-sur-Loire, I would have to do a lot of climbing.  At that point, it was nearly 1 p.m. and I still had about 50 km to go.  I decided I'd have to compromise a little in my commitment to ride the full length of the river.  Just ahead, along a nice, flat road, was Le Pertuiset.  It was on the river.  I could pick up my Loire route there.  It would only be 7 km downstream from Aurec.

Vacation homes at Le Pertuiset on the Lac de Grangent

But on the bridge at Le Pertuiset I saw that the road was going up again.  The Grangent Dam is about 6 km downstream from the bridge and has flooded any possible route down close to the river banks.  To go north towards Feurs I needed to climb up the D108 above the west side of the Lac de Grangent, the lake behind the dam.  Sometimes, after all the fretting, a climb can turn out actually to be fun.  From Le Pertuiset to the top of the climb at Chambles is about 7 km.  Over that distance the road rises about 200 meters (about 650 feet), which means a gradient of a little less than 3 percent.  But I didn't know that when I was riding.  All the way up I worried that the road would get steeper around the next bend.  And, at the same time, I was continually relieved that it didn't.  Most of France was suffering from a heat wave that week, including the areas around Saint-Étienne.  But long stretches of this road were shaded; I don't recall ever breaking into much of a sweat.  I also don't recall encountering more than one or two cars; several other cyclists, yes, but few, if any, cars.  At the top I felt great.  Coming to France I believed I was in decent shape.  But I wouldn't know for sure until I started riding.  The steep roads out of Saint-Étienne and the decision to turn away from La Côte Martin had made me nervous.  Here, though, I rode without any real strain.  I could handle this.

After the descent from Chambles, most of the rest of route to Feurs followed flat, straight roads.  Between the Monts du Lyonais off to the east and the Monts du Forez to the west, the Loire has created a wide, rich valley for agriculture.  I rode through fields of wheat and corn and felt for a moment like I was back in Iowa where I grew up.

"No Tav": Turin-Lyon train line

Certainly lots of environmental issues are more significant than the high-speed rail line between Turin, in Italy, and Lyon, in France.  But an article on the project in today's Corriere della sera caught my eye.  I have a personal interest in the line having once followed the route on a train from Milan to Paris.  I'd paid for a ticket on a high-speed train, but in fact very little of it was high-speed until after we passed through the mountains and got into France.

For years, the French and Italian rail companies, backed by political authorities, have wanted to modernize the rail connection between the two cities.  The most dramatic engineering feature of the line is a planned 57 km long tunnel from the Susa Valley in Italy to the Maurienne Valley in France.  (Several famous Tour de France climbs, like the Col du Télégraphe, the Col du Croix de Fer, and the Col de la Madeleine, rise out of the Maurienne Valley.)

Environmentalists in both countries oppose the line out of concern, among others, for its impact on a fragile alpine ecology.  Questions have also been raised, especially in France, about its costs.  Lately, in Italy, elements of the "No Tav" ("Treno alta velocità") opposition has become violent.  The article in Corriere della Sera reported what is counted as the 15th incident of sabotage against the line.  Yesterday, while workers were off for lunch, someone entered a worksite at Bussoleno in the Susa  Valley and set fire to a piece of heavy equipment.  Bussoleno is about 50 km west of Turin.

This kind of violence is never acceptable opposition. It's dangerous and extortionist and those found responsible deserve serious judicial sanction, never mind their motives.  Still, I'm not sure yet where I stand on the matter of the line itself.  Will it, in fact, cause environmental harm?  I've visited the Maurienne Valley and it is not an isolated alpine environment, at least down along the highway running along the Arc River.  And that highway, as I rode my bike next to it, seemed to be carrying quite a bit of truck traffic.  Wouldn't that freight travel with a lot less pollution on a train?

The Écopole du Forez

Preparing for a trip can be nearly as enjoyable as taking as it.  This time, with lots of arrangments to make beforehand, that was particularly true.  How many days would I take to cover the 800 km?  How long would each day's ride be?  Were there certain towns where I wanted to stay?  Which chambres d'hôte seemed best placed and most attractive?

I didn't, though, plan what I'd be doing in each place.  I'd stay there at least two nights, giving me a full day to explore.  But I had no plans for that day, apart from possibly looking for something related to the river.  Invariably the chambres d'hôte offer multiple brochures describing local attractions.  Usually, traveling with Lynda, we already have plans and I ignore the brochures, except to stuff them in a drawer to make room on the desk for my computer.  This time, though, I thought they might offer something.  That's how, while I was in Feurs for the first two nights of my trip, I learned about the Écopole du Forez.

It took France a while to recover from World War II.  Eventually it did and from the mid-1950s through the 1970s, the so-called trentes glorieuses, the economy took off and grew steadily.  Especially after the destruction from the War, the growth meant construction -- roads, rail lines, buildings, homes.  And construction meant sand and gravel, much of which came from river beds.  Over time, the environmental effects of this became more and more evident.  In places with heavy extraction stream levels went down, in turn affecting fish populations and upsetting plant and animal habitats along the banks.  

In the mid-1980s, environmentalists were trying to stop extraction of sand and gravel from pits along a stretch of the Loire in the middle of the Forez Valley.  The mining was lowering the river bed, which, in turn, was affecting fish populations and upsetting plant and animal habitats along the banks.  In 1987, the Fédération Rhône-Alpes de Protection de la Nature (FRAPNA) managed to find the funds to buy one of the gravel pits covering about 27 acres.  That same year, three companies with contiguous pits decided to donate to FRAPNA an additional 370 acres.  The Écopole's history is silent on what may have been going on in the background to cause this.  Now, with responsibility for nearly 400 acres, FRAPNA turned to the European Union for funds to restore the pits and surrounding areas.  La Nef ("The Vessel"), a wood and glass visitors center recalling an inverted ship's hull.  The building sits on pilings several feet above ground, both to provide a vantage point and to protect against Loire floods.

They also found resources to build

 The center opened in 1993.  Twenty years later you need the old photos on display there to know what the area was like before.  The old pits have become a series of ponds bordering the west side of the Loire.  Grasses and reeds cover the banks and black alders and willows have grown up on the land nearby.  The restored habitat has brought fish to the ponds and lots of birds, including cormorants, grey herons, black kites, egrets, and several varieties of ducks.  The upstream Grangent and downstream Villeret Dams eliminated beavers from the Forez Valley.  But Écopole staff successfully reintroduced the animal several years ago.

On a daily basis the Écopole concentrates on environmental education.  It has ties to universities in Lyon and Saint-Étienne.  It works with schools in the area.  And it hosts a regular flow of tourist like me.  It is also trying to extend the écopole concept up and down the river.  This year, at the end of May, during the celebration of the Écopole's 20-year anniversary, supporters designated the center as the first component of what they're calling the "Transligérienne."  "Ligérien" (feminin, ligérienne) describes someone or something related to the Loire River.  The term derives from the Latin name for the river, the Liger.  Supporters of the Transligérienne idea hope to see a series of similar natural preserves created all along the 1,000 km of the river.  Eventually, too, they hope to link to the Via Rhôna, a hiking, cycling trail along the Rhone River.  The dream is a line of nature preserves from the Atlantic to the Mediterranean.

Back in Paris

This may be an odd way to maintain a blog.  It's supposed to be a more or less daily log of what you're doing or what's on your mind.  But what I'm going to do here, at least for a while, is to post notes on what I've been up to over the last nearly six weeks.  I'm catching up on what I'd hoped do do during my Loire bike ride, but didn't.  I have several reasons (excuses) for that, but mostly they have to do with being busy riding, recovering from a ride, or exploring a little of the area where I was staying.  Most days while traveling, I did well if I made a few notes at the end of the day or next morning with coffee.

In the middle of July, I was back in Paris.  It was only for a couple of days, but it was good to be back.  I didn't always feel that way about the city.  My relationship with Paris wasn't love at first sight.  I've never quite understand why everyone is so seduced.  My appreciation came grudgingly and over time, the same as it did with New York.  Maybe this comes, at least in part, from growing up in Iowa and Los Angeles, the Midwest and Far West.  As an "outlander" I think I mistrusted their reputations, couldn't believe they were all people said they were.  I didn't think I needed whatever it was they offered.

Also, in the case of Paris, I learned French before I ever knew very much about France the country.  I'd learned the language in the Peace Corps to be able to teach English in Senegal.  I only got to know the country later, mostly through the Tour de France bicycle race.  In the late 1980's, when I first got interested -- a time before Google maps -- I'd sit with the Michelin road atlas and trace out each day's stage.  I learned the geography of the country; and I got familiar with regional cities and small towns where the Tour stopped regularly.  When we started traveling to France, I was more interested in visiting these places than Paris.  But that changed.  The city grew on me.  Every time we went, I got a little more comfortable; it felt better.  

The Minister takes her leave

Well, she certainly didn't just hand over the keys to her office and go home.  Delphine Batho, recently dismissed from her position as French Minister of the Environment, gave a press conference today in which she took aggressive shots at the Prime Minister, Jean-Marc Ayrault and certain "economic lobbies" that wanted her out.  Her remarks have been called "politically naive," and they probably were.  All of the blame was directed elsewhere, for example, none her own way.

But her political inexperience and lack of press conference skills shouldn't obscure the fact that the Hollande/Ayrault government, when it chose her ministry to take the largest budget cuts in its 2014 budget, announced that, to put it mildly, environmental programs were way, way down on its list of priorities.  That, to me,  has a lot more significance than Ms. Batho's press conference.

The government's priorities may be jobs, and correctly so.  But, more like socialists of 40 or more years ago, they seem to act as if jobs mean infrastructure and regional economic development.  It's as if they're out to recreate the "Trentes Glorieuses" the 30 years of post-war economic growth.  Thus Ayrault's Notre-Dame-de-Landes airport project just west of Nantes where he was mayor for many years, justified as critical for economic growth in that part of western France.  No one in the government seems much interested in what all this does to land and water resources, or whether the jobs being created will still be around in five or ten years.

Meanwhile, Ms. Batho retains a seat in the National Assembly as a deputy from the Deux Sèvres, a largely rural district directly south of Angers and the Loire River.  I don't have the impression she was particularly identified with environmental issues before being name to her ministerial position.  Nor has she been that close to EELV (Europe Écologie Les Verts) party members.  It will be interesting what role she plays now.

Budget cut, environment minister gone

French president François Holland's government recently announced its budget for 2014 with more cuts in public spending; the agency taking the biggest hit turned out to be the Ministry of the Environment with a seven percent reduction in funds.  Who knows what was going on behind the scenes, but this turned out to be too much for the Minister, Delphine Batho.  She publicly criticized her own government, calling it a "bad" budget.  On Tuesday she was sacked.

The budget cuts together with Ms. Batho's firing, even allowing for her failure of collective responsibility, says nothing good about the Holland government's interest in the environment.  And this is not the first time Holland and Prime Minister Jean-Marc Ayrault have axed a head of the department that seemed to taking a commitment to the environment too seriously.  Holland's first Minister of the Environment, preceding Ms. Batho, was Nicole Bricq.  But shortly after being named to the position, she suspended oil exploration permits in the waters around Guyane.  The oil companies complained and Ms. Bricq was gone.

Ms. Batho has been replaced by Philippe Martin, a PS deputy from the Gers and until now a member of the Assembly's commission on sustainable development.

Apparently Ms. Batho wasn't particularly close to the EELV members of the government or environmentalist members of her own Socialist Party.  But after the government's severe downgrading of environmental policy as indicated by the budget -- quite apart from Ms Batho's firing -- one wonders at what point the EELV members of the government will decide their project may be better served by leaving.

Peaking releases and fish

Hydropower may be a clean, renewable form of energy, but putting a dam across a river certainly has consequences for life in and along a river.  This is particularly true when the power station operates in a "peaking" manner, periodically releasing water from the reservoir to supply extra power.

Recently, France's Fédération Nationale pour la Pêche (National Federation for Fishing) and Électricité de France (EDF) announced the results of a joint six-year study (2006-2011) of the impacts on the down-stream fish populations of these peaking releases (referred to as "éclusées" from the opening of the "écluses" or locks to release the water).  The report covered the first phase on an on-going evaluation and looked at water releases from the dams at La Roche-aux-Moines and Éguzon, both on the Creuse River about 50 km south of Châteauroux (about 150 km southeast of Tours and the Loire River).  Data was collected at some 50 points identified as fish spawning grounds.

Éguzon Dam.  © La Nouvelle République and Patrick Gaïda

Somewhat surprisingly, the study found that the impacts weren't all negative; they varied according to species of fish.  Some seemed to do just fine; others not so fine.  Among the former were barbels, a small carp-like fish, and chub.  Among the latter were perch, trout, and sanders, all of which showed declining numbers.

Already, EDF has agreed to modify its water releases to keep the downstream water levels within specified minimum and maximum amounts.  As reported in the newspaper La Nouvelle République the fishermen and the power company, having collaborated in this project, seemed anxious to find ways to manage the river to satisfy everyone's concerns, or at least those of fishermen and power generators.  I'm curious, though, about what regulatory requirements apply to habitat protection along rivers in cases like this, and the extent to which those are taken into account.  Is there a possibility that governmental agencies may be ceding responsibilities to private interests in this case?

The Gerbier is free

Among the world's rivers, France's Loire must have one of the most clearly marked starting points.  This is le Gerbier de Jonc, a volcanic mound in the department of the Ardèche, where several springs emerge from its base, quickly join, and head off for the Atlantic some 600 miles away.

© Richard Mounts

Despite being rather remote, it's estimated that the site draws nearly a half million visitors a year, many of whom pay a euro or so and push through the turnstile to hike to the top for the impressive views.  

© Richard Mounts

© Richard Mounts

Not withstanding its status as a kind of national monument, le Gerbier and the surrounding land is privately-held.  But starting this summer, the admission charges will be dropped and access will be free.  This comes as the result of a 30-year agreement between the land owners and the department of the Ardèche.

I worry about too many people climbing over an already fragile ecology.  But apparently the department plans new protective measures, along with programs to highlight the unique characteristics of the setting.  I may have to go back.

"When the levee breaks, mama, you got to move" (Led Zeppelin)

How many marvelous pictures are there of the Loire River, often as a calm backdrop to towns and chateaux along the banks.  I've taken some myself, although I'd say their quality has mostly to do with the memories they bring back.

However calm the river may appear, recent floods in northeastern France along the Seine and Aube rivers must have reminded people living nearby that the Loire can do the same.  And a recent report from a regional public agency would have reinforced that reminder.  The report, from the Center Region's Direction régionale de l'environnement, de l'aménagement et du logement (DREAL) dealt with the condition of levees (example below) along the Loire and the risks in the event of 100-year flood conditions.  La Nouvelle République (Tours) reports that it's unlikely such a flood would overflow the tops of levees up stream from Tours.  But, it reported, various forces, natural and man-made, may have weakened the earthen barriers in certain places, creating risk of a breach.  

The probability of such a failure may be relatively low, but the consequences would be catastrophic; reportedly more than 100,000 people would need to be evacuated from areas around Tours (about 300,000 in the metropolitan area).  The point of the report was, in part, to remind local officials of the need for emergency evacuation plans, but also to reassure them that levee repair work was on-going.  

In contrast, nothing was said, at least in this forum, about what might be done to reduce the need for evacuations by limiting development in flood-prone areas.  Perhaps that's for another day.

Curbing urban sprawl

It's estimated that each year France loses over 300 square miles of farmland and open space.  That's about equal to the surface area of new York City; or about 4.5 times more than the size of the District of Columbia.  The same thing is happening in the U.S.  One report from a couple of years ago looked at land consumption in 274 U.S. metropolitan areas.  Researchers found that over the ten-year period 1990 to 2000 urban ooze had spread over something like 5,800 square miles.  And we have some idea of what this means for the environment -- lost farm lands and open spaces, more roads, more cars, etc.

© Sara Leen at environment.nationalgeographic.com

All of this creates interest (for me at least) in work going on in France's Ministry of Territorial Equality and Housing (Ministère de l'Égalité des Territoires et du Logement).  Cécile Duflot, the head of the ministry, has just made the first presentation of her agency's legislative project, a central part of which would be a series of measures meant to increase density in urban areas and limit this kind of land consumption.

The proposals, which are still being discussed within the government, could include the following:

• Make it easier to convert empty office buildings into residences.  It's estimated that France's stock of empty office space is about 54 million square feet (5 million square meters);
• Reduce parking requirements per unit;
• Allow residential buildings to increase height above connected, neighboring buildings;
• Reduce the minimum lot size in townhouse areas;
• Reclassify as natural lands after 10 years those lands eligible for development, but still undeveloped; and
• Transfer urban planning responsibilities from mayors to inter-communal bodies. 

Some of these could be enacted by governmental order; some, like the last, would require new legislation.

France's economy is having trouble generating much, if any, growth.  And François Hollande's government doesn't seem willing or able to do much to help.  With some justification, it's being criticized from all sides.  But here and there, with measures like the highly-visible same-sex marriage law, and this much less visible set of environmental proposals, the government is doing some good things and deserves credit.

Raising the river

More news from the Loire Valley.  As I noted back in January, I'll be having a bias in this direction over the next few months.  Two years ago, on my bicycle I followed the first 200 km of the Loire River, from the headwaters at Le Gerbier de Jonc along its path through the department of the Haute-Loire.  This year during the summer I'll be riding the remaining 800 km.  So I'm paying more attention to news about the river.

This last Sunday (March 24), the Nantes newspaper Ouest France, reported on a meeting of a group concerned about the dramatic drop in the level of the river.  Normally it's the other way around; people living along a river worry about the river being too high.  But over the last 30 years, measurements at Ancenis, a town midway between Angers and Nantes, have recorded a drop of six and a half feet (two meters) in the level of river.  Much of this resulted from projects like dredging and levee construction undertaken to permit ocean-going ships to come up river to Nantes.  To simplify what happened in the river, the water flow was constricted, its speed increased, and it has been cutting down into the river bed.  Not surprisingly, this channelization has had serious consequences for wetlands areas along the river.  Many have dried up with a resulting loss of habitats for fish, birds and plants.

The group meeting last weekend that drew Ouest France's attention was the Comité Loire de Demain (CLD) (Committee for Tomorrow's Loire).  According to paper, the CLD, formed in 2005, includes 400 individual members,, 34 private associations, and, remarkably, 24 local governments.  The group has been advocating measures to stop the continuing drop in the river's level and even to begin to bring it back up.  Lately, they've been focusing their efforts on the Plan Loire IV.  This will be the latest extension of the Plan Loire Grandeur Nature and will cover the period 2014-2020.  According to the article, the CLD has been quite please that the planning officials seemed ready to give a high priority to this issue in Plan Loire IV.  Still, the big issue appears to be how to maintain Nantes as a port and, at the same time, return the river to its pre-dredging, pre-levee state.

What's in the water?

Earlier this week the Environmental Protection Agency released seriously disconcerting news about water quality in our rivers and streams.  During 2008 and 2009 the agency drew nearly 2,000 samples from all sizes of streams, from the Mississippi River to little rivulets.  Barely a fifth (21%) of these streams could be considered to be in good biological health, meaning that they provided healthy habitats for plants and animals.  Slightly more than a fifth (23%) were judged to be in "fair condition."  But most significantly more than half (55%) were judged to be in "poor condition"; plants and animals struggle to survive in these streams.

What's causing the pollution?  The EPA report stressed two sources.  The first, and probably most important, is nutrient pollution in the form of phosphorus and nitrogen originating in agricultural fertilizers and animal waste products, and to some extent from urban waste waters.  The second is residential and commercial development; runoff from cleared lands carries pollutants into the streams.  

© U.S. Environmental Protection Agency

When I can, I also try to follow this issue in France.  (Someday maybe the political situation in Italy will get sorted out and I'll have time to catch up on environmental policies there, too.)  In France a report issued in 2010 indicated that, even if the sampling methodologies were different, the water quality problems are similar.  In this case Onema (l'Office national de l'eau et des milieux aquatiques) included lakes and marshes, as well as rivers and streams.  The agency reported that 45% of the surface water systems were in good or very good condition, whereas 55% were in average, mediocre, or bad condition.

Interestingly, France is subject to an E.U. water quality agreement and could potentially face sanctions if it doesn't meet agreed-upon standards within the next two years.