Like Crossrail, the new Paris express has been beset by delays and cost increases. A damning report by the French national auditor, in December 2017, pointed then to an estimated total cost of €38.5bn ($43bn), up from €19bn in 2010, when the publicly financed project began. Last year, the government finally conceded that only part of the network would be finished by 2024, when Paris hosts the Olympic games. A new fast link to Charles de Gaulle airport may also not be ready by then. Part of the southern loop will not open until 2030, or later still.
Naturally, everyone blames everyone else, easy to do in a city with baffling and overlapping layers of local and regional government. Yet, in time, the effect could be radical. The new network should help to defy the mighty centralising force of Paris, which obliges commuters who live in one suburb and work in another to pass through the centre. This will relieve pressure on city-centre lines, and could give a boost to suburban business hubs. Parisians tend to hold a mental map of their city that stops at the périphérique. The new network, says Jean-Louis Missika, deputy mayor for planning at the capital’s town hall, marks the end of a model that “assumes Paris is the centre of the world”.