Dominique Tilak, director general of Atmo Occitanie, the regional air quality agency, noted a decrease in kilometers driven, despite a 5% population growth since 2019. She attributed this trend, observed since 2020, to a broader shift in attitudes toward car usage and supportive public policies.
The French national government’s Audit Chamber delivered a “mixed” review of Montpellier’s free transport initiative, influenced by neoliberal economic perspectives.
Concerns Arise
According to Mediapart, the Audit Chamber’s conclusions centered on new tram and bus journeys. Survey data indicated that 33% of these trips would have previously been made by car, 39% by walking, cycling, or using a scooter, and 28% wouldn’t have occurred at all. The Chamber’s initial evaluation of the health and environmental impacts was negative.
Moreover, the Audit Chamber recognized that the region’s economic vitality partially mitigated the lost fare revenues, yet it also highlighted a rise in public subsidies and an increase in the metropolitan transport debt. Concerns were raised about the financial future, particularly as expanding services would demand further investment.
Financial Perspective
Philippe Descamps, a reporter from Le Monde Diplomatique who visited Montpellier, offered a different view. Renaud Calvat, mayor of Jacou and vice-president for finance in the metropolitan area, argued that revenue was dynamic, not diminishing. He explained that the mobility levy (versement mobilité, VM), which is a percentage of the payroll of companies with more than ten employees, compensated for lost fare income, increasing from €85 million in 2020 to nearly €125 million in 2025. He noted that as the VM rate remained unchanged, the financial load on businesses decreased since they no longer had to contribute to employees’ transit passes.
Cécile Hautefeuille of Mediapart echoed the municipal authority’s strong response. In the Montpellier metropolitan area, ticket sales revenue decreased by 77% compared to 2019, a loss of €30 million. Julie Frêche, metropolitan vice-president for transport, emphasized that the initiative was never claimed to be “magically free,” noting that the €30 million loss constituted 4.68% of the operating budget. She added that ticket sales to non-residents still generated €9 million due to the region’s tourism appeal.
Debate Continues
The Audit Chamber’s assertion that public transport funding would increasingly rely on public subsidies from local taxpayers was especially contentious. It predicted that subsidies per capita would rise from €75 on average (2015-2024) to €460 (2025-2031). Julie Frêche criticized this as biased, questioning the source of these figures and denying any tax increases, at least regarding household taxes. A city official cited by Le Monde Diplomatique remarked that free public transport unnerved the Ministry of Finance, as it was seen as a revenue loss for local authorities, although they were free to manage it as they deemed appropriate.
Quality of Service
The situation remains a political issue, as revealed by press reports. The neoliberal belief that services must be paid for at the point of use is challenged by Montpellier’s example, where past point-of-use services are now funded by a small business tax. Successful universal free public transport requires investment in high-quality services, and Montpellier claims progress in this area.
Service Impact
According to Le Monde Diplomatique, studies indicate that public transit demand hinges on service quality. Julie Frêche highlighted that free access is linked to an 8% increase in service supply, part of a comprehensive transport policy. Her team promoted carpooling, extended tram line 1 to the TGV South France station, and planned a fifth tram line by December 2025. Although only one of the five promised high-frequency bus corridors has been completed, due to land acquisition delays, Frêche pointed out that transit is fully free for metropolitan residents but not universal, as those from the wider urban area still pay. Jean-Louis Roumégas, a Green municipal election candidate, criticized the lack of encouragement for peripheral residents to use public transit, as they contribute significantly to car traffic. Mayor Michaël Delafosse mentioned converting TaM into a local public company to integrate other municipalities, with Montarnaud already benefiting from free transit.
Infrastructure Challenge
Laurent Murcia, a union representative for Force Ouvrière (FO) at TaM, stressed the importance of investment, noting that free public transport requires adequate resources. The increase in passengers hasn’t been matched by more trams and buses, leading to overcrowding and longer travel times. Murcia, secretary of the Social and Economic Committee and a bus and tram driver, advocates for a “social fare” system, suggesting charging those who can afford it to generate revenue.
Employee Concerns
Concerns about job losses were addressed, as ticket inspectors were retained and ticket office staff reassigned. Yannis Ruelle, spokesperson for the Montpellier Public Transport Users Collective, reported feelings of neglect among those living at the tram line’s end. Residents often have to drive to further tram stops and wait longer. Bus route changes, notably the introduction of line 5, have led to discontinued direct routes to the city center, necessitating tram transfers and discouraging public transport use.
Addressing Criticism
The Montpellier metropolitan area countered criticism by stating that their network is expanding, with 82% of residents now served, up from 79%. Tram coverage increased from 57% to 70%. During the March municipal election campaign, the Mayor’s left-wing challengers highlighted transport issues. Roumégas noted that while zero-fares benefited household budgets, tram congestion left passengers stranded. Oziol of La France Insoumise criticized the lack of planning, which led to reduced service frequency and quality.
Despite these criticisms, left-wing candidates praised free transport as a “social achievement” and didn’t call for its repeal. Other candidates, including Mohed Altrad and Philippe Saurel, proposed extending free services or taxing the wealthy. Only independent candidate Isabelle Perrein, backed by MoDem and the Union of Democrats and Independents, suggested a partial return to paid fares.
Community Engagement
A grassroots cycling campaign has significantly contributed to the transport policy, according to Le Monde Diplomatique. When then-mayor Philippe Saurel dismissed cyclists, over a thousand gathered in protest. Nicolas Le Moigne, spokesperson for Vélocité, described the campaign as a catalyst for change, leading to collaboration with Danish experts. The region avoided mistakes made by other cities, creating a coherent network in under six years. Challenges remain, such as intersection continuity, lack of tram bike access, and no long-term public bike rental service, though electric moped incentives exist.
Policy Defense
Montpellier’s municipal councillors vigorously defended the zero-fares policy against the Audit Chamber’s critiques. Mayor Delafosse described free transit as a political choice promoting public transport as a common, equitable resource, addressing social fare scheme non-use and middle-class exclusion. Renaud Calvat argued that free access benefits everyone, recalling a similar debate over schools in 1885. Delafosse countered that while roads cost the authority €79 million annually, their budgets are rarely scrutinized. Externalities, such as health and environmental costs from car usage, should also be considered. Early results from Montpellier suggest potential for meeting national greenhouse gas and air quality targets. Calvat endorsed the mobility levy as an effective funding tool, noting its higher rate in ÃŽle-de-France, suggesting that raising the cap from 2% to 3.2% in other metropolitan areas could increase flexibility.
Strategic Vision
In his election manifesto, Delafosse emphasized free public transport as a key commitment, aligning it with social justice, ecological transition, and territorial cohesion in a city with a 28% poverty rate, compared to 15.4% in metropolitan France. He referenced Henri Lefebvre’s “right to the city” concept, highlighting the need to reclaim urban spaces as collective life hubs.
This Article
This analysis was compiled by Fare Free London using press reports and input from French campaigners. The organization unites community groups, trade unions, environmentalists, and others advocating for free public transport to create a desirable vision for London.
