✔ SUMMARY + SOURCES: http://www.OsonsCauser.com/pourquoi-l... ✔ SUBSCRIBE: / @osonscauser ✔ SUPPORT US: https://www.Tipeee.com/osons-causer We're happy if you follow us :) ✔ FACEBOOK: / osonscauser ✔ TWITTER: / osonscauser ✔ WEBSITE: http://www.OsonsCauser.com == ... Paris region. The Paris ring road is also a nuisance. It is 100 tons of waste collected each month, pollution targets that are shattered by the abundance of particles generated by traffic (nitrogen dioxide and fine particle measurements double the recommendations), terrible noise pollution (81 dB(A) during the day instead of the recommended 65) that makes life hell for the 100,000 residents living near this major axis. There is a way to greatly limit this nuisance: burying it. Turning the ring road into a tunnel actually limits noise, pollution and separation from buildings. No more insurmountable, noisy and toxic barriers, the ring road becomes a cinema, a park, a stadium or beautiful buildings. Until 2006, 88% of the tunnels (4.5km out of 5km of tunnels) were reserved for the west of Paris (the 15th, 16th and 17th arrondissements of Paris). However, these arrondissements are those where the average income per inhabitant and real estate prices are the highest. The Porte des Lilas and Porte de Vanves tunnels have "brought down" this proportion of tunnels reserved for upscale neighborhoods to only 72%. Certainly, some major and prestigious facilities (the stadiums, the Molitor swimming pool and the Auteuil racecourse) could justify some work. The fact remains that the inhabitants of the Portes Dauphine, La Muette and Champerret benefit from a quality of life and an appreciation of their heritage that is much higher than those of the inhabitants of the other gates of the ring road. We can therefore see that Parisian urban planning in the 1960s and 1970s almost "naturally" reserved special treatment for the residents and real estate of the wealthy bourgeoisie in the west of Paris. This two-speed urban planning has not stopped since. At the beginning of the 1990s, Neuilly benefited from public funding to bury part of the N13, which cuts the city in two. It is clear here that it was the networks of Nicolas Sarkozy, then mayor of Neuilly, and in the office of the Minister of the Interior and REGIONAL PLANNING Charles Pasqua, who made the difference. Sarkozy obtained that the RATP finance 75% of the work to bury the first section of the N13. This fact is all the more curious since in 1992, the RATP had other transport imperatives necessary for the people of the Paris region. Trams did not exist, and suburb-suburb connections were even more incomplete than they are today. Why then spend so much money on the comfort of Neuilly residents? The answer is to be found in Nicolas Sarkozy's declarations of assets. At the time, he owned an apartment overlooking the part of the RN13 affected by the work. By obtaining public funding for his undergrounding work, Sarko achieved a formidable double whammy: he pleased his voters with an unprecedented political victory (ask the residents of Plaine Saint-Denis what they think of the N1 that is tearing their city apart) and preserved the value and quality of his real estate assets in the city. Hats off to Sarkozy! As anecdotal as these stories may seem, they illustrate the difference in treatment, quality of life and health that exists in our country depending on whether you are rich or not, whether you have access to the mysteries of power or not. They also invite us to question the use of public money in transport and urban planning issues.