Page 47 - 360.revista de Alta Velocidad - Nº 6

High-speed rail in developing countries and potential inequalities of use: the case of Morocco

High‐speed rail transport therefore only concerns long‐distance mobility. It should be noted
that, at the international level, these mobilities in developing countries currently lag behind
those in industrialized countries. According to Doyle and Nathan (2001), the richest 20% travel
3.5 times farther than the poorest 20%. On the other hand, while in Western societies one
may consider that “individuals live in one place, work in another, and distract themselves in a
third” (Paulo, 2007), it is in all probability less marked in developing countries. Mobilities are
therefore linked to levels of development.

For example, tourism‐related mobility depends on working time and holiday allowance, which
varies between countries. A reduction in working time, as has been the case in France since
the beginning of the 2000s, has increased the potential for mobility and has led to an increase
in short‐term tourist stays (notably city breaks) as a result of TGV services. The very idea of
tourist mobility also differs between countries. In South Korea, due to the low annual holiday
allowance (15 days), travel is most often devoted to family events. Consequently, mobility
potential is more restricted for leisure and tourism. More generally in developing countries,
tourism has long been either international or the preserve of a local minority. It grows among
the middle classes only with increases in the standard of living (Cazes, 1983, quoted by Berriane,
1989), as evidenced by the current development of domestic tourism in China, estimated at
300 million tourists (Taunay, 2010). It is therefore initially the wealthiest populations who are
able to travel for tourism purposes, and in particular long‐distance tourism‐related travel. But
developing countries can also be countries that play host to international tourists. By reducing
journey times, high‐speed rail could expand the geographical market area of tourist destinations
(Sands, 1993, Masson, Petiot, 2009, Urena et al., 2009, Wang et al., 2012, Chen, Haynes, 2014)
that are connected to the network within these countries, and even in certain cases influence
the destination choices of tourists (Delaplace et al., 2014, 2016, Pagliara, 2015, Saladie et al.,
2016).While economic analysis considers that transport time is a cost that must be minimized,
the value of travel time savings associated with a high‐speed rail service depends, however,
on the importance given to time, its valorization and possible alternatives, as evidenced by
the study by Zhao et al. (2015): in China, some passengers prefer to take a night train rather
than a high‐speed train. This also depends on being in a position to arbitrate between several
possible choices. Moreover, the use of high speed cannot be understood in a society in which
time is not valorized. People do not value or devalue the future solely on the basis of their age,
situation or position in society: “Conceptions of time depend on the rules of the social game;
behind the exchange, there is communication of signs and symbols” (Hugon, 1991, p. 343).
Thus, behaviours and uses are determined by values and rules, which delineate the rules of
the game and shape the preferences of agents (Windrum and Garcia Goni, 2008). These rules,
these values, and these institutions (North, 1991) are different from one space to another, and
from one society to another. The actions of agents are embedded in tissues of institutions that
are likely to be different since these agents are located in specific societies. “What is necessary
for full ‘social’ inclusion varies as the means and modes of mobility change and as the potential
for ‘access’ develops with the emergence of new technologies such as charter flights, high‐
speed trains, budget air travel, SUVs, mobile phones, networked computers and so on. These
developments transform what is ‘necessary’ for full social inclusion” (Cass et al., 2005, p. 542).
The set of possible choices for each individual as well as the set of uses he or she envisages
are partly determined by location (Delaplace, 2017). High‐speed rail is essentially a sign of
modernity, and moving frequently over long distances is sometimes a sign of distinction.
There is thus a symbolic dimension of the use of high speed that is likely to reinforce existing
inequalities.
In addition, individuals do not always have the competencies to identify transport options and
produce their own itineraries.

International Congress on High-speed Rail: Technologies and Long Term Impacts - Ciudad Real (Spain) - 25th anniversary Madrid-Sevilla corridor 45