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8 records where Rachel Keke is listed as a sponsor, author, or other actor. Search with topics and years
Question· Question écrite17526open
France · National Assembly · 30 April 2024
Ms. Rachel Keke alerts the Minister Delegate to the Minister for Ecological Transition and Territorial Cohesion, responsible for housing, to the particularly alarming situation of residents of the Saint-Jacques district of Perpignan. Indeed, as part of the tour of popular neighborhoods that she has been carrying out since the start of the parliamentary session, the MP paid a visit to the historic district of Saint-Jacques in Perpignan. Accompanied by activists from the Saint-Jacques collective and the Le Fil à Métisser association, the MP was appalled by the state of disrepair of the buildings and homes. The residents met expressed to the MP deep feelings of abandonment and social exclusion, not to mention their endangerment linked to their degraded homes. The Saint-Jacques collective questioned the policy disaster carried out for years by successive municipalities. The latter would only be interested in the vote of the inhabitants to whom they promise renovation work and improvements to the building without this being followed up on. Added to all of these problems is the absence of local public services that residents and their collectives have also been demanding for several years. However, the municipality The current government has chosen to situate its policy on security grounds, thus ignoring the real needs of the populations concerned. Thus, a repressive policy of recourse to the police was favored. The town hall proceeded with the demolition of some buildings and homes without prior dialogue with the populations concerned who were presented with a fait accompli without discussion. In this context, the collectives in the Saint-Jacques district denounce a policy of planned gentrification which will have the effect of increasing the prices of housing and land. This increase in prices and rents will also have the effect of pushing precarious populations, i.e. the majority of current and historical residents of Saint-Jacques, to leave the neighborhood and settle elsewhere. The deputy wonders about the fate of inhabitants who are at least 60% today living below the poverty line, with a high unemployment rate. The MP questions the Minister Delegate for Housing, Mr. Guillaume Kasbarian, on the measures he intends to take and put in place in the face of this worrying situation in the Saint-Jacques district and its residents. She wants to know what material and financial responses he will provide to respond to this crisis. That does he intend to do to get the neighborhood out of its current state of unsanitary conditions while preserving and allowing current residents to stay and live in their neighborhood?
Question· Question écrite16547open
France · National Assembly · 26 March 2024
Ms. Rachel Keke questions the Minister Delegate to the Minister for Ecological Transition and Territorial Cohesion, responsible for housing, on the announcement by the Prime Minister, Gabriel Attal, during his general policy speech on January 30, 2024. This announcement concerning the revision of the law relating to solidarity and urban renewal (SRU law) risks jeopardizing the primary mission of social housing, knowing how to ensure housing for all, a right which appears in the preamble to the Universal Declaration of Human Rights. Indeed, it is clear that the social housing crisis is alarming. The 29th report on the state of poor housing in France in 2024 published by the Abbé Pierre foundation bears witness to this. The figures put into perspective the difficulty many French people have in finding decent housing. In 2022, there were 2.4 million households waiting for social housing, i.e. almost 10% of households in France. Requests are constantly increasing while 70% of households are eligible for social housing. However, these demands face a proportionate drop in public efforts. Still according to the Abbé Pierre Foundation report, the percentage of GDP allocated to housing has only decreased since 2010. Going from 2.2% in 2010 to 1.6% in 2022, we can understand today the consequences of this austerity policy. France sees itself as incapable of managing this crisis which affects millions of people. This problem is exacerbated by the non-application of the SRU law by a large number of cities. Between 2020 and 2022, 659 municipalities out of the 1,031 affected by its obligations (i.e. a large majority) did not comply with article 55 which imposes a minimum of 20-25% of housing social services by city. Mayors are never worried about it, the fines are not dissuasive. This non-compliance with the law is combined with the rejection of HLM applicants, in particular DALO priority applicants. In this context, Mr. Gabriel Attal, new Prime Minister, declares that, from now on, intermediate housing will be integrated into the SRU quotas. How can we not understand this desire other than as a means for these cities which do not respect not the law to do without the construction of social housing? In view of this situation, she questions him about the measures he plans to take to resolve the social housing crisis and asks him if he plans to increase the SRU quota and further sanction municipalities that do not comply with the legislation.
Question· Question écrite16410open
France · National Assembly · 19 March 2024
Ministry of Transformation and Public Service
Question· Question écrite16406open
France · National Assembly · 19 March 2024
Ms. Rachel Keke draws the attention of the Minister Delegate to the Minister for Ecological Transition and Territorial Cohesion, responsible for transport, to his announcements concerning Fret SNCF following the opening of an investigation by the European Commission on January 18, 2024. This procedure against France is motivated by an alleged non-compliance with the rules on state aid intended to avoid “distortions of competition ". This is the culmination of 15 years of rail freight liberalization organized jointly by the European Union and successive governments. Since 2006, when rail freight was opened to competition following the adoption by the European Commission of the second rail package, the situation in rail freight has continued to deteriorate. While this liberalization had been sold as the miracle cure for relaunch traffic, it collapsed by 30%. The modal share of goods transported by rail has fallen from 25% in 1980 to less than 11% today. Fret SNCF, for its part, saw the number of railway workers drop from 15,000 to 5,000 and lost shares, only transporting around 50% of bloodless traffic (nearly 2/3 less volume of goods transported for Fret SNCF since 2003). Competition is not the solution, that's the problem. Between 2006 and 2019, many private companies, swearing only by economic profitability, competed with Fret SNCF in profitable segments, leaving only the least profitable sectors to Fret SNCF. However, rail freight has many strategic and ecological advantages: strategic because it allows French industrial sovereignty as well as a fine network, opening up certain territories. Ecological because a train of 35 wagons represents the equivalent of 55 32-ton trucks. At a time when transport accounts for 32% of French carbon emissions and 12% for road transport of goods alone, rail freight is a fantastic tool for reducing greenhouse gas emissions. While SNCF Freight should be at the heart of major public policies necessary for the ecological transition and national industrial development, the former Minister of Transport Clément Beaune decided on behalf of the Government to complete the dismantling started by his predecessors under the cover of anticipation of a European sanction. Sanction which is itself the direct consequence of the law “For a new railway pact” of 2018 carried by Ms. Élisabeth Borne, then Minister of Transport. However, at the time, trade unionists had alerted to the transformation of FRET SNCF into SAS and the risks of sanctions by Brussels in the name of the dogma of competition. Once again, the unions were right and today hundreds of employees are paying the price for Élisabeth Borne's incompetence. After 15 years of neoliberal management, the European Commission therefore intends to step on the accelerator in the midst of a climate crisis and push for the dismantling of the operator historical audience. Through its incompetence and its submission to Brussels, Emmanuel Macron's government signs with the stroke of a pen the dismissal of more than 500 railway workers on their way out, as the only thank you for hard work and numerous sacrifices. Mr. Beaune also announced a sale of so-called dedicated trains, including the emblematic primeurs train, from December 31, 2023, which represents a loss of 30% of the volume. total activity of Fret SNCF. In passing, the Government is organizing the sale of the company by transferring more than 60 locomotives to the private sector, by selling 40% of the real estate assets as well as the Saint-Priest logistics platform to private sector competitors! Another aberration in line with the policy pursued for 15 years. Political choices which have led to a decline in rail freight to the detriment of road. Since 2006, more than 1.6 million additional trucks have been thrown onto the roads. Instead of satisfying the demands of the European Commission which are incompatible with an ambitious policy to revive public rail freight, the Government should lead the fight against Brussels to impose a public monopoly on the rail freight sector. In the name of the general interest of the Nation, there is an urgent need to place rail freight under the aegis of a 100% public, unified and integrated company such as SNCF. Public rail freight is an essential tool for achieving the objectives of the “greenhouse gas emissions reduction plan” for which the Government is well behind and, even worse, in the wrong direction. She asks him his position on this subject.
Question· Question écrite7732answered
France · National Assembly · 2 May 2023
Ms. Rachel Keke questions the Minister Delegate to the Minister for Ecological Transition and Territorial Cohesion, responsible for transport, about the suspension of the so-called “primeurs” train. Indeed, on Wednesday April 19, 2023, the PRIMEVER company suspended its contract with the SNCF due to a delay in arrival at Rungis station, thus stopping the rail link between the Saint-Charles international market and the MIN of Rungis. The strike against pension reform, falling under the sole responsibility of the Government, can in no way justify the suspension of the contract and the cessation of circulation. Last year, between July and November 2022, only a few months after its relaunch, the new products train had already been suspended, thus calling into question the sustainable development of this line and more broadly of public rail freight. This connection currently depends on a single shipper, the PRIMEVER company. Thus, when it was relaunched on October 21, 2021, the greengrocers train only loaded 12 refrigerated wagons. Since November 2022, the train has loaded 14 refrigerated wagons, a far cry from the 24 wagons before the 2019 interruption. However, there is commercial and ecological interest in rail transport: a second carrier has positioned itself to load other wagons at departure from Perpignan. Why does SNCF Logistics refuse to integrate this second loader, when the train could run with 24 wagons? And why not associate local agricultural production in the Pyrénées-Orientales with this train? In addition, the absence of research into new chargers, which would allow a return to charging, questions the strategic orientations of the SNCF. How to establish a business model viable with a half-load train on the outward journey and an empty return? A single wagon transports up to 46 pallets, a truck transports 33. The conventional train loaded with its 24 wagons thus replaces 50 heavy goods vehicles and its carbon emissions, which are all the more toxic for those who travel and live around Rungis, an area congested by road traffic. The climate crisis requires us to meet environmental challenges public health. This requirement does not conflict with the costs for operators and customers: the SNCF price is 1000 euros/car, that of a truck is around 1200 euros per journey. Thus, amortizing the fixed costs of rail through a volume policy would make it possible to meet climate requirements while offering a competitive and attractive commercial offer. The current financing of this line should make it possible to reinvest in the maintenance and renovation of wagons rather than compensating for the absence of operators. The redevelopment of the French rail freight industry guarantees employment and know-how whose ecological objective is essential and above all urgent. In view of this new suspension, she wishes to know what economic and industrial strategy the minister intends to implement in order to perpetuate this train service. early fruits.
Question· Question écrite7303answered
France · National Assembly · 18 April 2023
Ms. Rachel Keke alerts the Minister of National Education and Youth about the shortage of support workers for students with disabilities (AESH) and its consequences on these children and the school. More than 435,000 students with disabilities returned to school in September 2022, with 132,500 carers for children with disabilities (AESH). The school year is particularly catastrophic for many of these students, as well as for their families and educational teams. If we take the very concrete case of a nursery school in Chevilly-Larue (94), four children are entitled to individual notification and two children are entitled to shared aid. Only three positions are filled. With an AESH on sick leave, the school only has two support workers, who plan to resign at the end of the school year. In this town of 20,000 inhabitants, twelve AESH are missing. At the start of the school year in 1964, Val-de-Marne had 1,895 individual notifications for 1,895 AESH workers and 5,726 shared notifications. The employment ceiling was already far from being reached. These figures cover suffering on all scales. Students with disabilities are the first victims of this shortage of AESH personnel which obviously aggravates their learning difficulties. and inclusion. This is an unacceptable situation for parents who, after the difficult acceptance of the disability and the overly long procedure to obtain MDPH notification, are told that there is no carer for their child. This lack of support too often leads to the exclusion of students from school, whose parents, most often mothers, are forced to give up their jobs to educate their child. at home: a situation which is not without financial consequences, particularly in the context of austerity and inflation which is imposed on the French today. Other parents opt for the recruitment of private AESH, a phenomenon which, de facto, calls into question the very principle of equality in access to education. The shortage of AESH is also significant for the learning of other students: “We have to lock the class to prevent a student from running away”, testify in another school, teachers and Atsem. The teams deplore that this security necessary for some comes at the expense of good learning for all. Finally, everywhere in France, the AESH in post suffer from understaffing: “Who can manage two, three, even four children with four different disabilities in the same class? Person ! This is abuse! », reports a accompanying person in a primary school in Garonne. The institutional mistreatment suffered by the students is reminiscent of that described by public hospital staff on patients. However, the causes linked to the lack of attractiveness have been established for a number of years: unsustainable working conditions for a salary of around 800 euros per month and assignments in sometimes 20 educational establishments, distributed over vast territories. The profession is not recognized, despite its eminently essential nature. This is a public service mission carried out 93% by women, reduced to precariousness, living below the poverty line. These companions generally have to supplement their salary by contracting one or more jobs with the local community or in the private sector. Everyone testifies to the absence of recognition, training, information and allocated resources, a situation in which the only salutary horizon remains resignation. However, solutions exist, such as tenure, with category B civil servant status, a salary at 100% of the minimum wage for 24 hours, qualifying training, the abandonment of PIALs and compliance with MDPH notifications. While the inclusion of people with disabilities constitutes a national priority, it asks him about the action that the Government intends to implement from the next school year to allow both students to benefit from the support to which they are entitled and AESH to be able to carry out their mission in decent conditions.
Question· Question écrite7048answered
France · National Assembly · 11 April 2023
Ms. Rachel Keke questions the Minister Delegate to the Minister for Ecological Transition and Territorial Cohesion, responsible for cities and housing, on the creation of an emergency accommodation center in the former Beaudemons social residence located in Thiais (94). For more than a year, 135 people without housing have occupied this unused building of the social action center of the City of Paris. This occupation raises the question of the future of this former independent residence for the elderly. In 2022, the City of Paris, owner of the premises, made a proposal to the prefecture of the Île-de-France region: transform this residence into a DRIHL 75 emergency accommodation center. The inventory shows that the health of the site is satisfactory. Its initial functionality is also perfectly suitable to accommodate, after some work development, in good conditions, anyone needing emergency accommodation. More than 330,000 people are without a housing solution in France. There are more than 3,600 in the Paris region, according to the count carried out during the 6th edition of Solidarity Night, an increase of 15% compared to last year. This worrying situation confirms the need to create new accommodation places by the State in the Paris metropolis. A solution to accommodate around a hundred people can be easily and quickly implemented. She would like to know why the State is not taking any action and would like to obtain a response to this proposal from the City of Paris.
Question· Question écrite7003open
France · National Assembly · 4 April 2023
Mme Rachel Keke alerte M. le ministre délégué auprès du ministre de la transition écologique et de la cohésion des territoires, chargé des transports, sur les nuisances sonores et les pollutions chimiques des tronçons de l'autoroute A6 qui longe L'Haÿ-les-Roses, Chevilly-Larue et Fresnes. À proximité du MIN de Rungis et en sortie immédiate de Paris, ces communes du Val-de-Marne subissent le passage de 300 000 véhicules par jour. À L'Haÿ-les-Roses, les 14 voies de circulation de l'autoroute A6 traversent la commune. Ainsi, plus de 12 000 riverains vivent à proximité directe de l'autoroute la plus large d'Europe. Dans ces quartiers l'haÿssiens, très denses en habitat social, se trouvent notamment un groupe scolaire de 600 élèves, un collège de 450 élèves, une résidence pour personnes âgées, une crèche départementale et des complexes sportifs autour du réseau autoroutier. Les pollutions sonores et atmosphérique de ce trafic ont des conséquences lourdes sur la santé des riverains. Il s'agit de près de 3 ans d'espérance de vie en moins, en cumulant les nuisances chimiques et sonores (source : Plan de prévention du bruit dans l'environnement de 2019 - page 6 de l'avis de l'Autorité environnementale). Depuis plus de 25 ans, les riverains du secteur et leurs associations, avec les élus locaux, sont mobilisés et ont obtenu en 2011, le classement de ce secteur en « Point Noir Bruit multi-exposé, prioritaire », l'un des dix PNB les plus bruyants de la région parisienne. Suite à la pose d'enrobés dits phoniques en 2017 et 2018, rendue nécessaire par la dégradation continuelle des voies, ces tronçons de l'autoroute ont disparu de l'inventaire des PNB de 2019, au prétexte d'une diminution des bruits de roulement. Or l'efficacité phonique de ces revêtements est connue pour décroitre très rapidement dans le temps. Ainsi en janvier 2023, le capteur local Bruitparif PR4-500 donne en moyenne un niveau de bruit ambiant de 80,1 dB(A) contre 78,6 dB(A) avant la pose des enrobés (moyenne annuelle en 2017). Des niveaux de bruit très largement au-dessus des normes (valeurs limites 70 dB(A) entre 6 et 22h et 65 dB(A) entre 22 et 6h00). Concernant la qualité de l'air, les rejets de polluants sont tous en permanence au-dessus de toutes les normes acceptables. Le bilan carbone l'haÿssien est ainsi à près de 50 % généré par la pollution de l'autoroute. Il est à noter que ce secteur subit également le survol important d'hélicoptères, circulant trop souvent hors des hauteurs légales et des couloirs réglementés. Cette situation est insupportable pour les populations impactées qui réclament des relevés réels à la source : pose pérenne de capteurs fixes pour mesurer les particules fines PM 2.5 et les oxydes d'azote Nox (par Airparif), ainsi que la pose de capteurs sonores chez les riverains. Mme la députée déplore l'absence de mesures de précaution, telles que la nécessaire requalification en point noir bruit et la limitation de vitesse sur ces tronçons. L'État doit répondre à cette urgence de santé publique. Pollution atmosphérique et nuisances sonores sont en effet les deux premières causes de morbidité en milieu urbain. C'est pourquoi elle souhaite connaître les actions concrètes que le Gouvernement envisage de mettre en œuvre afin de protéger durablement les riverains du bruit et de la pollution causés par l'autoroute A6.