The article discusses impending changes to the management of French freeways as concession contracts expire in 2031. Hervé Maurey, a centrist senator, opposes the idea of free tolls, asserting that it would unfairly shift costs to taxpayers and undermine state revenue. He advocates for a new concession model with stable tolls, indicating surplus funds should support various transportation needs. Maurey recommends shorter contracts and collaboration with local authorities to enhance the freeway system and contribute to ecological transition.
Sanef, Vinci, Cofiroute, Eiffage, and APRR are familiar names as they manage our French motorways. However, significant changes are on the horizon in the coming decade. Come January 1, 2031, the first concession contract will expire, marking a pivotal moment for France’s 1,338-kilometre motorway network operated by Société des autoroutes du Nord et de l’Est de la France (Sanef, part of the Abertis Group). One might expect that motorways could finally become completely free since these roads would have long since recouped their construction costs and would no longer have private shareholders that require compensation. Yet, Hervé Maurey, a centrist senator from the Eure region, firmly opposes this idea. In a report presented to the Finance Committee last Wednesday, he advocates for a fundamentally reformed concession model.
No Free Motorways!
The notion of free access to France’s motorways is quickly dismissed by the rapporteur. “Direct management of the motorway network by the State, resulting in free access for users, is a misguided idea. If users don’t pay, the taxpayer will foot the bill—not just for French drivers but also for foreign motorists and trucks using our roads without contributing. This would also deprive the government of essential revenue,” Maurey explains.
Will tolls decrease at all? Hervé Maurey expresses skepticism about any reduction in tolls. He believes that, even with less financial burden on concessionaires in future contracts, toll rates should remain steady. In his view, companies could establish a fixed toll rate, while any excess earnings—what he refers to as “the surplus”—would be redirected to support other transportation needs. These funds might help maintain non-concession motorways, improve deteriorating roads, or even support the rail network, encompassing “all modes of transport.” Maurey contends that eliminating tolls on motorways could be counterproductive, as it might overshadow public transport options.
Amid the ongoing debate between government and private firms over maintenance funding, Maurey emphasizes the importance of quickly establishing new contracts that promote better outcomes. He envisions toll revenues being used to support all modes of transportation and promote ecological progress. He advocates for shorter concession agreements—lasting less than 15 years—with five-year reviews of concessionaire profitability. Additionally, he calls for a redefined governance structure and a reevaluation of the breadth of concessions, which some believe is too extensive. “There is much to be developed; I propose this should occur through extensive consultations involving local authorities, metropolitan areas, and professionals, as these topics affect a wide audience.”
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