it would take more than 10 billion euros to keep them in good condition

Motorway concession companies will have to put their hands in their pockets: the Transport Regulatory Authority (ART) estimates the amount of investments necessary to make the motorways in good condition at more than 10 billion euros by the end of concessions, between 2031 and 2036. This is a “unprecedented and complex project”announces the ART in a report published on Saturday on the crucial question of the end of motorway concessions. How can we ensure that companies do not slow down their investments as contracts approach expiration, leaving their successors to deal with the problems?

“The end-of-contract obligations must be specified to allow their completion under good conditions”insists ART. Because contracts are “incomplete”. They do not propose an objective definition of “good condition of the highway upon its return”and they are “ambiguous” leaving room for interpretation “as to the investment obligations remaining the responsibility of the concessionaire”. The regulator makes recommendations, but it will ultimately be up to the State to decide.

The state of the concessioned highways “is objectively good”underlines the ART, with engineering structures (tunnels and bridges) in better condition than on the non-concession network. The concessive model is not called into question because it is “an efficient system, where the user is the payer”allowing investments and quality maintenance, notes the Authority.

Shorter contracts

But the imminent end of the contracts for the seven main concessions – which represent more than 90% of the motorways granted – raises new issues. The duration of these concessions – today operated by the Vinci, Abertis and Eiffage groups – ranges from 65 to 74 years, after a series of extensions. She must “be much shorter, of the order of 15 to 20 years”recommends the president of ART, Thierry Guimbaud, in an interview with Le Monde.

The first concession to expire will be that of Sanef (Société des Autoroutes du Nord et de l'Est de la France) at the end of 2031. It should soon receive its “maintenance program”which the State is required to notify seven years before the end of the contract. The concessionaire then has the duty to implement it “during the last five years of the concession”indicates ART. According to his calculations, highway companies “are now spending 800 million euros per year to maintain the infrastructure”. They would therefore have to devote 4 billion over the last five years of their contracts.

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“An extra maintenance effort”

But that's not all. ART recommends “an additional maintenance effort” estimated at 1.2 billion euros “on the sole perimeter of roadways and structures”. They are not dangerous today, but could “present a risk in the long term and (…) require costly work after the concessions expire”explains Thierry Guimbaud to Monde. This assessment was also revised downwards after comments made by the motorway companies, he specifies.

Finally, and this is where the dispute could emerge, the ART notes that the concession contracts provide for investments, such as track widening (change from 2×2 to 2×3 tracks), which have never been carried out. These “are no longer relevant, especially when traffic has not reached the expected level”recognizes Thierry Guimbaud.

More “the toll price includes their financing. The ART therefore believes that the money raised can be used for another investment, for example by creating carpooling areas.he continues. This represents an additional 5.1 billion euros to be paid by motorway companies. Asked about the future of the motorway model and a possible drop in toll prices at the end of the contracts, Thierry Guimbaud calls for caution. “If we lower it, it can create a draw towards the road, to the detriment of the rail”he warns. Part of the revenue from tolls could also help finance rail, he suggests.