Déchiffrer 2027

FREN

Transport, Nicolas Dupont-Aignan

Motorway concessions: Motorways renationalised without compensation, tolls abolished by 2030

Direction of change: abolition of a scheme, compared with current law.

The lever. Management of motorways entrusted to private companies: ending or renegotiating the concessions, tolls, takeover by the State. Direction rule: ↑ concessions extended or expanded.

« Renationaliser les autoroutes (qui réalisent des bénéfices de l’ordre de 4 milliards d’euros par an) par une reprise de la gestion des autoroutes sans verser aucune indemnité, stopper les hausses des péages, les supprimer à horizon 2030 et financer l’entretien du réseau par une taxe sur les camions étrangers empruntant le réseau autoroutier français. »1

Translation by the editorsRenationalise the motorways (which make profits of around €4 billion a year) by taking back their management without paying any compensation, stop toll increases, abolish tolls by 2030 and finance maintenance of the network through a tax on foreign lorries using the French motorway network.

Encoding

No cost-schedule parameter for this position: see the costing for the reason.

Costing

Announced by the candidate

not announced

The programme does not cost this measure.

Published costings

none

No external costing of this position recorded to date.

Our calculation

not costed

Takeover without compensation, abolition of tolls by 2030 and a tax on foreign lorries: no cost-schedule option (early buyback, public operation at expiry, 10% toll cut) covers this arrangement.

Current law, sources and limits of the cost schedule

Current law. The historic concessions (more than 90% of the conceded network) expire between 2031 and 2036. The framework transport bill, adopted in the Senate and not yet finally passed, provides for new concessions of which about €2.5bn a year in revenue would be allocated to transport from 2032. The 2024 turnover of the concession companies is €12.8bn (ART). Since the LFI 2024, a tax on the operation of long-distance transport infrastructure has been allocated to AFIT up to €500m.

Horizon. Full year 2032. The buy-back is a financial transaction: it increases the debt by €45bn to €50bn once, and the deficit only through interest.

Limits. Buyback: same measure as the “motorway buyback” option of the nationalisations lever (overlap declared); interest is calculated at AFT rates of 2.73% to 3.14%. Profits captured by the State would have to be deducted: the Senate estimated dividends at about €40bn between 2022 and 2036, but dividends paid to shareholders do not become net public revenue after a buyback (corporate income tax, investment). The net figure may therefore become a gain, with no official costing. The Senate estimate dates from 2020 and mechanically moves closer to zero as expiry approaches. Direct public management at expiry: the assets revert to the State free of charge. Compared with the framework bill, which provides about €2.5bn per year for transport, the static balance is close to zero but depends on the arrangement. Tolls: 10% × €12.8bn (2024 turnover, ART summary).

How to read these amounts. These are static costs and revenues, with no feedback effect, over a full year: nothing on growth, employment or the revenue that economic activity would gain or lose. A higher net cost does not on its own make a worse policy, nor net savings a better one: each programme rests on an economic model (demand-led stimulus, lower compulsory levies, consolidation of the public accounts…) that the cost schedule does not settle. GDP itself measures a volume of activity, not well-being or the usefulness of what is produced. Economic models and feedback effects.

This lever in the method · Costing for Nicolas Dupont-Aignan

  1. Debout la France, Notre projet : Automobilistes et Motards (livret 2026-01-02). Read the programme page.

Contest this encoding (prefilled email; procedure and deadlines)