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Péage et financement d'infrastructures en milieu urbain - Lyon, les leçons d'un périphérique. Actes du colloque, 5-6 décembre 2000, Lyon (France)

Author

Listed:
  • Claude Abraham

    (Société Prado-Carénage du Tunnel - Société Prado-Carénage du Tunnel)

  • Alain Bonnafous

    (LET - Laboratoire d'économie des transports - UL2 - Université Lumière - Lyon 2 - ENTPE - École Nationale des Travaux Publics de l'État - CNRS - Centre National de la Recherche Scientifique)

  • Daniel Chabanol
  • Marc Chabert

    (Grand Lyon - Grand Lyon : communauté urbaine de Lyon)

  • Yves Crozet

    (LET - Laboratoire d'économie des transports - UL2 - Université Lumière - Lyon 2 - ENTPE - École Nationale des Travaux Publics de l'État - CNRS - Centre National de la Recherche Scientifique)

  • Christiane Dalmais

    (Grand Lyon - Grand Lyon : communauté urbaine de Lyon)

Abstract

L'ouverture, en 1997, du boulevard périphérique nord de Lyon a fait date dans l'histoire récente des infrastructures routières. Plus connue à l'époque sous le nom de TEO, cette nouvelle voirie retient en effet l'attention pour plusieurs raisons.Juridiquement, une partie de cet ouvrage était originellement concédée à un opérateur privé qui devait se financer par la mise en place d'un péage. Après quelques mois de fonctionnement, le contrat de concession a été résolu. Le Grand Lyon est maintenant propriétaire de l'ouvrage et le concessionnaire a été indemnisé. Le péage est aujourd'hui encaissé directement par la collectivité.Financièrement, le recours à un système de concession avait pour objectif un partage équitable des risques entre la collectivité publique, les bailleurs de fonds et l'exploitant. Or, si cette idée de partage des risques en fonction des métiers de chacun est intéressante, sa mise en œuvre demeure délicate.Economiquement, ce péage d'infrastructure en milieu urbain constitue une expérience intéressante de participation directe des usagers au financement de nouvelles infrastructures routières urbaines.Socialement et politiquement, l'acceptabilité d'une telle pratique reste une question clé pour le développement d'autres expériences de ce type.Trois ans après ses débuts mouvementés, cette infrastructure est aujourd'hui largement utilisée (plus de 45 000 véhicules jours contre environ 10 000 dans ses premiers mois de fonctionnement). Mais il serait dommage de ne retenir de cette expérience que des données de trafic. Les évolutions institutionnelles, les enjeux économiques et financiers, les débats et les choix politiques qui ont jalonné la courte mais déjà riche histoire de ce projet méritent un examen approfondi.C'est dans le but de mettre en lumière et de partager ces éléments que le Grand Lyon, associé au Laboratoire d'Economie des Transports, a décidé, à l'initiative de Raymond Barre, d'organiser le colloque scientifique dont vous avez les actes entre les mains. Les interventions y sont regroupées en quatre parties, conformément au déroulement du colloque1) Rappels sur une expérience atypique2) Le partenariat public privé et l'insécurité juridique3) Le partenariat public privé et les rationalités économiques et financières4) Le péage en zone urbaine et son bon usage.

Suggested Citation

  • Claude Abraham & Alain Bonnafous & Daniel Chabanol & Marc Chabert & Yves Crozet & Christiane Dalmais, 2000. "Péage et financement d'infrastructures en milieu urbain - Lyon, les leçons d'un périphérique. Actes du colloque, 5-6 décembre 2000, Lyon (France)," Post-Print halshs-00200161, HAL.
    • Handle: RePEc:hal:journl:halshs-00200161
    Note: View the original document on HAL open archive server: https://shs.hal.science/halshs-00200161
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