It seems that we're unaware of the good fortune we have to undertake in a single venue discussions on all subjects relative to roads and road transport. This opportunity has been granted to us by the World Road Association, a veritable platform for exchanges and transfer of technologies without rival anywhere in the world. The latest technologies and experimental approaches (regulatory, rate-related, technical) are all on display here. In essence, this resource offers an unprecedented clearinghouse of the very best international practices.

It gives me great pleasure to pay tribute to and heartily congratulate the organizers of this Congress:

1. Never before have as many foreign delegations attended (nearly 60 in all), which attests to its renown and efficiency. Once we are able to rally all the forces behind a single objective, then real change can be introduced.
2. The impetus to hold this Congress under the banner of sustainable development demonstrates that the road industry is perfectly capable of anticipating future trends. Roads provide a vital link in the battle against global warming. In France, roads are responsible for emitting nearly all transportation-related CO₂ emissions (92%). No substantive policy can be adopted without including roads, thanks to which current practice can be drastically altered.

This working session devoted to road tolls specifically falls into such a framework.

A core consideration in the whole environmental protection debate is: how can "ecological prices" be accurately represented? This topic question will be asked during the initial roundtable session.

The objective herein is not to punish or penalize, but simply to prevent and integrate. The price then is tantamount to a signal, a piece of information that serves to thoroughly reshape behavior.

It's for us to identify the "fair ecological price", an amount that enables:

• accurately incorporating the "cost" of global warming;
• reallocating the "mobility burden" among road, rail, waterway and, let's be ambitious here, cycling and walking modes, which implies providing users with viable and reliable alternatives for performing trips. We must now reposition the road within a broader mobility-based context: how can the road serve as a link between all other transportation modes?;
• speeding the pace of technological progress: clean-burning engines, road surfacing using plant-based binders instead of asphalt. I am aware that industry is making significant efforts in this domain. And obviously, as demand rises, investments therein will earn a return more quickly;
• mitigating road-related "nuisances": easing traffic congestion, abating noise. In essence, the objective is to restore public opinion regarding roads, which often bear the brunt, and undeservedly so, of all transportation woes.

The issue of rate-setting on road infrastructure is naturally quite a sensitive one, both politically and economically. The topics addressed herein are vital in influencing worldwide public opinion: solidarity, purchasing power, competitiveness. It is clear that the ecological revolution will not be waged against either the economy or social welfare. Environmental protection must not come at the expense of economic growth, but on the other hand be economically and socially beneficial. The notion of "fair ecological price" entails the dual notion of economic justice and social justice.

1. How can public opinion be connected with rate-setting policy decisions? I know that African countries involved in so-called "second-generation" road funds have adopted a kind of partnership with users, in the aim of fully incorporating users into project planning and resource collection for the road network. It is incumbent upon us to invent a form of ecological governance that associates users, consumers and residents at all stages of the economic and social transformation.
2. Is it possible to guarantee equal road access for all? Mobility must not become an exclusive privilege.
3.  What steps can be taken to ensure that rate-setting policies are being accompanied by improved quality of service? My feeling is that toll acceptability must go hand in hand with quality. By proposing more timely and useful information or better infrastructure, public opinion will naturally be more accepting of a rate revision. In other words, quality provides the best argument when making the case for ecology. This rationale smoothes the transition from a disposable economy to a sustainable one.

During discussions with the various parties, it becomes abundantly clear that the apparent contradictions (between economic development and environment) are in reality difficult to manage. As the public gains awareness of these contradictions, public action seems more heavily impeded. And there's a reason for this: the subject is overly compartmentalized. Each participant's perspective is self-contained: roads on one side, rail on the other, and then the environment on yet another side.

With the creation of this Ministry of Ecology and Sustainable Development and Planning, France has sought to break down the barriers existing between these priorities. I occupy the post of Minister of Roads, Rail, Ecology, regional planning and housing. Why such a jumbo ministry you may ask? Because we have come to realize that in any attempt to combat global warming, it's impossible to focus on roads without discussing rail, planning policy, building patterns, etc.

We have also launched a comprehensive conference for stakeholders during which, for the very first time, all actors in the drive for sustainable development are seated around the same table and discuss. Nothing advances unless everyone is able to work together.

For this reason, roads to my mind do not constitute an isolated component, but instead serve as one means of communication between two others - an overlap between two other trip-making modes.

But the road is also a fabulous technological leverage to counter global warming and, more broadly, mitigate environmental nuisances.

My thoughts turn first to two French, PIARC award-winning projects:

The first is dedicated to replacing the asphalt binders in road mixes with plant binders. Such a step would lead to replacing the oil component by renewable resources, offering absolutely identical performance in terms of durability and strength.

The second project promotes the production of mix materials that can be spread on pavements at a temperature of between 120 and 140 degrees instead of 180, which means less energy required for spreading and hence fewer greenhouse gas emissions.

Yet the technology is available to go further yet. Here, I'm thinking for example of a totally revolutionary experimental project whereby the bitumen is able to directly counteract the pollution generated: surfacing made of titanium oxides serve to destroy nitrogen oxides and attack the very root cause of polluting emissions.

While on this subject, I'd like to point out that France has, in the area of maintenance, civil engineering, and bridge and airport construction, developed a level of expertise recognized the world over. Even though we must cope with some weaknesses, such as our small and medium-sized enterprises, we remain well ahead of the field in managing complex systems. I have therefore also come to tell you that should you be considering investment opportunities, please count on me to mobilize the corresponding French industrial sectors to respond to your potential plans.

I am even ready to organize an international meeting with leading representatives of our advanced technical programs in order to lead your projects to fruition.

In conclusion, these reflective sessions provide for me a real source of satisfaction and at the same time hope. At a time when the world is celebrating the 20^th anniversary of the Montreal Protocol, I believe more than ever that we are indeed capable of reversing the prevailing trends on a durable basis. And this Congress offers proof: we now possess the technologies to act, but implementing a real action plan will require bold political leadership.