Category: Panorama

The transition to electric mobility is no longer a prospect: it’s a reality that is being forced upon manufacturers, consumers and governments alike. In France, the market for electric vehicles (EVs) is growing at a steady pace. But a crucial question remains: is France ready, in terms of infrastructure, to keep pace with this upheaval? And can it compete with the leaders in Europe and Asia in terms of industrial competitiveness and innovation?

The challenge of recharging: between promise and reality

The deployment of charging points is one of the sinews of war. The 155,000 charging points announced for the end of 2024 mark a 31% increase in one year. But the fact that the 100,000 mark has been passed belatedly, more than two years late, reveals the structural difficulties we are encountering.

Although France is one of the three best-equipped countries in Europe, this dynamic masks major regional disparities. Nearly 80% of charging points are concentrated in major cities, leaving rural areas in an electrical desert. The Cour des Comptes warns that unequal access to the IRVE (Infrastructure de Recharge de Véhicule Électrique – Electric Vehicle Charging Infrastructure) is limiting user confidence and slowing down the transition. It also points to the “difficulty of achieving a balanced network tailored to the real needs of users”, due to the fact that “the areas, generally urban, with the most IRVEs are also those with the largest electric vehicle fleets”.

The business model for public charging points is a cause for concern, with high installation costs (up to €50,000 per rapid charging point), irregular usage rates and a reluctance on the part of operators to invest without a guaranteed return. In many medium-sized towns, there are fewer than 10 charging points per 100,000 inhabitants. In contrast, the Netherlands and Germany have a denser network, supported by strong public policies.

Another critical point is the power of the charging points installed. While the number of charging points is increasing, the proportion of so-called “fast” charging points (over 150 kW) remains in the minority. To convince motorists who are reluctant to switch to electric vehicles, the ability to recharge quickly on long journeys is a key argument.

As well as geographical disparities, there are a number of challenges weighing on the economic viability of players in the sector: soaring energy costs, adjustments to public subsidies and fluctuations in the electric vehicle market. All of these factors undermine the business models currently being developed.

In this still shifting context, the IRVE sector is in a maturing phase. To ensure that it flourishes, a level playing field needs to be established, encouraging both innovation and private investment.

France at a crossroads

The development of infrastructure does not rely solely on public investment, but on the mobilisation of the industrial and energy ecosystem. France benefits from a low-carbon energy mix, a still solid automotive industry and committed players.

But a number of obstacles remain. The first is administrative: projects slowed down by red tape, delays in connection or local blockages. Progress has been made via the“France Relance ” and“France 2030” plans, but implementation remains uneven.

The second challenge is economic: in low-traffic areas, the profitability of resorts is uncertain, and operators are reluctant to invest where subsidies are decreasing.

Finally, the reliability of the kiosks remains a problem. Some areas have an availability rate of less than 80%, fuelling public mistrust.

Industrial competitiveness: the battle for batteries

Behind the questions of charging points and bonuses, another battle is being waged: that of the industry. And it focuses on a central element: the battery.

Without it, it will be impossible to capture the added value of the electric vehicle. Long absent from this segment, France has reacted. At Douvrin, in Pas-de-Calais, the first production lines of ACC (a joint venture between Stellantis, TotalEnergies and Mercedes-Benz) have opened. Other projects follow: Verkor in Dunkirk in the Nord region, with the support of Renault, and Taiwanese company ProLogium, which has also chosen northern France as the location for one of its plants. These projects represent an investment of several billion euros. And the objective is clear: to produce hundreds of thousands of batteries every year by the end of the decade.

These “gigafactories” embody a desire for a change of scale and sovereignty, in the face of Asian domination. They are also seeking to secure supplies in the event of geopolitical tensions. But everything remains to be built: know-how, value chains and, above all, access to raw materials such as lithium and cobalt, which are often mined far away and under questionable conditions.

Train, adapt, don’t suffer

The switch to electric power is transforming the entire industry. No more pistons, less oil. More electronics, less mechanics.

According to theObservatoire de la Métallurgie, more than 100,000 jobs could be affected between now and 2035, not eliminated but reconfigured. The risk is that the transition will leave some employees by the wayside.

There are schemes in place: regional training courses, specialised apprentice training centres, in-house retraining. But the challenge is colossal. Training a battery technician or software engineer doesn’t happen overnight.

And the tensions are already visible. In the gigafactories, recruiters are short of profiles ready to respond to the increase in power.

A global race, a European response

France is not alone. It is part of a multi-level game in which Europe is trying to defend its positions against well-armed giants. China, which is ahead at every stage – extraction, refining, recycling – dominates the chain. The United States, with its Inflation Reduction Act (IRA), is banking on massive aid to relocate its green industry.

Europe is moving forward in stages: Green Pact, calls for projects, subsidies. But its response is often too slow and too fragmented. France is campaigning for a European industrial strategy based on innovation, moving upmarket and cooperation. Alliances with Germany and Spain will be crucial to the emergence of champions.

Because beyond the standards and investment plans, it’s a question of sovereignty: producing your own vehicles, batteries and software. Not relying on another continent to run our cars.

A pivotal moment

The transition to electric cars is underway. Manufacturers are speeding up, sales are following suit and public opinion is changing. But behind the shop window, a profound transformation is taking place: an industrial fabric that needs to be rebuilt.

It’s a race against time. There is no guarantee that it will be won. But it is vital for the competitiveness of the French automotive industry, for jobs, and to avoid becoming a mere consumer of imported technologies.

France has embarked on a profound transition in its mobility model, with the ambition of converting its entire vehicle fleet to electric power by 2035. While this change is often presented as an unavoidable necessity, in reality it brings with it a host of technical, social and industrial challenges that few countries have fully grasped. Behind the official announcements highlighting the mass adoption of electric vehicles by the French, the situation is actually more nuanced, with cultural reluctance, sometimes contradictory political choices and constant strategic adjustments on the part of manufacturers.

This dossier offers a detailed and critical analysis of public policies on electric vehicles, highlighting the many factors that influence government decisions. Although these choices are often justified by ecological imperatives, in reality they respond to wider issues, combining geopolitical, economic and industrial considerations, sometimes in tension with each other. Despite visible progress in terms of market share, this transition still faces major structural obstacles that are likely to limit its real impact, including on the environment.

A transition with multiple and complex motivations

The climate argument is often put forward, but it is not enough on its own to explain the choices made in terms of the automotive transition. Admittedly, transport accounts for around 30% of CO₂ emissions in France, but presenting the electric vehicle as a single, unavoidable solution raises a number of questions. Recent research, in particular that of the International Energy Agency in 2023, reminds us that the environmental impact of an electric vehicle depends on the country’s energy mix and its entire life cycle.

In France, where the majority of electricity comes from nuclear sources, the environmental argument is still relevant. However, it tends to overshadow other decisive considerations. According to figures from the Ministry of Ecological Transition for 2023, the country’s heavy dependence on oil imports – almost 99% of the crude oil consumed in France is imported – makes electrification a strategic lever for reducing energy vulnerability and the trade deficit. Recent spikes in fuel prices have underlined the urgency of this issue in a country where the car remains a mainstay of daily life.

The industrial battle: preserving a key sector of the French economy

Behind all the talk of a “just transition” and positive ecology, the very future of the French car industry is at stake. Domestic manufacturers, starting with Renault, have been slow to embrace the electric revolution, leaving the field wide open to Tesla and Chinese brands such as BYD and MG, which have taken a significant lead.

Since 2020, the French government has injected almost €7 billion, according to figures from the Cour des Comptes, to support both households and the sales of French groups. The decision to exclude vehicles produced outside the EU from the ecological bonus from January 2024 is a good illustration of the industrial stakes involved. Officially justified by the need to reduce the carbon footprint of shipping, this measure is designed to protect European manufacturers from the competitive pressure of more affordable Chinese models.

Ambitious public policies with contrasting effects

The bonus-malus system: between administrative complexity and inconsistencies

The French system is based on a pile of tax measures that have become difficult to understand. The ecological bonus has been reduced to €4,000 for low-income households, compared with €7,000 previously, and the conversion bonus has been abolished. On top of this, local aid varies from region to region, with eligibility criteria that change regularly, creating instability and confusion.

In addition to this complexity, there are some perverse effects: the ecological penalty, which has been capped at €70,000 since March 2025, penalises large families and professionals who need spacious vehicles. The bonus, meanwhile, excludes vehicles costing more than €47,000, limiting access to premium models for the upper middle classes.

Low Emission Zones: a social time bomb

The widespread introduction of Low Emission Zones (LEZ) in 45 major cities is fuelling tensions. While there is a consensus on the need to reduce pollution, the way in which they are applied raises issues of fairness. According to the Observatoire des Inégalités (March 2024), a modest household in the inner suburbs of Paris could have to invest three years’ median salary in a compliant vehicle.

The solutions on offer – public transport, cycling – are often unsuitable. For travelling professionals (tradesmen, carers, etc.), doing without a car is unrealistic. This measure risks deepening the divide between well-equipped city centres and outlying areas that are still dependent on the car.

Commercial and professional vehicles: the big losers in the transition

The debate on the automotive transition continues to focus on private cars, even though commercial vehicles, which account for almost 60% of the vehicle fleet, are essential to the local economy. However, current electric models are struggling to meet needs: they have insufficient range once charged, take too long to recharge, and are prohibitively expensive for small businesses.

The bonus for commercial vehicles has been abolished, and local grants are largely inadequate. As a result, many small businesses are caught between the diesel ban and the lack of viable electric options.

A widening generational and territorial divide

The transition to electric vehicles is reinforcing inequalities. For older people living in poorly served areas, the car is still essential, but EVs are a source of anxiety: autonomy, recharging, new uses. Young working people in rural areas, meanwhile, are faced with a dilemma: keeping an old internal combustion vehicle or going into debt for a second-hand EV with uncertain range. This double divide highlights the as yet unresolved social and territorial challenges of the transition.

Towards a more balanced and realistic transition?

Faced with growing tensions, a more balanced approach is needed to avoid mass rejection. A number of levers can be envisaged:

• Creation of an independent observatory for EV prices and charging services to ensure transparency and combat abuse;
• Condition public aid on sobriety criteria (weight, autonomy, carbon footprint) to avoid supporting oversized models;
• Redirecting investment towards suitable alternatives: public transport in rural areas, organised car-pooling, utility bicycles, etc;
• Introduction of a moratorium on EPZs in areas where there are no credible alternatives, to give infrastructure time to develop.

A challenge to be readjusted for a successful transition

In conclusion, while the policy of electrifying the car fleet reflects an undeniable environmental ambition, it suffers from a lack of adaptation to social and territorial realities. By favouring a technocratic approach, decision-makers have underestimated the cultural obstacles, disparities and economic constraints faced by millions of French people.

The success of this transition will depend on a rebalancing of policies, greater consideration of actual usage and, above all, a global rethink of our relationship with mobility. Without this, there is a great risk that long-lasting resistance will emerge, compromising the very commitment to sustainable mobility.

Electric vehicles (EVs) are playing an increasingly important role in the French automotive landscape. In 2024, according to government figures, 100% electric cars will account for 16.8% of sales, confirming a stabilisation after strong growth between 2020 and 2023. The market is marking a shift in manufacturers’ positions, with popular segments evolving and a transition towards electrification.

After strong growth, sales of electric vehicles will fall by 2.7%, from 303,900 units in 2023 to 295,600 in 2024. Their market share remains stable at 16.8%, compared with 16.7% the previous year. Sales of plug-in hybrids followed the same trend, with 147,100 registrations, a fall of 9.6%. At the same time, combustion engines continued to decline. Diesel dropped to 7.2% of sales, while petrol fell by 37%, now accounting for 30.2% of the market. Diesel hybrids are becoming marginal, accounting for just 0.8% of sales (down from 1.2%). Conversely, the non-rechargeable petrol hybrid is growing strongly, becoming the best-selling engine in France.

Alternative energies (natural gas/LPG) are stagnating at 3.2% of the market. This shows a decline in traditional combustion engines, stagnation in new energies, and an increase in conventional hybrids as a transitional solution.

The best-selling electric cars in France in 2024: a reshaping of the market

The stabilisation after several years of sustained growth marks a repositioning of the dominant brands and a renewal of the popular models.

Tesla on the wane, Renault on the rise

For a long time the undisputed leader, Tesla is seeing its sales decline. The Tesla Model Y, although still in the lead with 28,576 units sold in 2024, is down 23% on 2023. Its other model, the Tesla Model 3, is down by 52.7%. This drop is partly due to the arrival of French competitors that are more accessible and better suited to consumer expectations.

Conversely, Renault is taking advantage of this momentum to become the market leader for electric vehicles in France. The Peugeot e-208 confirmed its success, with 23,602 units sold. The Renault Megane E-Tech held up well, with a total of 16,800 registrations. The manufacturer has attracted interest with a number of eagerly awaited new models. The recently launched Renault 5 E-Tech recorded 9,973 registrations, while the Renault Scénic E-Tech made its mark with 8,953 units sold in its first year.

Electric SUVs are also enjoying great success. The Peugeot e-2008 is up 95.1% with 8,944 sales, while the BMW iX1 is up 135.9% with 8,940 units sold.

On the other hand, some iconic models are experiencing a decline. This is the case of the Fiat 500e, which fell by 33% to 16,153 units sold, losing ground to more recent alternatives.

A market dominated by Renault, Tesla and Peugeot

Renault is now the leading manufacturer of electric vehicles in France, with a market share of 16.9%, up 2.3 points. Tesla is down to 15.8%, while Peugeot is up 1.1 points to 14.7%. Volkswagen and BMW continue to battle for market share, with 9.2% and 7.1% of registrations respectively.

The year 2024 marks a turning point for the electric vehicle market in France, with a transition to a more diversified market. Tesla is losing its influence to French manufacturers who have adapted their range to consumer needs. Renault is emerging as the leader, with an attractive range and a well-established network.

Sales trends also point to a diversification of consumer choices. As the market enters a phase of consolidation, the battle between manufacturers is set to intensify in the years ahead, with the arrival of new innovations and ever more competitive models.

Electric cars on the road

By the end of 2024, France had nearly two million electric and plug-in hybrid vehicles on the road, according to the national association for the development of electric mobility, Avere-France, of which 1.3 million were 100% electric.

France is Europe’s third-largest market for electric vehicles, behind the UK, with 382,000 registrations in 2024, and Germany, with 381,000. Electric vehicles account for around 15% of European sales, compared with 16.8% in France.

Price and profitability of electric vehicles

The average price of a new electric vehicle in the first half of 2024 is €43,000. This is down on 2022, when it was €45,000, but up slightly on 2023, when it was €42,000.

However, some affordable models can reduce the initial investment. The Dacia Spring is available from €16,900, while the Leapmotor T03 has an entry price of €17,900. The Citroën ë-C3 starts at €23,000, while the Renault Twingo E-Tech starts at around €22,900.

In comparison, an average petrol vehicle will cost around €27,000 in 2024, compared with over €28,000 a year earlier. The price of diesel vehicles, meanwhile, has risen, reaching €40,000 in 2024, compared with €38,000 in 2023, according to data from AAAData.

Despite the gradual narrowing of the gap, electric vehicles are still between 30% and 40% more expensive to buy than their internal combustion equivalents.

In 2019, France had around 30 different electric vehicle models on the market, according to data from Avere-France and the CCFA (Comité des Constructeurs Français d’Automobiles). By 2024, this figure had exploded to more than 120 models available on the French market, according to consolidated data from Avere-France and the Plateforme Automobile (PFA).

So, despite a still high purchase price, the range is diversifying, contributing to accelerated adoption.

Autonomy and diversity

The range of electric vehicles continues to improve, although disparities remain. In 2024, entry-level models such as the Dacia Spring and the Fiat 500e offer a range of 220 to 320 kilometres, while top-of-the-range models such as the Tesla Model Y can exceed 500 kilometres on a single charge.

The number of models available has also risen sharply, contributing to a more rapid uptake of electric vehicles.

The year 2024 marks a transition for the electric vehicle market in France, with sales stabilising after a period of strong growth. The market is diversifying, with more affordable models, improved range and strong demand for electric SUVs. While the purchase price remains a major obstacle, the market dynamic remains geared towards increasing electrification of the French car fleet.

Aircraft are regularly at the centre of controversy over climate change and greenhouse gas emissions. So it’s only natural that the aeronautics industry, like the car industry before it, should be thinking about electrification (except that you don’t fly a 40-tonne steel monster like you do a city car).

At the heart of this relatively young market, which is set for exponential growth and is booming internationally, are a number of French players, both large groups and young start-ups, determined to make France a pioneer in electric aviation, just as it was a pioneer in thermal aviation.

The promise of French electric aircraft

In France, while Airbus has been active in the electrified aeronautics sector since the early 2000s, the most successful projects are to be found among start-ups. Aura Aero is one of the country’s most successful start-ups.

Based in Toulouse, the epicentre of aviation in Europe, this start-up flew its two-seater Integral E aircraft for the first time in December 2024. As its name suggests, the aircraft is powered by a 100% electric motor. A part supplied by a giant of the global aeronautics industry, the French group Safran. Called Engineus, it is the first electric aircraft engine in the world to receive certification from a major agency, the European Union Aviation Safety Agency (EASA), enabling it to go into series production.

Admittedly, the Integral E only offers between 1 h and 1 h 30 of autonomy, but it can be recharged in 30 minutes, so it can be used for regional round trips, or simply for training future pilots. And this is just the beginning for Aura Aero, which, alongside the Integral E, has also developed the ERA, capable of carrying 19 passengers, again for regional routes. Equipped with a hybrid engine, it should make its first flights in 2026.

All these projects have been made possible by the injection of 95 million euros of European funds, proof that the “zero emission” aircraft is not just a fantasy, but a serious project supported by the institutions themselves. Aura Aero is not the only French company to illustrate the country’s ambitions for the electrification of aviation, since VoltAero is developing, from its HQ in Charente-Maritime, an aircraft called the Cassio 330, equipped with hybrid engines and scheduled for launch in 2026.

This is already attracting interest from investors, including the American company AltiSky, which has injected more than two million dollars into the French company as part of a partnership that will see the construction of a VoltAero plant in the United States to conquer the North American market, which is keen on these inter-regional solutions.

A worldwide craze for electric aviation

Of course, France is not alone in this booming market. While the international market is currently worth around ten billion dollars, the most optimistic forecasts suggest that electrified aeronautics could reach 70 billion dollars in annual revenues by 2034, with double-digit growth every year.

Ambitious projects are springing up all over the world. From Canada, where Harbour Air is retrofitting old planes with hybrid engines (the milestone of 100 flights was recently passed), to the UK, where ZeroAvia is making rapid progress on hydrogen, with a series of test flights and fund-raising events, and Sweden, where we are expecting the first test flight of a 30-seat hybrid plane from Heart Aerospace.

What about China? Unsurprisingly, CATL, the world leader in the market for batteries for electric vehicles, is spearheading the drive for electric-powered aircraft. In 2024, the group announced that its partnership with Chinese manufacturer Comac had given rise to a 4-tonne, 19-seater aircraft capable of flying 500 kilometres on electric power. There’s no doubt about it, the leading country for electric cars is determined to hold its own in the aviation market.

As France prepares to ban the sale of new combustion-powered cars from 2035, the electric car is gradually establishing itself as the mainstay of tomorrow’s mobility.

By 2035, as announced by the French Ministry of Ecological Transition, all new cars in France will be electric, because it will be forbidden to sell combustion-powered cars. In 10 years’ time, the face of France will have changed radically. More autonomous, more intelligent, more connected, the car of the future promises a major transformation in usage.

Autonomy boosted tenfold by technology

Fears about range, long considered to be the main obstacle to the adoption of electric cars, could be lifted in the next decade. A Blue Solutions gigafactory is planned in France to produce solid batteries with a range of up to 1,000 kilometres and recharge times of 20 minutes. These batteries, which have an energy density 30% to 40% greater than current lithium-ion cells, should be in large-scale production by 2030.

In terms of infrastructure, France expects to see a marked acceleration: according to ADEME, more than 400,000 public charging points will be deployed by 2030, compared with around 120,000 today. In addition, players such as Renault and Stellantis believe that ultra-fast charging technologies will enable 80% of the battery to be recovered in less than ten minutes in the medium term.

Artificial intelligence at the wheel

The real revolution is likely to come from on-board intelligence. According to a study published in March 2025 by European researchers, level 4 or 5 autonomous vehicles could account for a significant proportion of new vehicle registrations in Europe by 2035. These vehicles would be capable of travelling without human intervention under certain conditions, transforming the driving experience.

In France, companies are already working on systems incorporating cameras, lidars and artificial intelligence capable of managing driving in complex urban environments. According to IFP Énergies Nouvelles, these systems will learn to anticipate road behaviour, adapt to the user’s driving style and optimise journeys in real time.

France 2035, an electric car that’s always connected

In 2035, the car will also be a mobile digital terminal. Thanks to 5G – or even 6G – networks, vehicles will be in constant communication with their environment: other cars, road infrastructure, the user’s home, etc. This connectivity will enable remote software updates, seamless interaction with connected objects in the home, and even the integration of voice assistants. This connectivity will enable remote software updates, seamless interaction with connected objects in the home, and the integration of ultra-personalised voice assistants.

The Software République project, launched by Renault with Atos, Dassault Systèmes, STMicroelectronics and Thales, illustrates this trend towards a car that becomes a digital service: users will be able to manage their diary, calls, entertainment and even home automation from their dashboard.

A technological… and social revolution

But this revolution also poses human challenges. According to the France 2030 report presented by the government, major efforts will have to be made to support this transition: support for the purchase of electric vehicles, training in automated driving, and retraining for jobs in the automotive industry. The issue of digital inclusion and access to technology for all will also be at the heart of the debate.

In ten years’ time, the car will no longer be a simple mechanical object. It will become an intelligent, connected space, integrated into our lifestyles and infrastructures. Provided that this development remains at the service of sustainable, accessible and equitable mobility.

With more than 30,000 registrations in 2024, France will account for almost 50% of licence-free car sales in the European market.

Long marginalised, these no-licence cars (VSPs) are enjoying a second lease of life in France, thanks in particular to electrification and modern communication aimed at attracting (very) young drivers – from the age of 14! – but also city-dwellers keen to reduce their environmental impact and make their cars more practical. With the ecological transition playing an increasingly important role in the minds of the French, and city traffic becoming more and more difficult for conventional combustion-powered vehicles, electric MPVs are an extremely attractive alternative.

Why are electric licence-free cars so popular in France?

Electric MPVs are continuing to win market share from their combustion-powered rivals, as well as from ‘conventional’ cars, because they appear to be a natural response to many of today’s problems. For example, the ever-increasing cost of a driving licence, which for more and more urban dwellers is no longer as useful as it once was, and the spread of populations, which means that people living in more isolated areas are choosing the car at an ever younger age, are the two main factors behind the overpopulation of PSVs in France.

But we can also add to this the lower speed limits in town (a licence-free car is limited to 45 km/h), the elimination of parking spaces and the increasing costs associated with the use of a conventional car (insurance is generally less expensive and roadworthiness tests are less frequent).

Finally, the electric version cuts the bill even further by reducing maintenance and fuel costs. To sum up: a licence-free car is full of advantages for an ever-growing proportion of the French population… and its electric version is even more advantageous!

Incumbents vs. traditional builders: beneficial emulation

Historically dominated by combustion engines, the French PSV market seems to be moving slowly but surely towards electric power. The boom of the Citroën Ami, launched in 2020, has had a lot to do with this, with more than 65,000 units sold in 5 years. It has recently been joined by another small electric no-licence car from a major manufacturer, the Fiat Topolino. These two models have enabled their manufacturers to take second and fourth place respectively in the rankings of the biggest sellers of licence-free cars in France in 2024.

All this in the face of players who are already well established and, above all, specialised. Pioneers who are not giving up, however, since the leader, Aixam, has added a 100% electric range, as has Ligier which, after seeing Citroën overtake it, was only a few thousand sales away from seeing Fiat do the same! The fact remains, and this is good news for everyone, that sales of the four brands mentioned have risen sharply between 2023 and 2024. This competition is good for a market that was once considered old-fashioned, as it has encouraged the Stellantis giants to invest in innovation around this soft mobility that they had sidelined for too long, and also the traditional players to speed up their electrification. All this while glamorising electric PSVs with marketing campaigns!

In the space of just a few years, licence-free cars have gone from being a “punishment for those who lose their licence” to a highly desirable form of soft mobility. And in this market, it’s a case of give and take: on the one hand, electric cars have given a boost to the PSV, and on the other, the growth of the PSV means that the French car fleet can be electrified more quickly.

Top 4 PSV manufacturers in France (2024)
1- Aixam / 10,771 sales / Growth of 8.7% / Combined heat and power / 33.9% of the market
2- Citroën / 9,267 sales / Growth of 4.2% / All electric / 29.3% of the market
3- Ligier / 5,869 sales / 8.4% growth / combustion and electric / 18.5% of the market
4- Fiat / 4,567 sales / First year / All electric / 14.3% of the market
( Voltandgo figures)

In the face of the climate emergency and the need to decarbonise mobility, France is speeding up the transition to cleaner public transport. From one end of the country to the other, from metropolises to rural areas, projects are accelerating in favour of electric transport. An overview of a major transformation.

Île-de-France on the front line

The Paris region is at the heart of the energy transition in the public transport sector. With its ambitious ” Bus2025 ” programme, RATP plans to convert all of its 25 operational centres to electric and biomethane engines by the end of 2025. Eventually, 1,000 electric buses and 1,300 buses running on renewable gas will be on the roads in Paris and its inner suburbs. This project should make it possible to halve CO₂ emissions linked to bus traffic. It is part of RATP’s overall objective to reduce its greenhouse gas emissions by 50%.

At the same time, Île-de-France Mobilités is continuing to extend the transport network, with metro line 14 reaching Villejuif-Gustave Roussy station in early 2025. The launch of the Tzen 4 bus line, replacing line 402 between Viry-Châtillon and Corbeil-Essonnes, is also planned. Tzen 4 is a world first: it will be the first 24-metre bi-articulated bus, 100% electric, with ground recharging in less than five minutes.

Electric cars are gaining ground in major cities

In France’s major cities, electric vehicles are playing an increasingly visible role in urban transport networks.

Lyon is planning a far-reaching transformation of its network, with the integration of electric vehicles into the future unified TCL network from September 2025. The city is also adapting its infrastructure to accommodate new electric buses and test pilot lines on the outskirts.

In Bordeaux, the deployment of express bus lines is based in part on electric vehicles, with the first service scheduled for 2025. The already electrified tramway lines are also being extended (lines E and F), strengthening the non-polluting offer in the city.

In Marseille, the “Marseille en Grand” plan includes electrified BRTs (Bus à Haut Niveau de Service). Line B4, due to enter service in 2025, will operate with an all-electric fleet. The city also plans to integrate more electric buses into its RTM network.

In the regions: major projects

Looking beyond the metropolises, France intends to strengthen inter-urban and peri-urban mobility via the Regional Metropolitan Express Services (SERM), a concept inspired by the RER in the Paris region. Fifteen projects have been approved, covering cities such as Strasbourg, Lille, Nantes and Grenoble. These SERMs combine trains, express coaches, safe cycle paths and unified pricing to facilitate access to clean mobility.

Urban and interurban logistics are also concerned: 972 charging points for electric HGVs have been deployed in depots, and 24 public charging stations for HGVs opened on 1 January 2025. These infrastructures are strategic for supporting the decarbonisation of freight.

Electricity grid: an essential link

The widespread use of electricity raises the question of energy infrastructure. RTE, the operator of the public electricity transmission network, is planning massive investment between now and 2040. The aim is clear: to adapt the network to support the growth in electric mobility, while guaranteeing the reliability of supply.

A still fragile transition

While the momentum is there, the transition is still fraught with obstacles. The cost of the projects, the slowness of certain local consultations and the problems of maintenance or training in the new technologies are sometimes holding back the momentum. Social acceptability, particularly in rural areas or areas with poor access, remains a major challenge.

France is well and truly engaged in a profound transformation of its public transport system. While the major cities are playing a leading role, the widespread use of electric mobility will also depend on regional planning, infrastructure and the collective ability to make this transition a lever for cohesion and sustainable development.