Category: Expertise

In Paris, the shift to electric transport is no longer confined to the roads. Indeed, the River Seine is gradually emerging as a new strategic corridor for decarbonising transport, whether in urban logistics, passenger transport or even tourism. Thanks to a combination of private initiatives, public investment and technological trials, electric transport is now gaining ground on the water.

River-electric logistics is becoming a feature of the Parisian landscape

What if the next revolution in Parisian electric mobility were to come not from the roads, but from the river? One thing is certain: the movement is already well underway. Indeed, for example, since late 2025, HAROPA PORT has formalised a 15-year partnership with the start-up ULS (Urban Logistic Solutions) to develop a river and cycle logistics network in Paris.

It may sound abstract put like that, but in practice it’s simpler. Goods are transported by boat between Charenton-le-Pont and strategic locations such as the ports of Javel-Bas or Gros-Caillou, before being delivered to the city centre via electric cargo bikes. According to an article in Le Figaro published in March 2026, it takes just 37 minutes to travel from Charenton to the Alexandre III Bridge, followed by a further six minutes to reach the Champs-Élysées by bike.

This model makes it possible to drastically reduce the use of combustion-engine commercial vehicles in urban areas, where their impact remains particularly high: in Paris, delivery vehicles (commercial vans and lorries) account for up to 40% of emissions linked to road traffic in densely populated areas, whilst also being responsible for a significant proportion of noise pollution and congestion. 

In this context, ULS aims to replace up to 150 diesel lorries with this logistics system. Furthermore, the vessel used is built in modular sections in Portugal, illustrating the emergence of a genuine European value chain centred on these new forms of transport.

A regulatory framework that clearly drives towards net-zero emissions

The development of these solutions does not rely solely on private initiatives. It is, in fact, taking place within a more restrictive regulatory framework for transport, which is forcing companies to rethink their business models.

In fact, in Paris, the Low Emission Zone (LEZ) already bans the most polluting vehicles, with restrictions being gradually tightened. By 2030, the capital aims to phase out diesel almost entirely, which is why river transport is emerging as the solution.

At European level, the “Fit for 55” climate package sets a target of a 55% reduction in CO₂ emissions by 2030. At the same time, the Alternative Fuels Infrastructure Regulation (AFIR) requires the development of charging infrastructure, including for inland waterway transport.

Tourism and passenger transport are also going electric

The electrification of the Seine is not limited to freight transport. Passenger transport is also evolving rapidly.

Les Vedettes de Paris, for example, have begun transforming their fleet, with the first vessel to be retrofitted to run entirely on electricity due to be ready by 2024. Each vessel is equipped with two 550 kWh battery packs, allowing for rapid recharging in around 15 minutes during stopovers. The stated aim was to achieve an 80% zero-emission fleet by mid-2025, with an estimated saving of 460 tonnes of CO₂ avoided per year per vessel. This is an ambitious target, which above all illustrates the operators’ determination to accelerate electrification, even though the actual level of deployment has not yet been officially specified at this stage.

On a different note, the event vessel La Perle Noire, launched in June 2025 at the Port of Grenelle, features an innovative electro-hydraulic propulsion system. Measuring 22 metres in length and capable of carrying 70 passengers, it is based on technology developed in collaboration with several French companies, illustrating the emergence of an industrial sector centred on electric river transport.

Finally, plans for flying water taxis are back in the spotlight with SeaBubbles. These electric vessels, capable of reaching 25 knots (46 km/h), could be deployed as early as 2026 with a fleet of 10 to 20 units. Several operators, such as G7 and Uber, have been mentioned, although regulatory issues are still under discussion.

Infrastructure: the cornerstone of this transformation

As with electric cars, the development of these applications depends largely on infrastructure.

Since 2018, HAROPA PORT and Voies Navigables de France have been gradually rolling out the Borne & Eau® network, which is set to comprise 110 charging points by 2026 between Le Havre, Rouen and Paris. These stations provide both electricity (up to 63A) and water.

And as mentioned earlier, just as with land vehicles, this network of charging points is key to the development of transport modes. It will need to be expanded significantly if electric boats are to flourish.

A transformation still in progress

Whilst the number of projects is growing, the logistics of electric river transport are still in the early stages of development. The momentum is certainly there. Driven by regulatory constraints, technological innovations and changing patterns of use, the Seine is gradually emerging as a solution – albeit a niche one – for reducing CO₂ emissions.

With the launch of the new C-HR+, its successful compact SUV now fully electric, Toyota is making up for its ‘slow start’ in the EV market. Taking a cautious approach, the world’s leading carmaker is adopting a multi-energy strategy by developing several technologies, tailored to its various markets. This plan enables it to maintain a strong presence worldwide, reinforces its reputation for reliability, whilst retaining its expertise in hybridisation and innovation with hydrogen. 

The C-HR+, Toyota’s second electric model for private customers 

A few months after updating its bZ4X electric family SUV (which stands for Beyond Zero 4 Cross), Toyota is converting its best-seller, the C-HR+ (or C-HR ‘BEV’), to electric power. This 4.53-metre SUV is available with two- or four-wheel drive and two battery capacities (58 or 77 kWh), giving it a range of up to 607 km on the WLTP cycle. The technical specifications list three power outputs: 167, 224 or 343 hp. The styling and build quality are refined and should appeal to potential European customers, especially as its starting price (from €39,600) puts it in the running against its more advanced Chinese rivals. Toyota has taken its time to launch it, but the C-HR+ is the flagship of an electric range set to expand in the coming months (14 models planned by 2027).

Electric vehicles ‘Made in Japan’

If Toyota has kept a low profile in the electric vehicle market until now, it is primarily because the group prefers to develop its own manufacturing capabilities without partnering with Chinese manufacturers. This has led to the creation of a dedicated e-TNGA (electric Toyota New Global Architecture) platform, an e-Axle power unit (combining motor, gearbox and inverter) supplied by the Japanese firm Aisin, and lithium-ion batteries from PPES (Prime Planet Energy & Solutions), a joint venture between Panasonic and Toyota. The C-HR+ (just like the bZ4X SUV) is manufactured in Japan, a country whose production quality and reputation for reliability are well established, which should convince customers who are hesitant to take the plunge into electrification.

2025: a record year in Europe

This gradual entry into the electric vehicle (BEV) market complements the Japanese giant’s other strengths, namely its planned multi-technology strategy: hybrid and plug-in hybrid powertrains are being prioritised in the short term, pending the ramp-up of electric vehicle sales and, in the longer term, a mix of electric and hydrogen technologies.

Thanks to its technical expertise, Toyota is therefore able to continue developing hybrid vehicles (HEVs), plug-in hybrids (PHEVs) and hydrogen-powered vehicles (FCEVs) in parallel. All the while, it continues to produce internal combustion engines for its large 4x4s, such as the Land Cruiser, which are very popular in America and Africa.

To remain the world’s leading car manufacturer, the Toyota Group adapts to all markets, where demand varies greatly. In 2025, Toyota sold 11.3 million vehicles worldwide (up 4.6% on 2024). Europe recorded a record year with 1.2 million sales, three-quarters of which were electrified. These figures validate this multi-energy strategy, as needs vary depending on charging infrastructure, electricity prices, local environmental standards and available raw materials.

Solid-state batteries: Toyota’s next electric ‘r-evolution’

At the last Tokyo Motor Show in 2025, Toyota announced that an upcoming production vehicle would be fitted with solid-state batteries within a few months. Still at the prototype stage, this new battery chemistry promises to be revolutionary, with packs that are lightweight, compact and capable of delivering a much higher energy density than current lithium batteries. Range could triple, reaching up to 1,200 km on a single charge. This promise, which has yet to be realised in a real car, shows that the Japanese giant is moving at its own pace, following its roadmap and paying little heed to its competitors.

Hybrids: always at the forefront at Toyota

Since the launch of the Prius in 1997, Toyota has produced over 25 million hybrid cars worldwide. This innovative technology, which combines a petrol engine with an electric motor, is now fitted to a wide range of models: from the small Yaris HSD to the Lexus RX, LS and ES, as well as the RAV4, the Corolla and, soon, the Aygo X city car. In Europe, the reliability and ease of use of this technology have quickly won over motorists, who are enjoying significant fuel savings (around 3.3L/100km for a compact saloon such as the Corolla Hybrid). 

The fifth-generation Prius is now a plug-in hybrid, with its average combined fuel consumption reduced to 0.7 L/100 km under the WLTP cycle. And when its battery is completely flat, the Prius operates as a fuel-efficient full hybrid – something its rivals cannot match. This is enough to meet EU regulatory requirements. Whilst its market share in plug-in hybrids remains modest, the Japanese group is demonstrating that it is capable of stepping up its efforts towards carbon neutrality.

Further proof of its ability to adapt to different markets is that Toyota has developed a flex-fuel hybrid engine specifically for Latin America, which runs on both petrol and E85 superethanol, which is particularly popular in Brazil.

Hydrogen: the energy of the future – Toyota is committed to it

Unlike its competitors, Toyota does not believe in a one-size-fits-all solution for decarbonisation and has been working on hydrogen for many years. H2 powering a fuel cell represents a credible, zero-emission alternative, particularly for road transport, buses and corporate fleets. However, the Mirai saloon, equipped with a more compact and efficient third-generation fuel cell, is struggling to gain traction with private buyers due to its price (€73,000) and, above all, the lack of hydrogen refuelling points. 

Toyota therefore aims to develop the entire hydrogen sector ecosystem through the TOKYO H2 project, launched in September 2025 in the Japanese capital: a fleet of vehicles (taxis, cars, buses), refuelling stations across the city, infrastructure and hydrogen production. A fleet of 600 Crown H2 taxis is set to hit the streets of Tokyo by 2030, turning the city into a real-world laboratory to refine this constantly evolving technology and raise public awareness of this new clean energy source. Designed as a hub, this pilot city could be replicated elsewhere in the world and continue to leave Toyota’s mark. 

The global leader has therefore not yet completed its ‘multi-technology’ expansion across the 170 countries in which it operates.

Long confined to prototypes and technological demonstrations, eVTOLs (electric Vertical Take-Off and Landing) are gradually entering a new phase. In 2026, several aircraft are now close to commercial operation, some having already obtained partial certification or launched their first revenue-generating operations. Between urban air taxis, regional transport and medical or logistical missions, these new electric machines could transform air mobility over the next decade. Here are the eight eVTOLs that are currently the most advanced, according to their level of industrial and regulatory maturity.

But before an eVTOL can actually carry passengers, it must obtain aeronautical certification, a long and complex process overseen by national and international regulatory authorities. The main authorities include the FAA (Federal Aviation Administration) in the United States, the EASA (European Aviation Safety Agency) in Europe, the CAAC (Civil Aviation Administration of China) in China, and the UK CAA (Civil Aviation Authority) in the United Kingdom. Other countries are also beginning to define their own regulatory frameworks for integrating these new aircraft into urban airspace. At present, only a few projects appear to be close to commercial operation.

Joby S4

The Joby S4, developed by the American company Joby Aviation, is now considered to be the most advanced eVTOL programme in the United States. The aircraft is in Stage 4 of the FAA certification process, i.e. around 90% of the regulatory route.

This electric air taxi can carry four passengers and a pilot, with a top speed of around 241 km/h and a range of up to 240 kilometres. It has six electrically-powered tilting rotors, offering both vertical lift like a helicopter and horizontal propulsion, to cut through the air like an aeroplane. The airframe is made of lightweight composites to optimise range and reduce noise, a critical factor for urban flights.

The manufacturer plans to launch its first commercial operations in Dubai this year. The programme benefits from substantial industrial support, notably from Toyota ($400 million), and has an order book of almost 3,000 aircraft, worth several billion dollars.

Archer Midnight

American start-up Archer Aviation is developing the Midnight, an eVTOL designed primarily for urban air taxi services.

The aircraft can carry four passengers and a pilot, with a maximum speed of close to 240 km/h and a range of around 160 kilometres. It has four main electric rotors with tilting thrusters, and a modular battery that can be quickly replaced for continuous operation.

Archer plans to launch its first commercial operations in the United Arab Emirates and the United States from 2026. The programme is supported by several industrial partners, including Stellantis, and has an order book of more than 700 aircraft, including an agreement with United Airlines.

EHang EH216-S

The EHang EH216-S, developed in China, is an exception in the industry. Unlike most of its competitors, the aircraft operates without a pilot on board.

source: EHang

Capable of carrying two passengers, it has a top speed of around 130 km/h and a range of around 35 kilometres, making it ideal for short urban journeys.

In 2023, the aircraft received type certification from the Civil Aviation Authority of China (CAAC). In 2025, a number of profitable commercial operations have already been carried out in China, notably in the field of air tourism.

The manufacturer claims more than 1,100 orders and pre-orders for this model.

Lilium Jet

The Lilium Jet, developed in Germany, takes a different approach. Where most eVTOLs target short urban journeys, this aircraft is aimed more at fast regional connections between cities.

The aircraft can carry six passengers and a pilot, with an estimated top speed of 280 km/h and a range of up to 250 kilometres. The manufacturer has chosen to add 36 tilting ducted fan motors, making it completely electric and silent.

The programme is aiming for European certification by EASA, and several agreements have been signed with potential operators, including Saudia and Lufthansa.

However, the programme has experienced a number of financial difficulties in recent years, which could push back its entry into service to 2027, according to several sources.

Beta Technologies ALIA

American company Beta Technologies is developing the ALIA, an aircraft designed for several uses: passenger transport, medical missions or freight transport. The reason: electric propulsion with tilting rotors and a modular architecture that can be adapted to several configurations.

The eVTOL can carry five passengers and a pilot, with a maximum speed of around 278 km/h and a range of over 400 kilometres, making it one of the most enduring aircraft in its category.

The programme has contracts with UPS and the US Air Force, and could initially be used for logistics or medical missions.

Vertical Aerospace VX4

In the UK, Vertical Aerospace is developing the VX4, an eVTOL designed for urban passenger transport. Its design (four main rotors and two horizontal engines) enables silent, safe flights thanks to a redundant fly-by-wire system.

In terms of capacity, the aircraft can accommodate four passengers and a pilot, with a maximum speed of around 200 km/h and an estimated range of 160 kilometres.

The programme has the support of several airlines, including Virgin Atlantic and American Airlines, which have signed preliminary agreements for the future operation of these aircraft.

Eve Air Mobility

Eve Air Mobility, a subsidiary of Brazilian aircraft manufacturer Embraer, is also developing its own eVTOL for urban air mobility.

Comprising 4 electric rotors, the aircraft can carry four passengers and a pilot, with a speed of around 180 km/h and a range of around 100 kilometres.

The programme has a particularly strong order book, with more than 2,800 letters of intent signed by international operators. The challenge now is to build the appropriate infrastructure and get it up and running.

Wisk Aero Gen6

The Gen6 embodies the future of autonomous eVTOLs. Backed by Boeing, it is designed to operate without a pilot on board, thanks to a remote supervision system and advanced artificial intelligence. Twelve distributed rotors provide lift and propulsion, with multiple redundancies for safety.

The Gen6 can carry four passengers, with a top speed of around 160 km/h and a range of around 100 kilometres.

The programme is still in an advanced testing phase, and could pave the way for a new generation of autonomous eVTOLs in the years to come.

A promising industry… but still fragile

While technological progress is rapid, the eVTOL industry still faces a number of major challenges.

Regulatory certification is a long and costly process, and several projects have already experienced major delays. Some programmes are also facing financial difficulties, in a sector that requires several hundred million dollars of investment every year.

In this context, only a few players, particularly those with solid industrial partners or significant funding, could achieve sustainable commercial exploitation.

Despite these uncertainties, 2026 marks a key milestone: for the first time, several eVTOLs are moving closer to full-scale commercial use, paving the way for a new form of air mobility.

As the global race for flying taxis intensifies, one question is on everyone’s lips: how do you rapidly design, certify and industrialise aircraft as complex as eVTOLs? To meet this challenge, the French group Dassault Systèmes is putting forward a technological approach that could well become an industry standard. In a technical paper entitled Getting Cleared for Takeoff, expert Roberto Licata explains how the company’s digital platforms can accelerate the development of these new electric aircraft.

A market that could exceed $1,000 billion

According to several projections cited in the document, the eVTOL industry – these electric aircraft with vertical take-off and landing – could reach 300 billion dollars by 2030, then more than 1,000 billion dollars by 2040.

These aircraft are at the heart of the Advanced Air Mobility (AAM) concept, which aims to transform urban and regional mobility using electric flying taxis capable of vertical take-off. According to some analyses, future urban air transport fleets could even overtake those of the biggest airlines in terms of the number of aircraft and frequency of flights within the next decade.

Obviously, in this context, the first players capable of certifying and industrialising their devices will have a clear lead.

Roberto Licata, expert in advanced air mobility

This is precisely the analysis made by Roberto Licata, Solution Experience Director for the Aerospace & Defense industry at Dassault Systèmes. He specialises in model-based systems engineering (MBSE), design and simulation.

Today, it manages a portfolio of solutions in three key areas:

• New Space,
• Advanced Air Mobility,
• technological innovation.

Its message is clear: to develop a competitive eVTOL, it is no longer enough to use separate engineering tools. You need to adopt a holistic approach, capable of connecting design, simulation, certification and production in a single digital environment.

The unprecedented complexity of eVTOL aircraft

One of the major challenges facing the sector is the technical complexity of these new aircraft. An eVTOL combines several critical technologies:

• advanced aerodynamics (multiple rotors, hybrid architectures),
• electric propulsion and high-density batteries,
• digital avionics and fly-by-wire,
• aeronautical certification is still under construction with the authorities.

The combination of all these technologies needs to be simulated to fully understand the ins and outs of the project. Whereas in the past, simulation was often used at the end of the development cycle, it is now a central part of the design process, enabling numerous configurations to be tested virtually even before a physical prototype is built.

A digital platform for simultaneous design and simulation

To meet these challenges, Dassault Systèmes is showcasing its 3DEXPERIENCE cloud platform, which combines design, simulation and data management in a single environment. This approach, known as MODSIM (Modeling + Simulation), is based on a simple principle:

• a single data model for design (CAD) and engineering (CAE),
• teams working simultaneously on the same digital environment,
• much faster design iterations.

In practical terms, this avoids the loss of information and software incompatibilities that are often responsible for delays in aeronautical programmes. The potential gains are significant:

• 20 to 40% reduction in preliminary design time,
• 40 to 60% faster convergence towards an optimal design,
• 20 to 40% faster resolution of non-conformities,
• 10 to 25% reduction in certification time.

Accelerating certification, one of the biggest challenges

In the aeronautics industry, certification is often the longest and most costly stage. For eVTOLs, the situation is even more complex: authorities such as the FAA in the United States and the EASA in Europe are still working to define the safety standards for these new aircraft.

The proposed approach involves integrating certification requirements right from the design phase, using simulations to test critical scenarios virtually:

• crashworthiness,
• bird strikes,
• electromagnetic interference.

This model-based strategy means that problems can be anticipated rather than being discovered late during physical testing.

Preparing production even before the first flight

Beyond technical development, one of the major challenges for eVTOL start-ups remains industrialisation. Moving from a functional prototype to mass production represents a major transformation.

The 3DEXPERIENCE platform also enables :

• virtually simulate assembly lines,
• optimising industrial tooling,
• synchronise suppliers and the supply chain.

European start-ups already committed

Several companies in the sector are already using these tools. These include :

• Ascendance Flight Technologies, a Toulouse-based start-up developing a hybrid vertical take-off aircraft,
• Vertical Aerospace, British manufacturer of electric aircraft,
• Zuri, a European start-up working on an accessible VTOL.

All use the Dassault Systèmes cloud platform to manage design, simulation and collaboration between teams.

A global technological battle

Advanced air mobility is now one of the most competitive sectors in aeronautics. In this battle, technology is no longer limited to engines or batteries: digital tools are also becoming a strategic advantage.

And if flying taxis do one day take off in our cities, part of their success could well have been conceived… in a French virtual environment.

While Europe struggles with increasingly restrictive regulations, China continues to rise thanks to a more pragmatic approach to the energy transition. This contrast perfectly illustrates the way in which the two major automotive powers are approaching the transformation of the sector: on the one hand, highly prescriptive regulation; on the other, an assertive industrial strategy.

The global automotive industry is currently undergoing one of the most profound changes in its history. The transition to cleaner energies for transport, the development of new technologies and international trade tensions are now the three major challenges facing the sector. After more than a century dominated by the internal combustion engine, the way cars are designed, produced and used is changing radically.

When regulation becomes a driving force… or a brake

The European Union and China share a common objective: to significantly reduce their greenhouse gas emissions over the coming decades. But the method differs profoundly.

On the European side, the EU is legally committed to achieving climate neutrality by 2050. To this end, it plans to reduce net greenhouse gas emissions by at least 55% by 2030, compared with 1990 levels. To achieve this, Brussels is counting in particular on a massive acceleration in the adoption of electric vehicles.

However, this transition is based on a particularly strict regulatory framework. Manufacturers who fail to meet the emissions targets set by the EU must pay heavy financial penalties. In practice, this regulatory pressure is forcing carmakers to invest billions of euros in zero-emission technologies, with no guarantee that consumer demand will keep pace.

At the same time, these companies are gradually being encouraged to reduce the production of internal combustion vehicles, which are still their main source of revenue.

China’s industrial strategy

China is also pursuing ambitious climate targets. Beijing is aiming for carbon neutrality by 2060, and is planning a gradual reduction in emissions from its economy as a whole from their expected peak in the next few years.

To achieve these targets, the country is placing a strong emphasis on the development of NEVs (New Energy Vehicles), a category that includes electric, plug-in hybrid and hydrogen vehicles. In the long term, this strategy could reduce emissions from private cars by more than 90%.

The fundamental difference lies in the place accorded to the automotive industry in the national economic strategy. In China, new-energy vehicles are seen as a major vector for growth and industrial sovereignty.

The Chinese authorities know that they do not have the same competitive advantage as Western manufacturers in the field of internal combustion engines. However, the transition to low-carbon technologies represents a strategic opportunity to reshuffle the deck.

That’s why central and local government are deploying a massive arsenal of subsidies, tax incentives and support programmes to accompany the development of their manufacturers.

A more constrained transition in Europe

In Europe, public aid also exists, but the regulations are based above all on a system of constraints and penalties. Manufacturers are speeding up their electrification plans mainly to avoid fines for exceeding emissions limits.

Against this backdrop, European regulations appear to be less of a support lever than an additional pressure factor for the industry. Between colossal investments, uncertainties about demand and growing international competition, European carmakers today have to make their energy transition in a particularly complex environment.

On 29 January 2026, the Ministry of the Interior published its press release entitled “Insecurity and crime in 2025: a first snapshot”, stating that the number of vehicle thefts would fall by 9% compared with 2024. With 125,200 vehicles stolen, compared with 137,600 the previous year, France is back to pre-Covid levels. But the most striking statistic concerns 100% electric vehicles: they account for less than 1% of thefts, a virtual immunity that can be explained by technological innovations that make these models less attractive targets for criminal networks.

125,200 thefts in 2025: a vehicle stolen every 4 minutes

On 29 January 2026, the Ministerial Statistical Service for Internal Security (SSMSI) published a preliminary analysis covering 87% of crimes and 74% of non-road offences. The document confirms 125,200 vehicle thefts in 2025, i.e. one vehicle stolen every 4 minutes in France.

This 9% fall on the 137,600 thefts recorded in 2024 comes after a 7% rise in 2023, bringing car crime back to levels comparable to those in 2019, before the pandemic. Despite this, France remains the most affected country in Europe.

The reporting rate remains stable at 57%, meaning that nearly 6 out of 10 thefts are reported to the police or gendarmerie.

Flight geography

Geographical disparities remain marked. Île-de-France alone accounts for 34% of national thefts, confirming its position as the region most affected. The Hauts-de-France region comes second with 17% of thefts, recording a worrying 29% increase in the risk of theft compared with 2024. The Provence-Alpes-Côte d’Azur region rounds out the top three with 15% of thefts, followed by Auvergne-Rhône-Alpes and Pays de la Loire.

These regions share common characteristics: proximity to international motorway routes, the presence of ports facilitating illegal exports to the Maghreb and sub-Saharan Africa, and a concentration of dense urban areas.

Which vehicles are the most targeted?

Compact city cars and SUVs, whether internal combustion or hybrid, dominate, accounting for between 80 and 90% of thefts. Hybrid vehicles will account for 53% of thefts in 2025, compared with 40% in 2023.

Roole’s top 5 stolen models

Roole, the car protection specialist with nearly a million active beacons in France, has published its ranking of the most stolen models, based on thefts detected in its equipped fleet. The data, based on a representative sample, sheds light on the trends observed nationwide in 2025.

At the top of the rankings is the Renault Clio, including generations IV and V, with 347 thefts recorded. It is well ahead of the Toyota RAV4 hybrid, which was targeted 162 times, followed by the Peugeot 208 with 131 thefts. Compact SUVs are not spared either, as the Peugeot 3008 is also among the vehicles most at risk, with 109 thefts, just ahead of the Renault Mégane IV, with 103.

In addition to these models, which are widely available on the French market, Roole has also observed a strong attraction for certain premium hybrid SUVs. Vehicles such as the DS 7 Crossback and BMW X5 are particularly sought after by theft rings, not least because of their high residual value and ease of resale on export markets.

Why are electric vehicles a marginal target?

The most striking statistic from 2025 concerns 100% electric vehicles: they account for less than 1% of the 125,200 thefts recorded, or less than 1,250 cases. No major electric model features in the top 10, or even the top 50, of stolen vehicles.

The reason for this lies in technological innovations that act as a deterrent. Most electric vehicles currently on the road in France incorporate new-generation security systems that mean they are very rarely targeted by kidnappers:

• UWB authentication and AES-256 encryption: the keys use ultra-wideband technology, capable of detecting relay attempts beyond 10 metres. The encryption code changes every 10 minutes. Tesla, for example, combines its Phone Key with a mandatory PIN code at start-up.
  
  
• OTA (Over-The-Air) updates: electric vehicles receive security patches in less than 24 hours, correcting vulnerabilities before mass exploitation. Renault 5 E-Tech, Peugeot e-208 and Tesla, among others, update their systems automatically.
  
  
• Secure architecture: the central gateway acts as a real firewall between the vehicle’s electronic system and the OBD socket. This prevents fraudulent direct access, a method used in the vast majority of electronic thefts from internal combustion vehicles, which now account for almost 94% of cases.
  
  
• Integrated geolocation: electric car batteries can incorporate highly accurate geolocation systems, capable of locating a vehicle to within five metres. As a result, when a car is stolen, it is recovered in around 9 out of 10 cases, compared with only 3 to 4 out of 10 cases for combustion-powered cars. At Tesla, the Sentry Mode system constantly monitors the vehicle’s surroundings using eight cameras, enabling any suspicious attempts to be detected and recorded.
  

An unsustainable flight economy

In addition to the technical safeguards, electric vehicles present prohibitive economic constraints:

• Batteries that can’t be sold legally: batteries are traceable and their resale is governed by strict regulations.
  
  
• Limited export market: stolen combustion-powered vehicles are exported on a massive scale to North Africa and Africa, where electric recharging infrastructure is virtually non-existent.
  
  
• Non-limiting range: contrary to popular belief, the range of electric vehicles (400 to 600 km) is not a limiting factor, as post-flight leaks are generally short (less than 100 km).
  

Gaël Musquet: “EVs incorporate a multi-layered defence system”.

Gaël Musquet, an ethical hacker and cybersecurity specialist based at the Cyber Campus in La Défense, offers a nuanced perspective. In an interview with us in June 2025, he stressed the principle of “resilience” rather than absolute invulnerability.

“No system is invulnerable. The real question is: how long will it take an attacker to bring it down? Electric vehicles incorporate a multi-layered defence: UWB authentication, rolling encryption, OTA updates and integrated geolocation. The UWB relay is hard to break without professional equipment, and OTA updates make exploits ephemeral. Conversely, combustion vehicles have ECUs that are vulnerable in 30 seconds via OBD-II.

Musquet does, however, warn of the potential vulnerabilities of charging points (fake QR codes, remote malware) that could threaten the electricity grid via vehicle-to-grid (V2G). His recommendations: apply OTA updates in the same way as on a smartphone, avoid using contactless keys, use mechanical locks and opt for guarded car parks.

Conclusion

The 9% fall in vehicle thefts by 2025 is evidence of an overall improvement, but 125,200 stolen vehicles are still a cause for concern. The striking reality is that 100% electric vehicles account for less than 1% of thefts, thanks to a combination of technological innovation and economic constraints that make them unattractive to criminal networks. Enhanced security is therefore an additional argument in favour of the transition to electromobility.

In the run-up to the municipal elections in March 2026, electric mobility is no longer an abstract concept relegated to national debate. It is taking to the streets, public car parks and neighbourhood discussions, becoming a concrete lever for local politicians. Between citizens’ expectations and regulatory obligations, candidates have a strategic electoral argument at their disposal: respond to a tangible concern while modernising their region’s energy trajectory.

Strong, measurable public expectations

According to a study published on 13 February 2026 by Environnement Magazine, 68% of voters consider mobility to be a key factor in improving their quality of life. Noise, pollution and air quality remain priority concerns, particularly in urban and suburban areas. This expectation is coupled with a demand for action: in its guide “5 actions pour agir localement” (5 actions for local action), Avere-France points out that nearly 6 out of 10 French people expect more public action on climate change, and 8 out of 10 want mayors to have more power to steer this transition.

As Pascal Hureau, President of the Fédération française des associations d’utilisateurs de véhicules électriques (FFAUVE) and a local councillor, points out: “Driving electric means reconciling freedom with the environment, and 98% of EV drivers say they are satisfied with their vehicle. Elected representatives must support this movement over the next term of office, and the public must choose those who will take the right decisions on the ground.

What clearly changes for citizens is that when the energy transition takes shape in their local community, it ceases to be an abstract debate. As Antoine Herteman, President of Avere-France, points out: “In a national context that is often perceived as far removed from day-to-day concerns, the community remains the first level of trust and action.

Electric mobility is an area where political promises can be quickly put into practice. The installation of a dozen or so conveniently-located charging points, the renewal of a municipal fleet with zero-emission vehicles, or the introduction of local subsidies for the purchase of vehicles are immediate signs of a willingness to take action. It is in this context that associations such as FFAUVE stress the importance of choosing elected representatives who are aware of the real challenges of electromobility.

Five concrete levers identified by Avere-France

On 13 February, Avere-France, the national association for the development of electric mobility, set out in its official guide the priority actions available to municipal teams to embody this transition. The association illustrates the recommendations with concrete operations already launched in France:

• Action 1: Installation of recharging points open to the public
  • With almost 185,000 charging points already in service and a target of 400,000 by 2030, local authorities can have a direct impact on the accessibility of electric vehicles. The V model in Guadeloupe, which has installed 113 charging points financed to 80% by France Relance, illustrates how public partnership enables rapid and harmonised deployment. The Advenir programme helps local authorities to finance the installation of on-street charging points,

• Action No. 2: Electric car-sharing solutions
  • Initiatives such as “Lulu” in Meurthe-et-Moselle show that it is possible to reduce the number of private vehicles, while offering an economical and ecological solution. Between 2020 and 2022, Lulu vehicles were reserved more than 8,000 times by almost 2,000 users.

• Action 3: Introduce free parking or other benefits for electric vehicles
  • The city of Reims offers two hours’ free parking for electric vehicles, a measure that is simple to implement and has a direct impact on the cost of mobility. Lyon combines free parking with modulated tariffs for internal combustion vehicles, illustrating how incentives and regulation can coexist.
• Action n°4 : Electric shuttle for passenger transport
  • The Val d’Ille-Aubigné Community of Communes operates a free electric shuttle service linking four rural communes to the local TER station. The service has recorded an average of 170 journeys per month since its launch, with a tangible impact on reducing the use of private cars.
• Action 5: Promote sustainable urban logistics
  • Sustainable urban logistics: programmes such as InTerLUD+ support local authorities in organising the distribution of goods in towns and cities using electric or low-emission vehicles, reducing emissions and improving the efficiency of logistics flows.

Legal obligations reinforce the need for action

These recommendations are not just suggestions. They are a response to the legal obligations imposed on local authorities, which will gradually have to include quotas of electric vehicles in their fleets and guarantee minimum access to public recharging. As Antoine Herteman, Chairman of Avere-France, points out: “The electrification of mobility is not an abstract injunction, but an opportunity for local authorities, in both urban and rural areas.

For the candidates, the key lies in their ability to translate the energy transition into visible and measurable actions. For transport energy transition specialists, the municipal teams that are able to coordinate these actions with the intermunicipal and energy syndicates will have a tangible advantage with the electorate.

Conclusion

In 2026, when mayors are up for re-election in France and the French overseas territories, electric mobility is emerging as a key factor. Candidates who are able to realise these ambitions will have a powerful electoral lever at their disposal: they will be responding to strong public expectations, while making tangible improvements to the quality of daily life.