Quite a symbol. The milestone of one million electrified vehicles in circulation in France was reached in 2023. Very precisely, 939,740 passenger cars and 115,558 light utility vehicles. Also for the first time, sales of new electrics and hybrids have exceeded those of conventional engines. A short head, no doubt, (50.3%), but the figures are there. This tricolor cocorico is largely indebted to the fleets of companies, administrations and long-term rental companies. Over the months, the gap between registrations of diesels and so-called clean propulsions narrowed, until the curves crossed.
The icing on the cake: France can boast of obtaining a good result in the study on mobility carried out by Ayvens (formerly ALD-LeasePlan). Out of 46 countries scrutinized, it obtained a very honest seventh place and is only ahead of the Nordic countries, which started much earlier in the race for the transition towards more virtuous mobility. “For our survey, we took into account six criteria: the supply of green vehicles; their adoption rate; the parity of the total cost of ownership compared to their internal combustion equivalent; the deployment of the charging infrastructure ; the relevance in terms of sustainable development and the tax-regulation package”, explains Annie Pin, commercial director and head of the electrification program at the long-term rental company.
In this regard, France has many advantages, first and foremost the size of its market. All the manufacturers are located there. The result is an extensive offering, which promises to expand. The score is improving especially as French electricity is largely decarbonized thanks to the use of nuclear power and renewable energies.
“All electric cars are not the same from one country to another, warns Annie Pin. Their carbon footprint is 20% to 80% lower than that of a thermal car depending on their life cycle which includes manufacturing, materials used, the nature of the energy sources and their recycling Their weight must also be taken into account because the heavier they are, the more powerful their battery must be, which leads them to consume more. However, SUVs, these high-pitched sedans that look like 4X4s, represent a third of these registrations and consume a quarter of kilowatt hours more than a less imposing model.
A latent price war
Despite the latent price war triggered by Tesla a year ago, the amount of investment still puts off some companies. “However, in use, electric ones are more economical, hence the interest in taking into account the total cost of ownership and not only that of acquisition.”, insists Philippe Ambon, director of development of the manager of holson fleets.
The argument deserves to be heard. On the one hand, maintenance costs are lower than those of gasoline or diesel in the long term since these vehicles have a third fewer components. In short, no more oil changes, replacement of spark plugs and other fuel filter changes! As for the lifespan of a battery, it has become longer. From now on, it works correctly for eight years, provided that you avoid fast charging, plug in before the autonomy drops below 30% and never exceed 80%.
On the other hand, the cost of a full tank remains significantly lower than that of fossil fuel. Avere, the association for the development of e-mobility, notes in its biannual report that the monthly mobility budget of a typical driver – who does 80% charging at home and 20% on the road – is on average a third of that of a user of a thermal vehicle. As a result, companies are inclined to encourage their employees to use the facilities on their sites, which are more economical, than those of local authorities.
“The price of the kilowatt hour remains not very transparent. It varies from one operator to another. A charging session can be billed by time, often by minute, by the kilowatt hour or by mixing the two, points out Annie Pin. Above all, a real debate is desirable at European level on an obligation of access to roaming between all operators, as was imposed for the telephone.”
Infrastructure still constitutes a significant psychological barrier to the adoption of “wattage”. The anxiety of the breakdown remains significant. Employees who, at home, do not have parking equipped with sockets are reluctant to accept a company vehicle that they cannot recharge at night at home. Unless you leave it on the road and risk a fine for improper parking in a space reserved… for recharging, for exceeding the authorized time. However, the range of current models is between 100 and 400 kilometers. Compare to daily journeys which do not exceed 60 kilometers in 80% of cases, and are even limited to 32 kilometers for urban residents. The fear of ending up with a discharged battery is therefore often unfounded; it is no less real.
In France, some 120,000 terminals now equip streets, highways and garages. TotalEnergies begins to open its first 100% electric stations. However, the pace must further accelerate to reach the objective set by the government: 400,000 refueling points in six years.
Bring in the competition
In any case, rising energy prices, inflation and interest rates are not discouraging companies from greening their fleets. “Managers choose smaller cars or resort more readily to mobility solutions by combining a small completed car with a bicycle or a transport card. They also encourage competition between brands. Some extend contracts and allow themselves to extend the rental period since maintenance costs do not increase over time. Others reduce the mileage taken into account in the rental calculation,” observes Annie Pin. The pace of greening is not to the taste of the NGO Transport & Environment: “60% of companies affected by the mobility orientation law do not respect their renewal quota”, criticizes Léo Larivière, automotive transition advocacy manager.
“The impact of the vehicle fleet on the carbon footprint of a company will not be the same depending on the sector of activity. It will be around a low percentage for an industrial company whose numerous factories weigh more in the balance. It will reach up to 75% for a consulting firm or a service provider The mix of engines and the stages of renewals will then be programmed differently,” specifies Philippe Ambon. However, companies have suffered the full brunt of bonus restrictions. The ecological bonus passes under their noses for cars and that granted for the acquisition of new vans has been reduced by 1,000 euros.
“Policy fluctuations have negative impacts on the transition of businesses in the long term. We need a clear vision and support for electrification sustained over time,” laments Annie Pin, who believes, at the same time, that taxes and tax benefits remain significant enough to contribute to the switch to zero-emission versions. After all, this would not be the first time that the fear of sanctions has demonstrated its effectiveness.
An article from the special “Automobile” report of L’Express, published in the weekly on April 18.
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