Objectives partially achieved
Key figures for greening
The SDES study is based on data from the Répertoire statistique des véhicules routiers, cross-referenced with INSEE's Lifi 2022 database. This provides a precise picture of compliance with greening obligations. And the figures speak for themselves: of the 1.4 million professional entities with light vehicles on 1 January 2024, around 6,800 are concerned by the regulatory quotas.
Collectively, these organisations have 2.5 million light vehicles. They acquired 934,000 vehicles in 2024, out of a total of 1.9 million registered by professionals. As a reminder, a low-emission vehicle, also known as a LEV, is defined as a model emitting less than 50g of CO2/km. This applies to electric vehicles and certain plug-in hybrids.
The figures revealed a predominance of the private sector (52% of VFE), followed by local authorities (35%) and other public purchasers (8%). However, private companies alone account for 81% of the fleet subject to greening rules, well ahead of local authorities (9%) and the public sector as a whole (10%).
Two-speed performance
The regulatory targets vary considerably depending on the type of player. The State must achieve 50% of low-emission vehicles, while other public purchasers must reach around 40%. Local authorities must achieve 30% and private companies 20%. This gradation reflects the differing capacities of each category of player to adapt.
The 2024 results also reveal a clear divide between the public and private sectors. Public sector fleets achieved an overall performance of 28%, coming close to their targets. By contrast, private fleets are lagging slightly behind, with 19% of low-emission vehicles. In fact, they just missed the regulatory target of 20%.
What is even more revealing is that only 23% of private companies are actually achieving their target of 20% of VFE. This figure reflects a worrying reality: while some organisations far exceed their obligations, a significant majority are struggling to adapt. Worse still, 26% of companies did not purchase any low-emission vehicles in 2024. 50% even purchased less than their quota.
These statistics underline the urgent need for greater support to accelerate the energy transition of private fleets.
Public sector VS private sector: a revealing gap
Public procurement, a driving force behind the transition
Public bodies are therefore clearly at the forefront of the energy transition. Of the 61,000 light vehicles acquired by the public sector in 2024, 28% are low-emission vehicles. The French government is the best performer, with 32% of low-emission vehicles out of 3,200 registrations. Finally, 48% of state entities meet or exceed the regulatory target of 50%.
Local authorities, with 20,500 vehicles purchased, accounted for 27% of LDVs. This is close to their target of 30%. However, only 33% of them met their quota, revealing major disparities between regions. Other public purchasers such as La Poste, EDF and SNCF also achieved 28% of VFE out of 37,000 acquisitions. There are 29% of entities complying with the rule.
In the public sector, electric vehicles represent 87% of EFVs acquired by public order. This massive proportion reflects a clear strategic choice in favour of full electrification. In fact, transitional hybrid solutions are being sidelined in favour of all-electric vehicles. This can be explained above all by the often predictable use of these vehicles, with well-developed recharging infrastructures and a political desire to set an example.
Private companies lag behind
Faced with these exemplary figures, the contrast is striking for private companies. Of the 873,000 light vehicles renewed under obligation in 2024, only 19% are EFVs. While the national average is close to the regulatory target of 20%, the reality is much more nuanced: only one company fleet in four actually achieves its target.
The study also reveals that 26% of companies did not purchase any low-emission vehicles in 2024. This statistic raises questions about the obstacles encountered in this type of acquisition. Unfortunately, these figures bear witness to structural difficulties in adapting a management approach that is based on the principles of sustainable development. vehicle fleet professional.
The very composition of low-emission vehicles differs from the public sector. Electric vehicles make up 57% of LEVs acquired by private entities, compared with 43% of plug-in hybrids. This distribution, which is more balanced than in the public sector, can be explained by specific operational constraints. These include high mileage requirements, unpredictable journeys and a lack of suitable recharging infrastructure.
Sector analysis: who are the good and bad performers?
Industry in the lead with 31% of compliance
Among the companies subject to the greening obligation, the industrial sector comes out on top. It stands out clearly, with 31% of entities meeting the VFE quota of 20%. This performance, which is higher than the national average, can be explained by several structural factors:
- Fleets are often concentrated on industrial sites, which makes it easier to install charging points.
- Journeys between production sites are predictable.
- Investment capacity is generally higher.
On average, compliant industrial companies include 38% of VFE in their acquisitions. In fact, they far exceed the minimum obligation. This outperformance reflects a deliberate greening strategy driven by ambitious CSR objectives. This anticipation has the great advantage of anticipating future regulatory constraints such as the ecologic malus.
Tail-end construction with 12% compliance only
At the other end of the scale, the construction sector has the lowest compliance rate. In fact, only 12% of companies comply with their quota. On average, non-compliant construction companies include only 9% of VFE in their purchases. This is a long way from the target of 20%.
This delay can also be explained by the specific characteristics of the sector:
- Commercial vehicles often need to cover long distances.
- Worksites are often a long way from recharging facilities.
- Vehicles need a large load capacity.
- Their intensive use requires high autonomies.
- The operational constraints of the construction industry make electrification particularly complex with current technologies.
Between these two extremes, we find the other sectors. They show intermediate performances: 27% of compliance in trade, 20% in services, 19% in vehicle rental.
Lastly, transport and warehousing are at around 16%. Each sector therefore faces specific challenges linked to its usage patterns and its ability to adapt.
Differentiated technological strategies
An analysis of technological choices reveals radically different strategies in different sectors. In the transport sector, 55% of companies that meet their obligations have made a massive commitment to electric vehicles. In fact, more than 80% of electric vehicles were included in their EFVs. This trend is explained by the fact that many of their journeys are urban and perfectly compatible with the current range of electric vehicles.
In the construction, rental and service sectors, the proportion of electric vehicles generally exceeds two-thirds of EFVs acquired. This reflects a preference for pure electrification where operational constraints allow.
The industry is adopting a radically different strategy. It favours plug-in hybrid models. More than 50% of industrial companies that meet their quota have at least 60% of hybrid vehicles among their LEVs. Only 21% of them have more than 80% of electric vehicles. This approach undoubtedly reflects mixed usage combining short and long distance journeys. The latter may give the impression of needing theautonomy of a combustion engine. However, many many electric models have a long range today.
In the motor trade and repair sector, there is an even split between electric and rechargeable hybrid vehicles. This suggests a case-by-case adaptation according to the usage profile of each vehicle. These diverse technological choices reflect a growing maturity in the approach to the energy transition. It is clear that companies are looking to optimise the cost/use ratio rather than apply a single solution.
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A turning point with TAI in 2025
The year 2025 marks a decisive turning point in the electrification policy for business fleets. The entry into force of the annual incentive tax (TAI) from 1 March 2025 has changed everything. This new tax measure applies to companies with more than 100 light vehicles. Its aim is to speed up the transition to low-emission models.
The principle of this tax is based on an incentive mechanism. The principle is simple: companies whose fleets contain an insufficient proportion of low-emission vehicles will be subject to progressive taxation. Conversely, those that meet or exceed their greening targets will benefit from lower taxation. This bonus-malus system is designed to make non-compliance financially disadvantageous.
The impact of this measure remains to be assessed in the coming months. However, the SDES stresses that it could play a decisive role in compliance with regulatory quotas. For the companies concerned, there is an urgent need to develop a structured transition strategy. This must include the gradual renewal of the fleet as well as the installation of recharging infrastructure.
Obstacles to the electrification of business fleets
Despite the progress that has been made, a number of major obstacles are slowing down the energy transition of company fleets. The first (and main) obstacle remains therecharging infrastructure. Organisations without private car parks are the most concerned. Even if the deployment of public charging points is progressing, it is still insufficient to meet the needs of certain business fleets.
For companies with sites of their own, installing charging points can represent a substantial initial investment. It sometimes requires electrical reinforcement work. Managing this infrastructure also poses significant organisational challenges. That's why Beev can help you with your project from A to Z.
The other obstacle is the often biased view of the range of electric vehicles. This may be wrongly perceived as insufficient. This is why sectors requiring long daily journeys or unpredictable use find it difficult to switch completely to electric vehicles.
Conclusion
Five years on from the LOM law, the energy transition of company fleets is showing mixed results. While the public sector has shown a remarkable ability to adapt, private companies are still struggling to meet their targets. The disparities between sectors show that electrification cannot follow a single model.
The entry into force of the annual incentive tax in March 2025 is a major accelerating factor. It goes hand in hand with the ongoing improvement in electric vehicle technology and the gradual roll-out of charging points. This should enable us to reach a new milestone in the next few years.
For fleet managers, the energy transition is no longer an option, but a regulatory and economic necessity. Companies that know how to anticipate and structure their greening strategy will enjoy sustainable competitive advantages. Given the complexity of this transformation, the support of specialised experts is becoming a decisive asset in ensuring a successful transition.
