Ecological impact: the noose tightens around the most polluting vehicles [2/2]

19/06/2026
11:01

reading time : 2 min

Lucie Monnot

Content Marketing Manager

In a previous article, we looked at the immense challenge of decarbonizing freight transport. Faced with the overwhelming dominance of combustion engines and diesel, “zero emission” technologies seem set to take over. However, the transition promises to be long and costly.

Electric vehicles are struggling to take off

Particularly relevant in France, where electricity production is largely decarbonized, battery electric vehicles are currently the best “zero emission” option (excluding the problem of battery production and recycling). But let us be clear: the share of electric vehicles in the heavy goods vehicle segment is currently insignificant, even when hybrid solutions are included.

The much-announced takeoff, touted by the media and manufacturers, is absolutely not reflected in the figures. Over the last 14 months (December 2019 to January 2021), only 280 electric and hybrid heavy goods vehicles were sold in France (source: OIE / AAA data). That is 20 units per month. The Covid-19 crisis certainly did not help, but at this rate, it will take 30 or 40 years before electric powertrains begin to have even the slightest impact on CO2 emissions in the sector.

The figures are barely more encouraging for light commercial vehicles. The electric/hybrid fleet has been multiplied by 10 between 2011 and 2020, and cumulative sales over the last 14 months total 11,000 units. In a fleet of 6 million vehicles, that remains a drop in the ocean.

Why is the transition not faster when electric powertrains have existed for decades? The reasons are multiple:

Even though all major manufacturers have committed to it (at least on paper), the offer does not meet the expectations of transport operators, particularly in terms of range. This is especially true for road tractors. Carbone4 experts consider that “battery electric powertrains are not available for this type of vehicle.” To date, according to them, only prototypes or at best early production runs are in circulation (Tesla, Nikola One, Hyundai). For light commercial vehicles, whose main uses can accommodate a shorter range, the offer is more mature.

Despite conversion incentives (from the state and local authorities), the acquisition cost is much higher than that of combustion engine vehicles. Due to battery prices, the greater the range, the higher the price. Assuming these models were available in France, the Tesla Semi with a 480 km range is listed at $150,000, but at $180,000 in its 800 km range version.

The network of charging stations is not yet up to the level of demand, particularly for fast charging. The Corri-Door network (200 fast-charging points), half-funded by the European Commission, was shut down in March 2020. Tesla is investing and currently has 77 stations on French territory with 10 charging points per station. Total plans to equip 300 of its stations with ultra-fast charging points by the end of 2022.

The pump price of diesel is relatively low, which does not encourage investment and slows down fleet renewal, especially in a context where many transport companies are in severe financial difficulty due to the Covid crisis.

Hydrogen, yes! But when?

The share of hydrogen in road freight transport is non-existent today. Manufacturers are positioning themselves one after another in this market, and governments are putting billions on the table to develop this “energy of the future.” Hydrogen fuel cell technology has been mastered for over a century and has two major advantages: it emits very few local pollutants, and in particular no CO2, and it offers greater efficiency than combustion engines.

Given these advantages, one wonders why hydrogen-powered electric motors have not already taken over everywhere. The answer lies in the characteristics of hydrogen:

Unlike fossil fuels, hydrogen does not exist in its native state. It must be produced. To obtain hydrogen, whether by hydrocarbon cracking, water electrolysis, or water thermolysis, a great deal of energy must be spent. In terms of carbon footprint, the process is only virtuous if this energy is itself decarbonized.

Hydrogen cannot be liquefied at ambient temperatures. It is also highly flammable. But above all, it is very low density and must be compressed, which makes its transport and storage problematic, energy-intensive, and costly.

For these two reasons, the most skeptical experts regarding the large-scale development of hydrogen technology have a formula that is difficult to translate: “Hydrogen is the fuel of the future, and it always will be.”

However, the resources being committed should address these obstacles. It can therefore be considered that, while not being a valid option for passenger cars, hydrogen is today the most promising and “greenest” energy solution for heavy goods vehicles, provided it is produced from decarbonized energy sources (nuclear and renewables) and that a proper distribution network is put in place. This network is embryonic, due to a lack of a viable business model (high investment / extremely low demand). It will take years, especially since the highest-performing models coming to market are at near-prohibitive prices: the Nikola One, with a stated range of 2,000 km, is priced at $375,000.

What will accelerate the energy transition in transport

The current pace of fleet renewal is insufficient to meet greenhouse gas reduction targets and carbon neutrality by 2050. Beyond corporate commitments, several factors can contribute to accelerating the transformation of the fleet:

The strengthening of European regulation. In December 2020, the European Commission presented its “Sustainable and Smart Mobility Strategy,” an action plan comprising 82 initiatives aimed at reducing sector emissions by 90% by 2050. The Commission will propose in June 2021 a revision of CO2 emission standards for cars and trucks, which will increase pressure on the transport supply.

The strengthening of local regulations. Local authorities are becoming increasingly restrictive regarding the most polluting vehicles in urban areas.

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