CSIAM press conference

The French heavy-duty vehicle market is down 3.8% over the first eight months of 2026. Behind this result, however, lie very contrasting developments: tractor units are up, rigid trucks are struggling and registrations of electric trucks are increasing by nearly 30%. A dynamic that is still insufficient in view of European objectives.

CSIAM took advantage of its back-to-school press briefing to take stock of the French truck market. As of the end of August 2026, 26,065 heavy-duty vehicles over 7.5 tonnes had been registered, compared with 27,102 over the same period in 2025. The decline therefore stands at 3.8%.

This average masks a significant difference between the categories. The market for vehicles of 16 tonnes and more is holding up, with 23,985 units and a limited decline of 1.4%. It now represents 92% of registrations. By contrast, the segment between 7.5 and 16 tonnes fell by 24.9%, to just 2,080 vehicles.

Tractor units up 5.6%

The gap is just as significant between tractor units and rigid trucks. Road tractor units total 14,922 registrations, up 5.6%. Conversely, rigid trucks are down 14.1%, with 11,143 units.

According to the discussions held during the presentation, this decline is notably linked to the difficulties encountered by the construction sector (BTP). Rigid trucks now account for only 42.7% of the French heavy-duty vehicle market.

The national situation contrasts with that of the European Union. In the first half of 2026, registrations of vehicles over 3.5 tonnes increased by 9.8% in the EU, reaching 171,933 units. France remained practically stable over the same period, with 23,214 vehicles and an increase of just 0.2%.

Electric reaches 2.5% of the market

The growth of electric heavy-duty vehicles is continuing. Between January and August, 646 vehicles were registered in France, an increase of 29.7% in one year. Their market share rose from 2% in 2025 to 2.5% in 2026, compared with 1.2% in 2024.

Electric tractor units are showing the strongest momentum. Their registrations increased by 60.4%, from 169 to 271 units. Electric rigid trucks gained 14%, with 375 units compared with 329 one year earlier. All these figures can be explained by a genuine commercial offering from all manufacturers; the products are now available and operational. We see this in each of our TruckStop tests: electric is now possible under certain operating conditions.

The active fleet nevertheless remains very small in relation to the total vehicle fleet in operation. CSIAM currently records 1,345 electric rigid trucks and 742 electric tractor units in circulation in France.

Despite the growth of electric, diesel is strengthening its dominance in new registrations. Its share reaches 92.1%, compared with 89.2% in 2025. Exclusive B100 fell from 5.4% to 4% and gas dropped from 2.8% to 1.3%. No hydrogen heavy-duty vehicle appears in the registrations studied.

It should nevertheless be noted that the vehicle powertrain should not be confused with the fuel actually used. Some trucks classified in the diesel category can operate with non-exclusive biofuels such as XTL, the great forgotten element of the French government’s policy.

CEE incentives are not yet visible

The strengthening of energy savings certificates that took place in June has not yet produced a measurable effect in registrations. A truck ordered today may only be delivered several months later: statistics therefore provide a delayed picture of demand.

The manufacturers that are members of CSIAM nevertheless indicate that they have observed a recovery in demand since the increase in incentives. A first, more relevant assessment can be made in January 2027.

A multitude of small businesses. According to the data presented, 74% of companies operate between one and four vehicles. Companies owning fewer than ten trucks represent 85% of businesses, but only 22% of the fleet. At the other end of the scale, 1% of operators own 39% of the vehicles.

This structure raises concerns about a two-speed transition: large fleets generally have more resources to finance vehicles and their charging infrastructure, while small businesses remain more sensitive to purchase costs and regulatory uncertainties.

CSIAM calls for stability until 2030

CSIAM is calling for CEE incentives to be stabilised until 2030. It also wants to retain the bonus granted when the vehicle is manufactured in the European Economic Area, in order to protect local industry from the arrival of new competitors.

Preserving payload is its second major area of focus. According to the organisation, the weight of batteries can reduce the transport capacity of an electric truck by 10 to 25% compared with its combustion-engine equivalent. It therefore proposes allowing a 13-tonne load on the drive axle of electric combinations weighing more than 40 tonnes.

The industry is also calling for a more direct commitment from shippers. The trajectory currently being considered would begin with 1% of services carried out using zero-emission vehicles in 2027, then increase to 6% in 2030 and 30% in 2035. The objective is to distribute the cost of decarbonisation between hauliers and contracting parties.

Only 70 stations dedicated to heavy-duty vehicles

The development of the charging network remains one of the main obstacles. As of 1 July 2026, France had only 70 stations specifically adapted to heavy-duty vehicles.

Yet the European AFIR regulation provides for 50% of the Trans-European Transport Network to be covered from 2027. In 2030, a station will have to be available every 60 km on the core network and every 100 km on the comprehensive network, in each direction of travel, which seems completely unrealistic.

CSIAM supports extending the Advenir programme until 2030, expanding it to roaming charging and adding the announced €400 million. It also supports coverage of up to 75% of connection costs on the non-concession motorway network.

The figures therefore confirm that the electrification of trucks is under way, particularly in the tractor unit segment, even if its pace is still far from the trajectory required. Incentives have been strengthened, and it is a good thing that we can, for once, give the French government credit for this. It now remains to make these measures long-term, develop charging infrastructure and ensure that small businesses can also make the transition.

To be continued. But one thing seems clear: with the purchase incentives currently on offer, driving electric is no longer just a politician’s dream. It is now an option to be seriously considered, with the figures to back it up, because the calculation could well prove beneficial for everyone!

Text: Fabien Calvet