In terms of energy transition, the current period certainly looks grotesque for many players in goods transport and urban logistics. No one will deny the impact of their sector on emissions of all kinds and other noise pollution, as well as their strong dependence on fossil fuels (more than 90% today). Nobody will question the economic and environmental relevance of the objectives of the Energy Transition for Green Growth law of 2015 \u2013 in particular that of increasing the share of renewable energies in fuels to 15% by 2030 \u2013 or even the measures taken by certain mayors to combat urban pollution. And overall the players in the sector are ready to make this energy transition a reality \u2013 beyond an interest in terms of image, the demands of their customers are those of a \u201cgreening\u201d of the vehicles used to deliver their goods .<\/p>\n
But can they really? To date, many of those who would be ready to put an end to fossil fuels \u2013 and take the plunge into zero-emission mobility \u2013 have the feeling of launching themselves with, on their back, a parachute full of questions , and at the feet of an already heavy budget. Can the available vehicles actually replace the thermal models used today without being delivered with a lot of strong constraints (such as necessary modification of vehicle routes to avoid running out of electricity, etc.)? What about the costs of this transition when margins are already low?<\/p>\n
Faced with these questions, there are two certainties. The first is that electric mobility \u2013 battery and hydrogen \u2013 is expected, in the short term, to develop in urban goods transport. It is in fact the only one to offer assurance of free movement in the city whatever the evolution of regulatory constraints (multiplication of ultra-low emission zones, urban tolls with differentiated prices according to vehicle emissions, etc.). It is already taking its first steps: in the light utility segment, battery-powered vehicles like the Kangoo ZE are becoming widespread in \u201cbattery only\u201d versions for short, repetitive \u201cpostman\u2019s tour\u201d type journeys. Professionals who make slightly longer, less repetitive journeys, and who above all require refueling as quickly as with a petrol or diesel vehicle, have the battery + hydrogen version (Kangoo ZE H2) available. Nearly 300 are in circulation today.<\/p>\n
The offer, moreover, is expanding: Renault Trucks recently unveiled its second generation of electric trucks, including two models (3.5 tonnes and 16 tonnes) intended for transporting goods in urban areas. Volvo Trucks also promises new vehicles at the end of 2019. There is no doubt that their hydrogen counterparts will follow, to meet all uses and guarantee the freedom of diesel, but with zero emissions. Symbio recently launched a 40 kW hydrogen fuel cell, ideal for models intended for freight transport.<\/p>\n
Second certainty<\/strong>\u00a0: supply chain players can play a key role in ensuring that these hydrogen electric vehicles are offered to them at an acceptable price. The development plan for the sector announced by Nicolas Hulot on 1er<\/sup> June in fact promotes the deployments of hydrogen vehicles piloted by the regions, supported by solid economic models, in which fuel and vehicles are offered at prices acceptable to users (on the model of the Zero Emission Valley project, in Auvergne Rh\u00f4ne-Alpes , which plans 1000 vehicles and 20 stations by 2020). Several regions should seize this opportunity this year (Bourgogne Franche-Comt\u00e9, Ile-de-France, Hauts-de-France, etc.). By notifying regional public officials of their interest in these deployments and their desire to be included among their stakeholders, supply chain players can accelerate them, reassure demand for vehicles, and therefore exert a downward pressure on prices. Hydrogen and freight transport, the road is traced. It now remains to choose whether the latter has more of an air of country lane\u2026 or motorway.<\/p>\n
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