Asian electric vehicles are arriving in Europe on a massive scale. In France, two ports are concentrating most of the flow: Le Havre and Fos-sur-Mer. These hubs have become essential for electromobility. They organise maritime routes, influence logistics and illustrate growing geopolitical tensions. Zoom in on the impact of these French epicentres.
Le Havre accounts for around 70% of Asian EVs imported into France. It dominates French container traffic and serves as a gateway to Paris and northern Europe. The port has a long history of handling Asia-Europe flows. As far back as 2010, 58% of containerised imports came from Asia. This continuity reinforces its role in the arrival of EVs produced in China and Korea. Le Havre has modern terminals and a vast industrial port area covering 10,000 hectares. The site can store, pre-inspect and prepare vehicles. The Seine, rail and motorway provide direct access to the Paris basin, Benelux and Germany. This organisation considerably reduces distribution lead times.
Fos-sur-Mer handles around 26% of the containers imported into France. It is the Mediterranean gateway to Asia, via the Suez Canal. The port serves the south of France, as well as northern Italy, Switzerland and southern Germany. Regular connections from Asia ensure shorter transit times. The MedLink Ports network links Fos to the river ports in the Rhône valley. It therefore encourages a more ecological and efficient modal shift by river. This corridor optimises EV flows to Lyon and Central Europe, while also reducing pressure on the region’s saturated roads.
The rise of Asian manufacturers
Chinese and Korean manufacturers are exporting increasing volumes of electric vehicles. French ports are becoming major hubs for their sales in Europe. This dynamic is part of a national strategy in which France is forecasting a significant increase in container traffic between now and 2050. It is investing massively in Le Havre and Fos-sur-Mer to accommodate larger ships. Even if some of them carry up to 10,000 vehicles. Europe’s port car parks have already been overwhelmed. A shortage of drivers and lorries is also slowing down the evacuation of vehicles, and this situation is lengthening the lead times for the distribution of EVs.
China is investing in many European port terminals, seeking to secure its logistics routes and trade outlets. In France, Chinese companies have stakes in certain terminals at Le Havre and Fos. These are still minority stakes, but they are strategic. Even so, these investments are giving rise to concerns about industrial dependence. The European Union has already launched anti-subsidy investigations against several Chinese brands. Since 2023, the ecological bonus has included a carbon criterion, and many Chinese EVs do not meet it.
Some persistent obstacles
However, the European Union imposes customs duties of up to 38% on certain Chinese EVs, making them less competitive in Europe. The vehicles also have to comply with European homologation rules. This involves tests, certificates and the creation of an after-sales network. Unsurprisingly, these procedures are costly and time-consuming, even if China-Europe relations continue to evolve at a fairly rapid pace. Trade policies, too, tend to change frequently. As a result, importers have to deal with a great deal of uncertainty. Tensions over batteries, lithium and subsidies add a further risk to supply chains.
Le Havre structures flows arriving via the English Channel, serving Paris and North-Western Europe. Fos-sur-Mer connects the Mediterranean with the Rhone Valley and Central Europe, and together they handle 96% of Asian EVs imported by container into France. Their role goes beyond the automotive sector: they have become critical nodes in the European economy.
