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Syndicat des Entreprises des Services Automobiles en LLD et des Mobilités

Sesamlld

The "Syndicat des Entreprises des Services Automobiles en LLD et des Mobilites" brings together and proactively represents the professionals of the full service leasing automobile & fleet management.

Lobbying Activity

Response to Clean corporate vehicles

8 Sept 2025

ZEV mandates for corporate fleet exist in France since 2020 and have become even more punitive in 2025 towards end-user corporates (entreprises affectataires). They come on top of other punitive schemes also targeting corporate fleets. As predicted and communicated a number of times by Sesamlld (the French long term car leasing association), to French authorities, the result of this policy is clear today: the cumulative impact of these measures has significantly contracted the overall market, placing considerable strain on the entire automotive ecosystem in France. Imposing mandatory and punitive targets to corporate fleet will not lead to more customer demand. Today demand is held back because essential enabling conditions are not in place: affordable prices, quality of charging infrastructure, and regulatory stability. Lack of customer demand is also true on the second-hand market where we currently see an oversupply of used BeV : there is indeed today a wide discrepancy between what the consumer is able to spend on a second-hand vehicle, and the value of BEVs on the offer side. Concerns related to depreciation of the vehicle and, battery state of health only exacerbate this further. Moreover, to grow both customer confidence and demand, the recharging experience needs to be as seamless as refueling an ICE vehicle, by ensuring ease of finding public recharging points, reliable service provision at charge-points, more user-friendly payment options and price transparency, interoperability and seamless movement for BEV travel across Member States borders. A long-term strategy needs to go beyond AFIR and address deployment in urban centers and rural areas as well as the speed and price of charging. The EU is currently assessing three policy options: Policy 1 & 3 do not seem to us adapted to deliver the expected results. Option 2 is more appropriate to create a viable market. Policy Option 1 - Setting of national targets Sesamlld is opposed to the setting of national targets which would inevitably be paired with a minimum threshold, as this would in practice differ little from policy option 3. Policy Option 3 Targets for companies this would not address the existing concerns outlined above. Instead, imposing only mandatory targets for corporates, combined with the absence of adequate support to the BEVs second-hand market and to the acceleration of enabling conditions (such as increased charging capacities), could very likely result in the following counter-productive effects: An increase in rental leases, reducing Corporates competitivity: in the absence of adequate support to the secondary market and lack of spontaneous demand for used BEVs, BEVs residual values will indeed decrease, and rental prices mechanically increase. This could also result in corporates deciding to either extend the leasing period of existing more polluting cars or cease entirely to offer mobility services to their employees who would very likely turn to less expensive (but more polluting) cars. This would not only reduce the competitiveness of European industry, it would also fail to meet the stated environmental objective by slowing down the replacement of old cars with less polluting ones. Policy Option 2 - Rules on financial incentives for corporate vehicles is our preferred policy option as these would be designed to reproduce the incentives (and disincentive) systems that have been adopted across the fastest BEV uptake markets (Netherlands, Belgium, Denmark, Finland). However, Incentives should also support the secondary market. Rather than attempting to arbitrarily set targets for corporate fleets that fail to consider real world limitations, Sesamlld believes the Commission should focus on incentives (fiscal or otherwise) to really stimulate customer demand both on the primary and the secondhand market and accelerate on the infrastructure build up. For more details, please review our attached position paper.
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Response to Data Act (including the review of the Directive 96/9/EC on the legal protection of databases)

13 May 2022

This is a joint Statement on Data Act and the need for a sector-specific legislation on access to in-vehicle data By ACA, FFEA, FRANCE ASSUREURS, MOBILIANS, MOBIVIA, SESAM LLD, SNSA & UFE; connected mobility players New services arising from vehicle connectivity will improve peaceful driving, comfort and life of drivers and passengers, while contributing to road safety, infrastructure optimization, ecological transition and vehicle electrification. As with any digital technology, data represents the key component in these developments. As players of the mobility ecosystem, we welcome the Data Act’s main goals: the creation of a single market for data; the right for users to access the data generated by connected devices; the right to transfer access to such data to the third-party of their choice. However, as far as automotive data are concerned, we believe that while the access through third-party service providers is necessary and welcomed, it remains an insufficient step. To protect consumer rights and the innovative capacity of European undertakings, many use-cases will require direct access to in-vehicle data and resources. We are therefore convinced that a sector-specific legislation on access to in-vehicle data is required to complete the Data Act approach. If the European Union wants to foster innovation and see new players emerge in favor of more sustainable, shared and innovative mobility, it is essential that access to vehicle data is open to all relevant players, at the risk of creating distortions of competition and wasting time in the development of solutions that benefit European citizens. Sesamlld.
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