A company car or pool car driving in Paris and in the Métropole du Grand Paris for business journeys comes under several sets of rules that are not at the same stage and do not carry the same consequences. Some bans are in force without being penalised. Other rules, far less commented on, apply every day, starting with the price of parking. What is legally enforceable, what is actually penalised and what has merely been announced need to be kept apart, each item tied to its named source and its date. An electrically assisted bike, classified as a cycle, falls within the scope of none of these rules, and a finance department can already take some decisions in the knowledge of that timetable. Page up to date as at 10 October 2026.
The zones à faibles émissions (ZFE, France's low-emission zones) have not been abolished: on 21 May 2026 the Conseil constitutionnel, France's constitutional court, struck down, on exclusively procedural grounds, the article of the loi de simplification de la vie économique that repealed them, and the proposition de loi for their repeal debated in the Assemblée nationale on 8 October 2026 was not passed. The zone à faibles émissions mobilité (ZFE-m) of the Métropole du Grand Paris bans cars classified Crit'Air 3, 4, 5 and unclassified from driving Monday to Friday, from 8am to 8pm, excluding public holidays, across 77 communes including Paris. That ban is legally enforceable, but no penalty is applied until 31 December 2026; an arrêté of 16 December 2025 instructs the competent authorities to organise penalties from 1 January 2027. The zone à trafic limité (ZTL, the limited-traffic zone) of Paris Centre bans only through traffic: a car on its way to a meeting in the zone enters it freely, and no fines are being issued there. The most concrete constraint for a company car lies elsewhere: since 1 October 2024, a combustion-engine car of more than 1.6 tonnes, or an electric car of more than 2 tonnes, pays a visitor parking rate in Paris three times that of a light vehicle.
An electrically assisted bike falls within the scope of none of these rules. It is not exempt from them, because no express exemption exists in its favour in the metropolitan arrêté: it is simply not mentioned there, and this reasoning holds only for machines whose motor does not exceed 0.25 kilowatt of maximum continuous rated power and whose assistance cuts off at 25 kilometres per hour.
You may have read that the French Parliament had abolished the zones à faibles émissions. The vote did take place, and it had no effect. Article 37 of the loi de simplification de la vie économique, the French economic-simplification law, repealed in particular articles L. 2213-4-1 and L. 2213-4-2 of the code général des collectivités territoriales, the French code of local government, in order to remove the power or the obligation, for certain local authorities, to set up a zone à faibles émissions mobilité. In its décision n° 2026-903 DC of 21 May 2026, the Conseil constitutionnel held that this article had been adopted by a procedure contrary to the Constitution, for want of any link, even indirect, with the provisions of the original bill: this is what is known as a cavalier législatif, a legislative rider.
The striking-down is exclusively procedural. The Conseil states that it does not prejudge whether the content of those provisions complies with the other constitutional requirements: it ruled on nothing of substance. The loi n° 2026-403 du 26 mai 2026 de simplification de la vie économique, published in the Journal officiel, the French official gazette, of 27 May 2026, therefore contains no provision relating to the zones à faibles émissions, and article L. 2213-4-1 of the code général des collectivités territoriales is unchanged since 25 August 2021.
A fresh attempt followed. The proposition de loi n° 2970 visant à abroger les zones à faibles émissions-mobilités, a private member's bill seeking to repeal them, tabled in the Assemblée nationale on 23 June 2026, was rejected by the commission du développement durable et de l'aménagement du territoire, the committee on sustainable development and regional planning, whose report was tabled on 30 September 2026. Debated in plenary sitting on 8 October 2026 in its original wording, the text was not adopted: the debate stopped at midnight, as the rules of the Assemblée provide for reserved days (journées réservées), without a vote on the text as a whole. In the Sénat, the proposition de loi seeking to remove the obligation to create zones à faibles émissions, tabled on 12 March 2025, has passed no stage since it was tabled, according to the legislative file; it would remove the obligation to create such zones while preserving the option for the competent local authorities.
For a finance department, the scheme stands in law, and its future depends on a political trade-off whose outcome is unknown. The sitting of 8 October 2026 shows that the question remains open in both directions. Nothing allows the zones à faibles émissions to be treated as permanently settled, nor as about to disappear. What can be established is what is legally enforceable today, what is actually penalised today, and the known dates on which those two states are liable to change.
An enforceable ban, a penalty actually applied and a penalty merely announced are three different things. Confusing them would either sell you an urgency that does not exist, or wrongly reassure you about a ban that very much does. The table below separates those three states for the rules that concern a company car or pool car in Île-de-France.
| Scheme | In force since | Actual consequence as at 10 October 2026 | Source |
|---|---|---|---|
| Zone à faibles émissions mobilité of the Métropole du Grand Paris, Crit'Air 3, 4, 5 and unclassified cars | Zone applied since July 2019, first to unclassified and Crit'Air 5 vehicles, then to Crit'Air 4 since 1 June 2021; the stage covering Crit'Air 3 has applied since 1 January 2025 | No penalty for driving until 31 December 2026; checks are occasional and for information purposes only. The arrêté of 16 December 2025 instructs the competent authorities to organise penalties from 1 January 2027. According to the Métropole, the absence of a Crit'Air sticker is liable to a penalty even during the educational period. The ban remains enforceable. | Arrêté n° AP/2024/415 of 20 December 2024, articles 3, 4, 5, 13 and 14; arrêté n° AP/2025/501 of 16 December 2025; ZFE page of the Métropole updated on 2 January 2026 and ZFE 2026 leaflet; DRIEAT Île-de-France |
| Zone à trafic limité of Paris Centre, ban on through traffic | 5 November 2024 | No fines being issued, and no end date for the educational phase announced. The Ville de Paris states that entering a reserved lane carries the fine for fourth-class offences (contraventions de 4e classe), namely 135 euros, under article R. 412-7 of the code de la route. Traffic with a destination in the zone, including business meetings, remains authorised. | Ville de Paris, page on the zone apaisée (the low-traffic zone) in the centre of the capital, updated on 28 September 2026 |
| Paris Respire, closure of roads to motor vehicles | Depending on the sector; days and times specific to each perimeter | Closures physically put in place on the ground: more than twenty permanent sectors, including the bois de Vincennes, closed every Sunday, and the bois de Boulogne, closed every Saturday and Sunday, plus summer sectors. We publish no fine amount, for want of an official source. | Ville de Paris, Paris Respire page updated on 9 October 2026 |
| Visitor parking for combustion-engine cars of more than 1.6 tonnes and electric cars of more than 2 tonnes, in Paris | 1 October 2024 | Applied. Visitor rate tripled compared with light vehicles and rising with duration: 18 euros for one hour, 36 euros for two hours and 225 euros for six hours in arrondissements 1 to 11, and 12, 24 and 150 euros for the same durations in arrondissements 12 to 20; 6 consecutive hours at most in the same space; forfait post-stationnement (post-parking charge) of 225 euros in zone 1 and 150 euros in zone 2. Holders of a residential or professional entitlement issued by the Ville are not subject to it within the terms of their entitlement. | Ville de Paris, results of the votation (citizens' vote) of 4 February 2024, page updated on 23 May 2024; Tarifs “SUV” page, updated on 25 February 2025; Payer son stationnement page, updated on 24 August 2026 |
A review is scheduled for January 2027, after 1 January 2027, the date from which the arrêté of 16 December 2025 instructs the competent authorities to organise penalties for the metropolitan zone, and which is also the displayed end of version of article L. 421-1 of the code des impositions sur les biens et services.
The zone à faibles émissions mobilité of the Métropole du Grand Paris was not created in 2025. It has applied since July 2019, with a first stage covering unclassified and Crit'Air 5 vehicles inside the perimeter of the A86 motorway, then a second stage on 1 June 2021 which extended the restriction to Crit'Air 4 vehicles. What has applied since 1 January 2025 is the following stage, the one covering vehicles classified Crit'Air 3.
The text governing this zone is arrêté n° AP/2024/415 of 20 December 2024 of the President of the Métropole (an arrêté is a French administrative order). Its article 1 creates the zone for a period of five years from the entry into force of the arrêté, and its article 13 fixes that entry into force on 1 January 2025: the term of this text is therefore 31 December 2029, and renewal is not a given. The perimeter covers the roads open to public traffic situated inside the zone delimited in the annexe. Excluded from the restrictions are, in particular, the A86 motorway, its slip roads, interchanges and direct connecting routes, the alternative routes in the event of closure of the A86, the routes of the Plan Neige et Verglas en Île-de-France and the roads listed in annexe 3 to the arrêté. The Métropole reports 77 communes concerned, including Paris.
Article 3 of the arrêté exhaustively lists the vehicles concerned, and cars, that is to say category M1 vehicles within the meaning of article R. 311-1 of the code de la route, are expressly among them. Article 5, I bans cars classified Crit'Air 3, 4, 5 and unclassified from driving Monday to Friday, from 8am to 8pm, public holidays excepted: a company car driven before 8am or after 8pm, at the weekend or on a public holiday is not covered. According to the Métropole and the Ville de Paris, the Crit'Air 3 stage thus covers diesel cars registered before 2011 and petrol cars registered before 2006. Save for an exception arising from its Euro standard, a diesel car registered since 2011, or a petrol car since 2006, is therefore not covered by the ban in force, and the arrêté contains no later stage covering the Crit'Air 2 class. The Métropole's 2026 leaflet displays a target of 100 per cent clean vehicles in 2030, which no restriction stage reflects to date.
Article 4 requires the Crit'Air certificate (the sticker) to be displayed on the vehicles covered by article 3, even where an exemption or a derogation applies, and the classification is that of the ministerial arrêté of 21 June 2016: it is that text, and not the metropolitan arrêté, which determines the class of a given car, according to its Euro standard where known and, failing that, its date of first registration. The legal basis is set out in VI, 3° of article L. 2213-4-1 of the code général des collectivités territoriales, which covers diesel and equivalent vehicles first registered before 31 December 2010 and petrol and equivalent vehicles before 31 December 2005; the correspondence between those dates and the Crit'Air 3 class is the Métropole's own reading, it is not a term of the statute. The Métropole states that the sticker is compulsory for driving, and even for parking during the restriction periods, and that its absence is liable to a penalty even during the educational period. We have found no public data on whether a missing sticker is actually being fined.
Penalties for the ban, for their part, have already been postponed by a year. The arrêté of 20 December 2024 provided, in its article 14, that the authorities responsible for enforcing it would organise penalties from 1 January 2026. By arrêté n° AP/2025/501 of 16 December 2025, published on the Métropole's website, its President replaced that date with 1 January 2027, without amending the other provisions. The recitals of that arrêté rely in particular on two grounds: the public procurement contract run by the State for the provision of automated enforcement equipment did not allow effective deployment in 2026, and the parliamentary procedure on the simplification law was then under way. The Métropole's press release of 22 December 2025 announces an educational period from 1 January to 31 December 2026 during which no penalty is applied, and the metropolitan page states that checks are occasional and for information purposes only.
A Crit'Air 3 car driving in the zone today during the restriction periods is therefore committing an offence without being fined. Under article 10 of the arrêté and article R. 411-19-1 of the code de la route, breach of these restrictions by a car is a third-class offence (contravention de troisième classe), for which the fixed fine is 68 euros under article R. 49 of the code de procédure pénale, the French code of criminal procedure, and the offence may lead to immobilisation of the vehicle. The arrêté of 16 December 2025 instructs the authorities to organise those penalties from 1 January 2027; it does not guarantee that they will be effective on that day, and the postponement that has already taken place shows that such a deadline can be moved by a mere arrêté.
Two forms of flexibility exist, and their practical reach needs to be measured before being turned into a travel plan. The Pass ZFE 24H opens a maximum of 24 full days per calendar year, but article 8 of the arrêté, whose article 9 sets out the procedure, requires the vehicle to be registered on the Métropole's platform at least 15 days before first use, then each date to be declared at least 24 hours before the period applied for. The Pass is requested only for days subject to restriction: for a car, Saturdays, Sundays and public holidays use up no days. Local derogations are also granted for a period not exceeding three years, renewable, on grounds and against supporting documents exhaustively specified in annexe 1 to the arrêté. Among the derogations open to businesses, two may concern an ordinary company car, with no specialised use and no special circumstances on the company's side: the one for auto-entrepreneurs (self-employed people under the French micro-enterprise scheme) and for companies with no more than 10 employees whose annual turnover is below 2 million euros and which undertake to renew or progressively upgrade their vehicles, granted for three years, or for one year renewable once for Crit'Air 5 and unclassified vehicles; and the one for business vehicles whose replacement by an authorised vehicle has been ordered, granted for one year renewable once.
The zone à trafic limité of Paris Centre came into force on 5 November 2024, by a police order (arrêté de police) co-signed by the préfet de police, the Paris police prefect, and the Mayor of Paris. It covers the first four arrondissements, without the Grands Boulevards to the north, the îles de la Cité and Saint-Louis, or the lower and upper right-bank quays in the west-east direction. It bans only through traffic, that is to say crossing the zone without stopping in it. Traffic with a destination in the zone remains authorised, and the Ville cites in particular people who work in the zone, customers of shops, medical appointments, professional visits and parking in a car park. A company car on its way to a meeting in the zone therefore enters it freely, and no authorisation is required today. According to the Ville's page updated on 28 September 2026, no fines are being issued and no end date for the educational phase has been announced; the Ville states that entering a reserved lane carries the fine for fourth-class offences (contraventions de 4e classe), namely 135 euros, under article R. 412-7 of the code de la route. For a business, this zone affects routes rather than access to clients.
Paris Respire closes certain roads to motor vehicles, mainly on Sundays, on days and at times specific to each sector. The Ville's page, updated on 9 October 2026, lists more than twenty permanent sectors, including the bois de Vincennes, closed every Sunday, and the bois de Boulogne, closed every Saturday and Sunday, plus summer sectors. The rule has to be checked sector by sector; for a pool car, it mainly concerns weekend journeys.
The rule that weighs most on a company car in Paris is the price of parking rather than a driving ban. Since 1 October 2024, following the votation (citizens' vote) of 4 February 2024, visitor parking for the vehicles that the Ville designates as heavy, bulky and polluting is charged at three times the rate for light vehicles. The cars concerned are those whose mass in service exceeds 1,600 kilogrammes for a combustion engine, or 2,000 kilogrammes for an electric or low-emission powertrain, that mass being shown in box G of the certificat d'immatriculation, the vehicle registration certificate. According to the infographic on the Ville's Payer son stationnement page, updated on 24 August 2026, this rate rises with duration: in arrondissements 1 to 11, 18 euros for one hour, 36 euros for two, 72 euros for three, 117 euros for four, 171 euros for five and 225 euros for six hours; in arrondissements 12 to 20, 12, 24, 48, 78, 114 and 150 euros respectively, in each case three times the rate for a light vehicle. Visitor parking is payable Monday to Saturday, from 9am to 8pm, excluding public holidays, and limited to 6 consecutive hours in the same space. The forfait post-stationnement (post-parking charge) for these vehicles, equal to the equivalent of six hours of parking and due where payment is not made, is 225 euros in zone 1 and 150 euros in zone 2. Holders of a residential or professional entitlement issued by the Ville are not subject to this rate within the terms of their entitlement; outside their zone, residents and sedentary professionals are treated as visitors.
Time spent at the wheel, finally, has a cost that the texts do not set. According to the travel review (bilan des déplacements) published by the Ville, the average annual speed of car traffic in Paris intra-muros (inside the city boundary) fell to 9.6 kilometres per hour in 2025, below the threshold of 10 kilometres per hour for the first time, down by nearly 8 per cent on 2024; it was 33.7 kilometres per hour on the boulevard périphérique. We publish no comparable speed for the bike, for want of an equivalent official source.
Company cars are not being fined in Paris today for driving in the zone à faibles émissions. Nor is it established that fines will start on 1 January 2027: the arrêté of 16 December 2025 instructs the authorities to organise penalties from that date, which is not the same thing, and that deadline has already been moved once. For the bikes we introduce, no permanent compliance can be promised either: the applicable law can move in either direction.
The zone à trafic limité of Paris Centre is no argument for a bike fleet: it bans only through traffic, a car on its way to a meeting in the zone enters it freely, and the Ville states that no fines are being issued there. The reference of the arrêté establishing this zone is not cited, as our checks did not establish it consistently.
Nothing we have found shows automated enforcement operating in the metropolitan zone. Article L. 2213-4-2 of the code général des collectivités territoriales authorises fixed or mobile devices for the automated checking of vehicle identification data, but it makes their implementation subject to an arrêté of the State's representative and, in Paris, of the préfet de police, without those checks being allowed to cover more than 15 per cent of the average daily number of vehicles driving in the zone on any day, and with data retention not exceeding eight working days. We have found no arrêté of the préfet de police authorising such a device in the metropolitan zone, and the metropolitan arrêté of 16 December 2025 itself notes that the public procurement contract run by the State for this equipment did not allow effective deployment in 2026.
Two further layers are not covered, for want of sufficient verification. The reserved lane on the boulevard périphérique: the latest municipal page we consulted, updated on 2 May 2025, presents it as an experiment, and we have found no official source from 2026 establishing its current status. The circulation différenciée during pollution episodes, which article 4 of the metropolitan arrêté expressly reserves, without prejudice to more restrictive measures taken under the arrêté inter-préfectoral of 19 December 2016.
Point 6.11 of article R. 311-1 of the code de la route, the French highway code, defines the cycle à pédalage assisté as a cycle fitted with an auxiliary electric motor with a maximum continuous rated power of 0.25 kilowatt, whose output is progressively reduced and then cut off when the vehicle reaches 25 kilometres per hour, or earlier if the rider stops pedalling. That category does not appear in the list in article 3 of the metropolitan arrêté, which covers only motor vehicles of categories L, M and N, and the obligation to display the Crit'Air certificate laid down in article 4 applies only to the vehicles listed in that article 3. Such a cycle is not registered and carries no Crit'Air sticker.
The same holds in Paris. The Ville states that the ban on through traffic in the zone à trafic limité covers motor vehicles, not active modes such as cycling. Paris Respire closes roads to motor vehicles only. The parking charges for heavy vehicles cover vehicles of categories M1 and L4, to which a cycle does not belong. A company bike or pool bike on its way to a meeting or linking two of the company's sites is therefore concerned by none of the rules described above.
Put precisely, a cycle à pédalage assisté falls outside the scope of these restrictions. It is not exempt from them, because no express exemption exists in its favour in the metropolitan arrêté. The difference has a practical consequence: what is not mentioned today could be mentioned tomorrow, so no bike can be described as compliant for ever.
The reasoning is the same for the taxes annuelles sur l'affectation des véhicules à des fins économiques, the French annual taxes on the allocation of vehicles to business use, which directly concern company cars and pool cars, save for one point of method that matters in an audit. Article L. 421-94 of the code des impositions sur les biens et services limits the scope to three cases: véhicules de tourisme, passenger vehicles within the meaning of article L. 421-2, which are subject to an annual tax on carbon dioxide emissions and an annual tax on air-pollutant emissions, fleets of at least 100 vehicles meeting the conditions of 3 bis, and heavy vehicles within the meaning of article L. 421-100. A cycle falls into none of those cases. The exclusion therefore turns on the category of the vehicle, and not on the absence of registration, which is not in itself a ground for exclusion. Article L. 421-1 of the same code, which sets the reference framework of vehicle categories, shows a version in force until 1 January 2027: this passage will be reviewed on that date.
This reasoning has one limit. A speed pedelec (cycle à assistance rapide), whose assistance continues beyond 25 kilometres per hour, is not a cycle à pédalage assisté: it is a category L1e vehicle, type-approved and registered, which does fall within the scope of article 3 of the metropolitan arrêté. The same applies to a cycle whose motor exceeds 0.25 kilowatt, even if its assistance cuts off at 25 kilometres per hour: point 4.1 of article R. 311-1 places it in category L1e, sub-category L1e-A as long as the power of that motor remains below 1 kilowatt. The reasoning set out above therefore holds only for machines that respect both of these limits. The models we introduce respect them, and it is a point to check on every specification sheet before you sign.
Identify, car by car, the class assigned by the ministerial arrêté of 21 June 2016, and single out those classified Crit'Air 3, 4, 5 or unclassified. Set against them the journeys made inside the metropolitan perimeter, Monday to Friday, between 8am and 8pm, excluding public holidays. If no car is concerned, that conclusion is useful in itself: it avoids deciding under the pressure of an urgency that does not exist.
Note the mass in service of each car, in box G of the certificat d'immatriculation, and the visitor parking paid in Paris during business journeys. Above 1,600 kilogrammes for a combustion engine or 2,000 kilogrammes for an electric car, the visitor rate has been tripled since 1 October 2024. This is a current and certain cost, whereas penalties for the zone à faibles émissions have yet to be organised.
Four reference points are documented: 31 December 2026, the end of the educational period; 1 January 2027, the date from which the arrêté of 16 December 2025 instructs the authorities to organise penalties; 31 December 2029, the end of the five years fixed by the arrêté of 20 December 2024; and the undated outcome of the two propositions de loi whose examination is not complete, in the Assemblée nationale and in the Sénat. None of those dates translates mechanically into a fine, and none guarantees the opposite.
The financial stake lies in the length of the commitment rather than in the fine, which is not applied in 2026. A car classified Crit'Air 3 that is kept, or taken on rental beyond 2026, commits the company over several financial years, whereas the ability to drive in practice across 77 communes, where the ban is already enforceable, depends on penalties whose organisation is set for 1 January 2027 and on a legislative trade-off whose outcome is unknown. That asymmetry of duration is what justifies opening the subject now.
An electrically assisted bike does not replace every journey made by a company car. Single out those that take place in dense areas, over short distances, by a single person and without bulky luggage: meetings with clients or partners, trips between the company's sites or establishments, journeys on a campus. They are the only serious candidates for a pool bike; the commute between home and work is a matter for the company bike. Beyond that format, the car, electric included, or public transport remains the right answer, and we will tell you so.
The useful review is the one in January 2027, after 1 January 2027, which is also the displayed end of version of article L. 421-1 of the code des impositions sur les biens et services. Put it in the finance department's calendar on the same footing as a filing deadline. A fleet decision taken without a review date goes out of date without anyone noticing.
Wander SAS operates Wander Fleet and acts as an apporteur d'affaires, a business introducer, for Île-de-France businesses that equip their employees with pedal-assist electric company bikes or pool bikes. It acts neither as seller nor as maintainer of the vehicles. Where a fleet is financed through rental, the financing is provided by a société de crédit-bail, a finance-lease company separate from Wander: we present the file to lenders without being a party to the financing. Wander grants no financing, is neither a credit institution nor a financing company, is not an intermédiaire en opérations de banque et en services de paiement, the French regulated status of banking and payment-services intermediary, is not registered with ORIAS and gives no credit advice. Our role is limited to introduction, within the meaning of 2° of article R. 519-2 of the code monétaire et financier, the French monetary and financial code. Acceptance of the file, the term, the rate, the amount of the rental, the guarantees and the end-of-contract conditions are matters exclusively for the lender to which the application is made.
The lease calculator available on this site is a tool you operate yourself, from the assumptions you enter. It is neither an offer, nor a financing proposal, nor a quotation from Wander, and it binds no lender.
These elements rest on the sources cited and do not constitute legal advice, and Wander accepts no liability for how they are applied to any particular case: the situation of each vehicle and each journey must be checked with your own advisers. They will be corrected at the January 2027 review if the sources have changed.
No. The French Parliament voted to abolish them in the loi de simplification de la vie économique, but the Conseil constitutionnel struck that article down in its décision n° 2026-903 DC of 21 May 2026, for want of any link, even indirect, with the provisions of the original bill. The promulgated loi n° 2026-403 of 26 May 2026 therefore contains no provision on the zones à faibles émissions, and article L. 2213-4-1 of the code général des collectivités territoriales is unchanged since 25 August 2021. As the striking-down was purely procedural, a fresh attempt followed: the proposition de loi n° 2970 visant à abroger les zones à faibles émissions-mobilités, rejected in committee, was debated in plenary sitting on 8 October 2026 without a vote on the text as a whole, the debate having stopped at midnight. A proposition de loi seeking to remove the obligation to create such zones has also been pending before the Sénat since 12 March 2025.
Not for driving, as at 10 October 2026. The stage covering cars classified Crit'Air 3, 4, 5 and unclassified has been in force since 1 January 2025, Monday to Friday from 8am to 8pm excluding public holidays, across 77 communes including Paris. But the Métropole du Grand Paris has decided that no penalty will be applied from 1 January to 31 December 2026, checks being occasional and for information purposes only. The ban remains fully enforceable, and the Métropole states that the absence of a Crit'Air sticker is liable to a penalty even during this educational period. Driving a car in breach of the restrictions is a third-class offence (contravention de troisième classe), for which the fixed fine is 68 euros, but that penalty is not applied in 2026.
That is not certain. A text does exist: arrêté n° AP/2025/501 of 16 December 2025 amended article 14 of the arrêté of 20 December 2024 so as to instruct the competent authorities to organise penalties from 1 January 2027, instead of 1 January 2026. Organising penalties from a given date is not guaranteeing that they will be effective on that day. The recitals of that arrêté note that the public procurement contract run by the State for the automated enforcement equipment did not allow effective deployment in 2026, and this deadline has already been moved once by a mere arrêté. An investment decision must therefore be taken in the knowledge of that uncertainty, not on the promise of a date.
Yes. The zone à trafic limité of Paris Centre, in force since 5 November 2024, bans only through traffic, that is to say crossing the zone without stopping in it. Traffic with a destination in the zone remains authorised, and the Ville de Paris cites in particular people who work in the zone, customers of shops, professional visits and parking in a car park. No authorisation is required today, and according to the Ville's page updated on 28 September 2026, no fines are being issued. The Ville states that entering a reserved lane carries the fine for fourth-class offences (contraventions de 4e classe), namely 135 euros, and announces no end date for the educational phase.
It falls outside the scope of the zone rather than being exempt from it. Article 3 of the metropolitan arrêté exhaustively lists the categories concerned, all of which are motor vehicles of categories L, M and N within the meaning of the code de la route, from powered two-wheelers to buses and coaches, by way of cars. Cycles and cycles à pédalage assisté do not appear there, and the obligation to display the Crit'Air certificate applies only to the vehicles listed in that article 3. So this is an absence of mention, not an express exemption. The distinction has a practical consequence: we promise no permanent compliance, since what is not mentioned today could be mentioned tomorrow. Watch out too for the speed pedelec, whose assistance continues beyond 25 kilometres per hour, which is a registered category L1e vehicle and does fall within the scope of article 3, and for the cycle whose motor exceeds 0.25 kilowatt, which the code de la route also places in category L1e even if its assistance cuts off at 25 kilometres per hour.
The most concrete is parking. Since 1 October 2024, a combustion-engine car of more than 1.6 tonnes, or an electric car of more than 2 tonnes, pays as a visitor, unless covered by a residential or professional entitlement issued by the Ville de Paris, three times the rate for a light vehicle, namely 18 euros for one hour and 225 euros for six hours in arrondissements 1 to 11, and 12 euros for one hour and 150 euros for six hours in arrondissements 12 to 20, the forfait post-stationnement (post-parking charge) being equal to six hours of parking. On top of that come the Paris Respire closures, which affect more than twenty permanent sectors, mainly on Sundays, on days and at times specific to each perimeter: the rule has to be checked sector by sector. By contrast, the zone à trafic limité of Paris Centre bans only through traffic and is not enforced by fines, and the metropolitan zone à faibles émissions is not penalised in 2026.
Neither. Wander SAS is an apporteur d'affaires, a business introducer: where a fleet is financed through rental, the financing is provided by a société de crédit-bail, a finance-lease company separate from Wander, to which we present the file without being a party to the financing. Wander is not registered with ORIAS, is not an intermédiaire en opérations de banque et en services de paiement and gives no credit advice: we therefore do not quote a monthly payment for your company and we do not prejudge a lender's decision. What we do is a study of use and of equipment, then an introduction. The lease calculator on this site is a tool you operate yourself from your own assumptions; it is neither an offer nor a quotation issued by Wander.
Every figure is tied to its source and to the date on which we checked it. The texts change: if you spot a discrepancy, write to us and we will correct it.
Tell us about your journeys, your sites and your teams. That work is about use and about equipment, not about a financing structure. Wander SAS is an apporteur d'affaires and is not a party to the financing: if you wish to finance the fleet through rental, we present the file to sociétés de crédit-bail, what the market calls leasing companies, separate from Wander, which alone decide whether to accept it and set its terms. We quote no monthly payment for your company and we give no credit advice. Write to us to set up a first conversation.
Request a studyWander SAS acts as a business introducer and service partner. Financing is provided by a société de crédit-bail, what the market calls a leasing company, distinct from Wander: Wander is not the finance provider, is not a party to the financing contract, collects no funds and provides no banking or payment services intermediation.