In this episode of SOLUTRANS OnAIR, Florence Berthelot, general Delegate of the FNTR, and Alexis Giret, Director of the CNR, analyze the sharp rise in diesel prices and its immediate consequences on road freight transport. Record-breaking increases, pressure on company cash flow, and the limits of government measures: a cross-analysis to better understand the economic challenges currently impacting the sector.
Published on Apr 1,2026 at 11:53 AM | Updated on Apr 15,2026 at 8:36 AM
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Hervé Rebillon: The surge in diesel prices could push the road freight transport sector into an unprecedented crisis, particularly due to its impact on companies’ operating costs. The FNTR raised the alarm very early on. What is the current situation for transport companies?

 

Florence Berthelot (general Delegate of the FNTR): The situation is extremely difficult. We are already in the third week of crisis. The measures announced by the government appear largely insufficient to ease companies’ cash flow. Some businesses, already very fragile, no longer even have the means to pay for the fuel required to carry out their operations.

There is therefore strong concern across the sector, along with a certain level of frustration at not being heard despite the warnings we have been raising for several weeks.

 

 

Hervé Rebillon: Alexis Giret, as Director of the CNR, you monitor diesel price trends. Can we speak of a record increase today?

 

Alexis Giret (Director of the CNR): Yes, the increase has been extremely sharp since the beginning of March. The CNR has strengthened its monitoring by switching to weekly analysis in order to better track this high level of volatility.

In terms of price levels, we reached around €1.80 excluding VAT at the pump during the third week. This level has already been exceeded in the past, notably in 2022, when prices went above €2.

However, what is unprecedented today is the speed of the increase. We recorded a rise of 28.1% over two weeks, and 31% over three weeks. By comparison, during the Ukraine crisis—which was previously the highest increase—the rise was “only” 26.8% over two weeks.

This acceleration is unprecedented and has a direct impact on companies.

 

 

Hervé Rebillon: One of the first measures introduced in this tense context was the bi-monthly publication of diesel prices. Is this an appropriate response?

 

Alexis Giret: Yes, this measure responds to a request from industry professionals, supported by trade associations. The French Minister for Transport, Philippe Tabarot, asked the CNR to temporarily publish bi-monthly diesel indices.

The objective is to facilitate more frequent invoicing. Companies usually invoice on a monthly basis, but in a context of rapid price increases, this creates a significant cash flow gap. Being able to invoice mid-month allows companies to recover part of the additional costs more quickly. However, this still depends on each company’s contractual constraints.

Hervé Rebillon: Can the impact of this increase on transport operators’ operating costs be measured concretely?

Alexis Giret: Yes, we publish this data continuously. For example, over the first three weeks of March, the 31% increase in diesel prices at the pump directly translates into additional costs for transport operators.

For a 44-ton long-haul vehicle, this represents 7.6% of the total operating cost. In practical terms, based on national averages, this equates to approximately €1,100 in additional costs per truck per month. For a regional semi-trailer tractor, the additional cost is slightly lower, around €900 per month.

For a regional rigid truck, it is around €500. These figures reflect only the additional cost linked to the recent increase, not the total fuel cost. Transport operators can easily adapt these benchmarks to their own cost structures.

 

 

Hervé Rebillon: The FNTR has called for emergency measures. The government has announced, in particular, the postponement of social and tax charges. Is this sufficient?

 

Florence Berthelot: No, it is largely insufficient. These are only deferrals, not actual support measures. There is also talk of loans via Bpifrance, but it is legitimate to question the ability of already fragile companies to take on additional debt.

The government explains that it aims to support companies until they can pass on these additional costs through their invoices. However, in reality, payment terms mean that these increases will only be compensated, at best, by May. Companies need immediate cash flow. Moreover, we do not understand why other European countries, such as Spain or Italy, have implemented stronger direct support measures. This creates a distortion of competition to the detriment of French transport operators.

 

 

Hervé Rebillon: According to the FNTR, which measures should now be prioritized?

 

Florence Berthelot: All measures that can quickly support cash flow.For example, outstanding balances on fuel cards are becoming critical: limits are being reached, and transport operators are unable to provide the additional guarantees required. We had proposed a public guarantee for these outstanding amounts.

We have also called for measures already implemented during previous crises, such as short-time working schemes and the suspension of bank loan or leasing repayments. At this stage, these requests have not been accepted.

We are also calling for direct financial support. Today, anything that can effectively support cash flow is necessary.

Finally, there is a transparency issue regarding fuel prices. We still do not understand why bulk fuel prices are sometimes higher than those in professional stations, which are themselves more expensive than public stations. The controls that have been announced do not address these concerns.

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