France has activated the first dynamic inductive charging highway segment open to real-world traffic. On the A10, southwest of Paris, 1,5 kilometers of underground coils transmit wireless power to moving electric vehicles. The consortium led by VINCI Autoroutes recorded peak power outputs exceeding 300 kW and an average of 200 kW under optimal conditions.
The tests involved a 40-ton truck, a bus, a car, and a commercial vehicle, all equipped with compatible receivers. The data came from the independent laboratories of the Gustave Eiffel University and were presented at the 2025 National Astronomy Meeting of the Royal Astronomical Society.
How dynamic inductive charging works
The system is based on electromagnetic induction, the same principle that powers the wireless smartphone chargersCopper coils about a meter long are installed under the asphalt, at a depth of ten centimeters. When a vehicle equipped with a receiver passes over these coils, a magnetic field is generated that transfers energy from the road to the vehicle's battery. The process occurs in real time, while the vehicle is traveling at highway speeds. No cables, connectors, or charging stations are required. The driver continues driving normally while the battery recharges.
The configuration chosen for the A10 includes one-kilometer sections, each powered by a dedicated electrical system. The coils are sized and positioned to ensure continuous coupling between the infrastructure and the vehicle along the entire stretch. According to a study by Movyon conducted on the Italian A1 motorway, this architecture It would allow 57% of electric vehicles currently on the road to complete their journey without ever stopping to recharge at service stations.
The numbers of the French project
The data collected in the laboratories of theGustave Eiffel University They demonstrate performances that are close to those of traditional fast charging. The peak power recorded exceeds 300 kW, while the average is over 200 kW in optimal traffic conditions. These values are sufficient to compensate for the energy consumption of a heavy vehicle in motion, maintaining a stable or slightly increasing battery charge level while traveling on the electrified lane.
The experimental section of the A10 was chosen because it represents a strategic corridor for France: 87% of the country's passenger and freight traffic passes through this route. Even in a scenario of a massive shift to rail transport, projections indicate that 75% of trips will continue to use this artery until mid-century.
The choice reflects the desire to test the technology where it will really be needed.
Smaller batteries, longer battery life
Dynamic inductive charging could transform the economics of commercial electric vehicles. A long-distance electric truck currently requires several tons of battery pack to ensure sufficient range between charges. These batteries take up space, add to the payload, and significantly increase the vehicle's cost. If the highway provides power during the journey, the batteries can be sized for shorter distances, reducing weight and cost.
Mercedes is testing The ELF experimental vehicle features inductive charging systems along with ultra-fast technologies reaching 900 kW. The German manufacturer considers wireless charging particularly suitable for fleets, parking lots, and settings where ease of use justifies the investment in infrastructure.
Other projects in the world
France is not alone in this experiment. Germany is building a one-kilometer section of the A6 motorway in Bavaria, with work starting in summer 2025. This project also uses Electreon technology and is part of the E|MPOWER research program. Italy has already inaugurated in 2022 theArena of the Future on the A35 Brebemi motorway, a 1.050-meter loop where Stellantis and IVECO are testing inductive charging on cars, vans, and buses.
La Sweden The world's first public road with wireless charging for heavy vehicles is operating on the island of Gotland. In the United StatesDetroit has activated a road segment in the Corktown neighborhood, the first in the country. These projects share the goal of collecting data on reliability, operating costs, and integration with the existing electricity grid.
Inductive charging highways: efficiency and limitations of the technology
The efficiency of inductive charging systems for vehicles it stands between 85% and 90%, with peaks that reach 98% in the most advanced prototypes developed by the Chalmers University in Sweden. These values, as mentioned, they are close to those of traditional conductive charging with cable, reducing energy losses to acceptable levels for commercial applications.
There remain open questions. The installation cost is around 2 million euros per kilometer, according to estimates from leading industry players. Common standards for interoperability between vehicles from different manufacturers and systems installed by different suppliers are still lacking. Maintenance of underground infrastructure must be integrated with regular road resurfacing cycles. And it is necessary to assess how the national electricity grid can support the energy demand of hundreds of kilometers of electrified highways.
France has planned to extend its electric road system to nearly 5.000 kilometers by 2030 and to 9.000 kilometers by 2035. These are ambitious goals that require massive public investment and coordination between highway operators, technology providers, and vehicle manufacturers.
The A10 project serves to understand whether these numbers make economic sense or whether they should be scaled back.
Dynamic inductive charging remains a technology It promises to simplify heavy-duty electric mobility, eliminating range anxiety and reducing downtime for charging. The coming months of testing on the A10 will determine whether it can transition from a laboratory experiment to a national infrastructure.
As long as the coils keep transmitting power and the trucks keep rolling without stopping, the system works. The cost of implementing it on a large scale remains to be seen.
