1. Electric Vehicle…

1. Electric Vehicle Incentive Program (EVIP)

EV purchase incentives should be tied, at least in part, to battery size assuming that it is indicative of range of the vehicle. EV purchase incentives should not be tied to vehicle tailpipe emissions as that would only serve to encourage improvement in internal combustion engine (ICE) technology, which can be considered outdated at this stage. Also, give the VW scandal, reduced tailpipe emissions cannot be trusted to be an accurate reflection of vehicle efficiency.

I do not believe that there should be a $3,000 cap on EVs exceeding $75,000 but rather that the incentive should remain a percentage of the MSRP, eg) 30% but be capped at an MSRP of, for example, $50,000, or a $15,000 incentive.

I believe that the $3,000 cap on EVs with an MSRP of $75k+ comes across as a punitive, particularly given the range of the specific vehicles (Tesla Model S and X) that are affected by the cap. The government should want to increase the uptake of EVs in all markets, including the high end/luxury car market. I am agreeable that citizens should not subsidize the incentive for the entire purchase price of these vehicles, but capping the incentive at, eg) 30% of $50,000 balances it more fairly.

I believe that the incentive should have as its goal making EVs of a particular quality more competitive with their ICE counterparts. For example, the Nissan Leaf is a compact/sub-compact hatchback comparable to the Nissan Versa or Hyundai Accent, but significantly more expensive. The Chevy Volt is comparable to a Honda Accord, which retails for less than $25,000 vs, the Volt's $38,500. The 30% incentive brings it down to the level of the Accord, which makes it a reasonable alternative worth exploring for drivers.

In short, the goal of the incentive should be to make the price of an EV comparable to its competitors in size/trim such that drivers consider the EV on its merits as a competitor rather than focusing on its increased cost.

Highway HOV lanes that allow green vehicles with a lone driver are a good incentive for drivers. The Province should negotiate with Highway 407 ETR about reduced/subsidized fees for drivers of a green vehicle. I believe that the ability to avoid traffic is a greater incentive than just monetary rebates alone.

2. Electric Vehicle Chargers Ontario Program (EVCO)

There needs to be an incentive to private business owners, eg) employers and private parking lots, to install chargers. These incentives could take the form of tax rebates, which may require municipal involvement for property tax rebates.

The rebates can be based on the number of chargers as a percentage of parking spaces, for example. So if the recommended number of chargers is 5% of the available parking, a private downtown parking lot with 50 spaces should have at least 2 but up to 3 chargers installed. A shopping mall with 1,000 spaces should offer closer to 50. These types of businesses should be encouraged to place EV parking spots in prime locations near the doors, adjacent to handicap spaces. Businesses that reach the 5% target should be offered better rebates, but all installed chargers should have an incentive of some sort.

There can be two options for businesses with respect to installing chargers - purchase and installation of their own units or allowing a third party supplier, such as charge point, to install units and charge for the electricity. The business should be offered a lesser incentive for allowing a third party to install chargers, and a greater rebate for purchasing and installing their own. Tax rebates of some kind are likely to have the most impact for workplaces, condos, etc.

3. Education and Awareness

The biggest issue facing EVs is general lack of awareness and understanding of the public. Car manufacturers, Tesla aside, and dealers specifically, have a reduced incentive to market and sell EVs because they do not have the same opportunity for ongoing maintenance as they do with ICE vehicles. As such, drivers who purchase EVs tend to know what they want and often know more than the dealers. These are educated consumers and are in the minority. EV owners are often left with the task of educating the masses about the benefits of EVs and dispelling the myths.

My perception of EVs is high due to my own self-education. I also have a friend with an EV who was able to answer questions before we bought our Volt. The government has the ability to market EVs to the general public. Commercials telling citizens about the benefits and dispelling the myths would help increase awareness. Such an ad campaign can outline the ease of charging the vehicle at night for less than 9 cents a kw/h and that most driving is local and that range anxiety is unfounded for the most part. The government could collaborate with any of the EV advocacy groups that exist, eg) Plug n Drive. Owners of the vehicles can help create ads. Given that many owners are advocates for EVs there would be no shortage of volunteers.

With respect to increasing marketing by car companies and dealerships, I believe that there are a number of ways to do so.

The government should start by introducing an "ICE"carbon tax. Part of the tax should be downloaded to purchasers but part should be payable by the manufacturers. Manufacturers that do not offer an EV model for sale would have no way to avoid paying the tax. Those that do have an EV model for sale should be entitled to rebates on the tax based on their EV sales, which will encourage them to market their EVs and make them available at dealerships. All ICE vehicles sold should have a clearly labelled carbon tax attached that users can see and understand.

Overall, the Ontario government is doing a great job with the EVIP. My Volt would have been far too expensive without the rebate but because of the rebate, it was the logical choice for my family. We are relying on the rebate for the purchase of a fully electric Tesla Model 3.

[Original Comment ID: 196133]