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I believe the current approach to fostering EV adoption is a great one, with only minor improvements to be made to the existing EV incentives program. The following changes will help foster further adoption across a wider range of less-informed customers coming from the ICE world with no prior knowledge of EVs:

1) Reducing cost of long-range battery capacities greater than 60kWh by an additional $4,000 compared to the current $3,000 for 16kWh. Meaning a battery with a capacity of 60kWh would receive $7,000 total incentives for battery capacity alone. This should be restricted to zero-emission BEVs only — not PHEVs. This will achieve double benefits:

Firstly, it will reduce range anxiety as purchasers will be incentivised to acquire longer-ranged vehicles at time of purchase. Also driving purchasers towards proper zero-emission vehicles (BEVs) instead of gas utilizing PHEVs which may stay on the road for at least the next 10 years. This will accelerate our goals of reducing emissions.

Secondly, it will incentivise manufacturers to produce further BEVs and include larger batteries in their vehicles in order to target a much larger portion of the population as potential purchasers of zero-emmission BEVs. Also pushing manufacturers towards BEVs instead of PHEVs as this is where the demand will be.

2) Including van-sized service vehicle BEVs (sized like a typical Ford Transit van). These vehicles are the #1 most common work vehicle, owned by small businesses and large businesses alike. They make up a huge portion of the vehicles on the road and produce a large amount of emissions as they operate daily and continuously (in some cases). They also have a smaller expected lifetime than consumer vehicles and tend to be replaced slightly more often (<10years). Including BEV incentives for corporate owned work vans (not PHEVs), would once again allow companies and small businesses to make the switch to a lower-cost zero-emissions vehicle much more easily. Coupled with the significantly reduced cost of "fuel" (electricity compared to gas), the savings would be immense over the course of a vehicles life-time and make up for the initial cost of the battery. Once these types of vehicles being to take over the streets, they will become much more affordable and lower the cost to ownership on their own, without incentives. We do unfortunately need a push in this sector immediately in order to get both consumers and manufacturers interested in beginning this transition.

3) EV Educational programs should perhaps take a focus on high-school students. These students will more often than not already be operating a motor vehicle in some fashion and additionally be ready to purchase a vehicle in the next few years. Giving them the knowledge to understand why BEVs are such a great and more affordable option (when taking into account incentives, maintenance and cost of electricity vs. gas) will allow them to become near-future purchasers of BEVs and boost our adoption rates much further in the coming years.

4) Long-range charging stations should not be Level-2. The CHAdeMO chargers that Ontario is currently pushing around the province are great, however they lack the capability to truly enable long-distance driving for travel or road-trips. As batteries are increasing in capacity beyond even 50kWh, a level 2 charger takes too long to charge a vehicle for a truly long-distance trip. Level-3 enables 20-40 minute charges for vehicles up to 100kWh. Having these types of chargers in play prior to most vehicles achieving this battery capacity would further incentivise new owners to purchasing BEVs and it would greatly alleviate the range anxiety many new owners perceive.

Secondly, these chargers should be focused along highways, not necessarily within city limits. Most BEVs will be charged at home, and overnight. Many users will not rely on city-wide charging infrastructure in for their daily charge unless they live in restrictively prohibitive areas such as condo buildings or apartment complexes with unfriendly boards and landlords. Level-2 and Level-3 chargers are specifically focused at long-distance travellers and as destination charging points (where no alternatives exist — e.g. a hotel without a L1/L2 overnight charging station).

Thirdly, chargers should be built up along highway routes all around the province, not just in the south. Highways should especially include the northern parts such as highways 11, 17, etc… Having these would further incentivise those living in far away areas of the province, on farms and in remote communities to purchase BEVs without any range anxiety.

Additionally, incentives for charging stations with solar panels, which produce their own power (and more) should be further rewarded. These stations will prove invaluable in the instance of province-wide grid outages as we have previously experienced in the past. By generating their own power, they can continue to charge BEVs in the event of an outage during daylight hours.

Finally, all of the above incentives and points would allow for a much broader and much faster BEV migration from PHEV and gas vehicles. By working towards educating owners about the cost savings involved in owning a BEV — reduced maintenance & lower electricity costs — and by giving them options to charge anywhere in the province (maximum 50km distance to any L2 or L3 charger), we will further accelerate the adoption of BEVs as *primary* vehicles and reduce dependence on retaining a gas-powered secondary vehicles for long-range travel.

[Original Comment ID: 196537]