Q: What should the…

Q: What should the government tie the EV purchase incentives to (e.g., vehicle tailpipe GHG emissions, battery size, technology type, etc.) in order to support a significant growth in EV sales and GHG emissions reductions?

A: Ensuring a mix of the stated incentives is likely the best method to increasing EV sales and GHG emissions reductions. However, given limited fiscal flexibility, the focus should be on battery size. Unless an individual lives and works in a major urban center, there is little practicality in owning a battery electric vehicle. This is based on commuting patterns across Southern Ontario and the vast distances required for travel in northern and rural Ontario. Larger battery sizes expand adoption of battery electric vehicles across the province and reduce dependence on internal combustion engines.

Q: How should the government adjust the current 30 per cent MSRP incentive cap and the $3,000 cap on vehicles with an MSRP greater than $75,000 in order to promote EV sales and GHG emission reductions in a fiscally responsible manner (e.g. remove the cap?Relax the cap)?

A: In balancing fiscal responsibility with the promotion of EV sales, the cap should be relaxed but not removed. Given the state of the technology and relatively recent emergence on the market, EVs are considerably more expensive than traditional internal combustion engines. While most EVs are sedans or coupes, car manufacturers are expanding the number of models that use BEV and PHEV engines. As they expand to include SUVs, pick-up trucks etc.. the price (at least in the short term) will likely be in the $75,000 range. The $3000 cap may not be enough to persuade consumers that prefer these models to make the switch to EV. Additional research is likely required to determine the 'financial tipping point' in which different models of EVs are too cost prohibitive for wide-scale adoption.

Q: What program features (e.g., eligibility requirements, evaluation criteria, technical requirements) should be considered in a program to deploy charging stations at workplaces, multi-unit residential buildings, downtowns and town centres?

A: Some key program features for deploying charging stations in a variety of areas include distinct technical requirements for rural vs. urban areas and eligibility criteria considering traffic flows and proximity to other urban centres. Based on how the EVCO program has proceeded thus far, the type of charging station installed seems to already emphasize demography and geography. Level 3 stations are found in more remote locations and Level 2 stations are prevalent in large, downtown areas. Additional rounds of the EVCO program should continue to this pattern, with perhaps more emphasis on Level 3. This is even applicable for larger urban areas given the impracticality of having Level 2 stations attached to many services as a result of the length of time required to charge through these outlets. In terms of eligibility criteria for charger stations, traffic flows (both seasonal and year-round) should a key aspect of their deployment. Also, the number of charging stations will need to reflect not just traffic and population but distance between communities. For instance, in Northern Ontario there is huge distances between communities and larger 'service hubs' that people may need to visit on a regular basis. Depending on remoteness there may need to be additional charging stations to accommodate high demand as a result of frequent visits outside the home community.

[Original Comment ID: 196571]