Government subsidies/perks/mandates for EVs

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GCC:
Even with $8,000 tax credit extended, fuel-cell lease prices won't change, automakers say

https://www.greencarreports.com/new...cell-lease-prices-won-t-change-automakers-say


An $8,000 federal tax credit on qualifying hydrogen fuel-cell passenger vehicles has been extended through January 2022 though the latest economic stimulus bill passed by the U.S. Congress. The bill awaits signature by the outgoing President.

The tax credit, called the Fuel Cell Motor Vehicle Tax Credit, had been due to expire at the end of the month. It dates back to the George W. Bush administration and has been extended several times. It actually expired on December 31, 2017, but it was retroactively extended through December 31, 2020.

That, combined with the $4,500 rebate through the California CVRP, a program administered by CARB, helps ease the string of otherwise high sticker prices of the three fuel-cell passenger vehicles currently offered in the U.S.: the Hyundai Nexo, Honda Clarity Fuel Cell, and Toyota Mirai. . . .
 
GCC:
California ARB directs additional clean vehicle rebates to lower-income families

https://www.greencarcongress.com/2021/02/20210225-cvrp.html


. . . CVRP offers standard rebates of $1,000 to $4,500 for the purchase or lease of a new eligible plug-in hybrid or zero-emission vehicle. An additional $2,500 rebate is available to low- and moderate-income households at or below 400% of the federal poverty level.

CVRP set aside $25 million for the $2,500 increased rebates for low- and moderate-income households for Fiscal Year 2019-20. That allocation was exhausted on 5 February 2021. To continue support for new EV purchases and leases by low- and moderate-income car shoppers, CARB is dedicating an additional $25 million, or half of the remaining CVRP funds, to ensure that the $2,500 increased rebates remain funded into fall 2021.

According to data compiled by CVRP administrator Center for Sustainable Energy, the program has awarded 65,949 rebates to low- and moderate-income Californians and those living in disadvantaged and low-income communities over the past four years.

Since 2016, when CVRP instituted income caps for applicants and created increased rebates for lower income-qualified consumers, 34% of rebate funding, or $182.9 million, has gone to lower-income applicants and those living in disadvantaged communities. The percentage grew last year to 38%. . . .

To accelerate consumer EV adoption, CVRP also is expanding its Rebate Now program, which allows qualifying low- and moderate-income car shoppers to get their rebate at the showroom instead of waiting for a check in the mail. They can prequalify online, then use their rebate as a down payment at the point of sale or lease. CVRP Rebate Now has been available for three years in San Diego County as a pilot program and in April will extend into eight counties in the San Joaquin Valley, with a specific focus of providing rebates to lower-income car shoppers.

Low- and moderate-income consumers may also qualify for CARB’s other clean transportation equity programs, including Clean Cars 4 All, which offers up to $9,500 for scrapping an older car and replacing it with an EV, and the Clean Vehicle Assistance Program, which offers grants of up to $5,000 to pay for a plug-in EV and access to affordable financing. In November 2020, CARB also instituted the California Clean Fuel Reward program that offers all EV purchasers up to $1,500 off the vehicle cost at the point of sale.

Initiated in 2010, CVRP has awarded over 401,900 rebates totaling more than $918,396,700. Nearly 65% of all EVs on California roadways received a CVRP incentive.
 
GCC:
Government of Canada investing C$2.75B to electrify transit systems across the country

https://www.greencarcongress.com/2021/03/20210308-canada.html


The Government of Canada plans to provide C$2.75 billion (US$2.17 billion) in funding over five years, starting in 2021, to enhance public transit systems and switch them to cleaner electrical power, including supporting the purchase of zero-emission public transit and school buses.

This funding is part of an eight year, C$14.9-billion (US$11.77-billion) public transit investment recently outlined by Prime Minister Justin Trudeau, and will also support municipalities, transit authorities and school boards with transition planning, increase ambition on the electrification of transit systems, and deliver on the government’s commitment to help purchase 5,000 zero-emission buses over the next five years. . . .
 
BBC:
Backlash grows against cut to electric car grants

https://www-bbc-co-uk.cdn.ampprojec...errer=https://www.google.com&amp_tf=From %1$s


The Department for Transport will reduce the grant from £3,000 to £2,500 and restrict it to cars under £35,000. . . .

The government said that higher-priced vehicles are typically bought by drivers who can afford to switch to electric vehicles without a subsidy.

It said the changes will allow funding for the grant to go further.

Transport minister Rachel Maclean said: "We want as many people as possible to be able to make the switch to electric vehicles."

"The increasing choice of new vehicles, growing demand from customers, and rapidly rising number of chargepoints means that while the level of funding remains as high as ever, given soaring demand, we are re-focusing our vehicle grants on the more affordable zero emission vehicles."

The government will also alter how it calculates the plug-in van grant, and change the eligibility for the grant to vehicles that are able to travel for 60 miles without any emissions. . . .

With the government now planning to ban the sale of new non-hybrid petrol and diesel cars from 2030, it seems to be relying less on incentives and more on compulsion to bring about change.

Less carrot and more stick.

But the industry believes this approach is wrong and that reducing the grant threatens to choke off the growth in electric car use, at a time when many other countries are offering much bigger subsidies.

Since 2018, the government has been narrowing the scope of the grant, bringing the level down in stages from £5,000 and tightening the eligibility criteria.

It said in 2018 that it wanted to gradually get rid of the grants. In March 2020, it extended the grant schemes for three years with £582m funding. . . .




A related story via GCR:
Report: Tesla lobbied for higher taxes on gas and diesel vehicles in the UK

https://www.greencarreports.com/new...er-taxes-on-gas-and-diesel-vehicles-in-the-uk


Tesla lobbied the United Kingdom government to raise taxes on gasoline and diesel cars in order to fund higher subsidies for electric cars, The Guardian reported Tuesday.

The automaker proposed both increased fuel taxes on gasoline and diesel, as well as a charge on internal-combustion car purchases, the paper reported, citing documents submitted to the government.

"Supporting zero-emissions vehicle uptake via mechanisms to make new fossil-fueled cars pay for the damage they cause is entirely reasonable and logical," Tesla wrote in the documents, dated last July.

Tesla said £3,000 (about $4,200 at the time of writing) grants for electric cars would be "revenue neutral," provided the government also brought in £49 ($68) per gasoline and diesel car sold in the U.K., based on 2019 sales figures. That would have to rise to £750 ($1,050) per gasoline and diesel car once EVs reached 20% market share, Tesla said.

The automaker also argued for a zero-emission vehicle mandate similar to what's already in place in its home state of California, the report said. Both the UK and California are moving to end sales of new internal-combustion vehicles by 2035. . . .
 
A long way from becoming a reality, via IEVS:
Can Democrats Actually Work To Replace All U.S. Gas Cars With EVs?

https://insideevs.com/news/495210/deomcrat-leaders-ev-initiatives-potential/


Senate Majority Leader Schumer is determined to try, and potential is greater with the new Democratic administration and majority. . . .

However, it's likely to be a very tough road forward.

As Teslarati recently reported, Senate Majority Leader Chuck Schumer is a big advocate for accelerating the transition to EVs. In fact, he wants to go so far as to add a proposal to President Biden's infrastructure bill. The Schumer plan would work to replace all gas cars in the U.S. with electric cars.

Keep in mind, Schumer has been suggesting this proposal for years. However, something like this would never pass with a Republican president and majority. Sadly, it may be considerably difficult to pass even with Democratic control, however, the chances of success are much more promising. Schumer told The Verge in an interview (via Teslarati):

“It’s a bold new plan designed to accelerate America’s transition to all electric vehicles on the road, to developing a charging infrastructure, and to grow American jobs through clean manufacturing. And the ultimate goal is to have every car manufactured in America be electric by 2030, and every car on the road be clean by 2040."

How exactly would this plan work?
Schumer says people who trade in a gas car for an electric vehicle would be eligible for a discount. More importantly, the incentive would be available at the point of sale, rather than some time later as a tax credit. A person familiar with the matter said these discounts would be larger than the current $7,500 U.S. federal EV tax credit.

Schumer also wants to offer incentives to automakers who opt in to phase out gas cars. These would include direct financial support and tax incentives for the installation of charging infrastructure, not only for automakers, but also for property owners and local governments.

There are still few details about the official plan, though Schumer did reveal that the estimated government cost is $454 billion over the next 10 years.


Look, up in the sky! It's a bird! It's a plane! It's Pie!
 
National parks to offer free parking for eco-cars
https://www3.nhk.or.jp/nhkworld/en/news/20210328_01/
"Officials say the free parking will be available for electric and fuel cell vehicles at 16 parking lots in 10 national parks and two national gardens."
 
All GCC:
CARB to consider approving Clean Miles Standard for TNCs at May meeting; 90% eVMT, 0 gCO2/PMT by 2030

https://www.greencarcongress.com/2021/03/20210331-cms.html


The California Air Resources Board (ARB) will conduct a public hearing on 20 May to consider approving for adoption of the proposed Clean Miles Standard—the first proposed regulation to address environmental requirements for ride-hailing services specifically. (Earlier post.)

California’s Clean Miles Standard and Incentive Program of 2018 (SB 1014) directs CARB to . . . place environmental requirements on transportation network companies (TNCs) in California.

The specific requirements proposed in this regulation are two targets: an electrification target in the metric of percent eVMT and a GHG emission target in the metric of grams of CO2 per passenger-mile-traveled (g CO2/PMT).

The electrification and GHG targets start in 2023 at 2% eVMT and 252 g CO2/PMT, respectively, and slowly increase in stringency to 90% eVMT and 0 g CO2/PMT in 2030.

Electrification targets can only be met with electric miles driven with passengers in the car using a battery electric vehicle (BEV) or a fuel-cell electric vehicle (FCEV).

TNCs have several options for reducing company-wide GHG emissions to comply with the annual targets. These include improving fleet-wide fuel efficiency; reducing VMT by increasing shared rides; reducing VMT by reducing deadhead miles; and earning CO2 credits by investing in active transportation infrastructure, or by providing integrated fare services to connect riders to mass transit.

The proposed regulation also includes requirements for annual data submittals, annual compliance reports, and biennial compliance plans. . . .

Cumulative statewide emission reductions from the proposed regulation from 2023–2031 are estimated to be 93.21 tons PM2.5, 298.03 tons NOx and 1.81 million metric tons (MMT) CO2. In addition, the proposed regulation is estimated to result in a reduction of 0.36 MMT of CO2 in the year 2030, representing a 0.39% reduction in the light-duty fleet for that year. . . .



California Assemblymembers introduce bill phasing out gasoline-fueled small off-road engines

https://www.greencarcongress.com/2021/03/20210330-sore.html



Virginia becomes 15th Clean Cars state; LEV and ZEV program signed into law

https://www.greencarcongress.com/2021/03/20210330-virginia.html



UK announces up to $165M to support introduction of zero-emission buses

https://www.greencarcongress.com/2021/03/20210331-ukzebra.html
 
GCC:
Washington state legislature passes law establishing setting MY2030 target for 100% electric new LDV sales

https://www.greencarcongress.com/2021/04/20210416-washington.html


. . . Clean Cars 2030 passed as an amendment to E2SHB 1287, a bill mandating electric utility preparation for an all-EV future, with a vote of 25-23 in the Senate and 54-43 in the House. It now heads to Gov. Jay Inslee’s desk for signature. . . .

The 2030 goal will take effect once a road usage charge, or equivalent fee or tax based on vehicle miles traveled, is in effect in the state with at least 75% of the registered passenger and light duty vehicles in the state participating.

The target will be in effect for all publicly owned and privately owned passenger and light duty vehicles of MY2030 or later that are sold, purchased, or registered in Washington state.

The legislation defines “electric vehicles” as vehicles that use energy stored in rechargeable battery packs or in hydrogen and which rely solely on electric motors for propulsion. . . .


I wonder if they've also passed laws mandating all new housing must be built with charging facilities, and landlords of all existing housing must retrofit them with charging by such and such a date, along with money to pay for it as well as the necessary public charging/H2 stations? California has passed various laws towards those ends to meet our proposed 2035 ICE ban, although they don't go far enough. Anybody, Dave, Wet, have any more info on what Washington has done along those lines?
 
New law reduces sales tax on hydrogen vehicle purchases in Washington

https://mynorthwest-com.cdn.ampproj...romotes-hydrogen-powered-vehicles-washington/


A bill to promote hydrogen-powered vehicles is now a state law.

“Giving residents more access to purchase greener vehicles is one more way we can work together to lower greenhouse gas impacts across the state,” Gov. Inslee said, as he signed the bill.

Senator Brad Hawkins sponsored the bill, SB 5000, which creates an eight-year statewide pilot project for the reduction of sales tax on purchases of fuel-cell electric vehicles. . . .

Hawkins’ hydrogen vehicle legislation had bipartisan support and nearly 30 co-sponsors. It passed the Senate 49-0 in March and the House of Representatives 93-4 on April 10.

In 2019, the state Legislature approved another bill sponsored by Hawkins that authorizes public utility districts to produce and sell “renewable hydrogen. . . .”

The Douglas County Public Utility District plans to use its surplus hydropower to do just that, creating renewable hydrogen from excess renewable hydropower and possibly building hydrogen fueling stations. The PUD’s hydrogen production facility near East Wenatchee is expected to be completed toward the end of this year.

The bill also extends an exemption on vehicle sales tax that those who purchase traditional electric vehicles receive, which Hawkins says will help establish parity between fuel-cell electric vehicles and plug-in electrics.

With the first hydrogen-fueling stations in Washington expected to be operational by 2022, the legislation will allow a total of 650 vehicles to receive a 50% sales tax exemption in fiscal years 2023 through 2029.

Hydrogen vehicles are newer to the market, but have shown promise in how quickly they refuel and the limited amount of infrastructure needed to get fuel to stations.
 
GCC:
New York State adjusts EV rebate program, adds $30M

https://www.greencarcongress.com/2021/05/20210508-nyserda.html


. . . The program is changing so that more rebates can be distributed throughout the market, with some rebate ranges being lowered to allow more New Yorkers to take advantage of the incentives. The program incentive levels for consumers will change starting 30 June 2021.

These changes include updated rebate levels to incentivize EVs with longer all-electric ranges and EVs with a base Manufacturer Suggested Retail Price of less than $42,000.

There are an increasing number and variety of EV models available, with more than 50 models currently available in New York, and of those models, 15 have a range of more than 200 miles and are eligible for the rebate.

Eligible vehicles under the Drive Clean Rebate include all-electric cars, plug-in hybrid electric cars, and fuel-cell-electric cars.

New rebate levels as of 30 June 2021 will be:

EV Range/Price Rebate
200 miles or more $2,000
40 - 199 miles $1,000
<40 miles $500
MSRP >$42,000 $500. . . .

New York State is also investing in the rapid build-out of its charging infrastructure with more than 7,000 charging stations currently installed statewide. The Charge Ready NY program provides $4,000 per charging port with an additional $500 per port for stations installed in disadvantaged communities and can be combined with New York State’s 50% tax credit for charging station installation to boost savings.

The additional Drive Clean Rebate funding comes from revenue generated through the Regional Greenhouse Gas Initiative. . . .
 
California ban on gas-powered cars would rewrite plug-in hybrid rules

https://www-cnet-com.cdn.ampproject...ia-ban-gas-powered-cars-plug-in-hybrid-rules/


It seems plug-in hybrids have already started to fall out of favor with automakers as a potential zero-emissions vehicle solution, but they could become crucial to meet California's plan to end the sale of new cars powered by fossil fuels by 2035. Last week, the California Air Resources Board provided the first details of how it hopes to achieve this goal, and chief among the deets is a major rewrite of plug-in hybrid rules.

These changes come in the overarching way the state plans to achieve 100% zero-emission new car sales. As of now, California wants to implement an 80-20 mix where 80% of new cars sold will be totally electric or hydrogen-powered, and 20% may still feature a plug-in hybrid powertrain. Essentially, automakers will still be able to plop an engine under the hood come 2035.

However, PHEVs will need to follow far more stringent definitions of the powertrain. California wants any plug-in hybrid to achieve 50 miles of all-electric range to meet the categorization -- a huge ask. Only two plug-in hybrids in recent years meet that criteria: the Chevrolet Volt (no longer on sale) and the Polestar 1 (soon to exit production). To achieve such a lofty range, automakers need to fit larger batteries, and when you're talking about a big battery and an internal-combustion engine, things get complex (and costly) quickly.

But, that's not all the state will need. Future PHEVs to qualify under these regulations will need to be capable of driving under only electric power throughout their charged range. So, no software to flick on the engine for a few moments to recoup some lost energy. While these regulations would actually benefit drivers to shift PHEVs away from "compliance cars" to something far more usable, the complexities may just turn automakers to focus exclusively on EVs.

It all remains to be seen, however since the plans remain open for public comment until June 11 of this year. After that, the board will vote and
detail a full proposal later this year. We may also see updated and more stringent federal regulations influence the state's decision. The Biden administration will present new regulations by this July.
 
GCR:
Minnesota adopting California electric car rules, will bring more EVs to Midwest


https://www.greencarreports.com/new...tric-car-rules-will-bring-more-evs-to-midwest


Minnesota could be the latest state—and the first in the Midwest—to adopt California's emissions rules, requiring greater fuel efficiency than federal standards.

Proposed in 2019, tougher emissions rules achieved a major breakthrough this week when an administrative law judge ruled that the Minnesota Pollution Control Agency's rule-making process conformed to state law, removing one potential hurdle to adoption.

Dubbed Clean Cars Minnesota, the new rule would come into effect with the 2025 model year, but Republican lawmakers are working to slow down or halt the rule-making process, according to KARE 11 news.

Minnesota dealerships have opposed stricter emissions rules, claiming they will be saddled with unwanted electric cars. State lawmakers recently pushed for the adoption of a new tax on EVs to replace gas tax revenue.

Advocates, however, are enthusiastic about Clean Cars Minnesota precisely because it will prod automakers to bring more EVs to the state. Current estimates indicate the new emissions rules could eliminate 1 million tons of carbon emissions by 2030, the Sierra Club noted.

"For climate action, public health protection, and consumer choice, Minnesota becoming a clean cars state is a significant step with major benefits," Hieu Le, a representative of the Sierra Club's Clean Transportation for All campaign, said in a statement. . . .

If Clean Cars Minnesota is enacted, Minnesota would be the 15th state (plus the District of Columbia) to follow California's stricter emissions rules.

Meanwhile, California just last week announced a plan for vehicle emissions that includes new EV targets and would go into effect starting in 2026. . . .
 
You will get no complaints from me if a

Volt
ImpaVolt
Voltruk
Voltvan
Voltrax

End up on the market,
in places like I live with no public chargers and no superchargers have decent plug in hybrid options is only a good thing.
 
GCC: See https://www.mynissanleaf.com/viewtopic.php?f=7&t=30678&start=60#p602669 for background:
Washington governor vetoes legislation mandating all-electric new LDV sales by 2030

https://www.greencarcongress.com/2021/05/20210514-inslee.html


. . . The Clean Cars 2030 package passed the legislature as an amendment to E2SHB 1287—a bill mandating electric utility preparation for an all-EV future. Governor Inslee signed the bulk of 1287, vetoing the Clean Cars amendment package due to its linking electrification to the implementation of a road usage charge program.

In his veto statement, Governor Inslee said

The Clean Cars 2030 package passed the legislature as an amendment to E2SHB 1287—a bill mandating electric utility preparation for an all-EV future. Governor Inslee signed the bulk of 1287, vetoing the Clean Cars amendment package due to its linking electrification to the implementation of a road usage charge program.

In his veto statement, Governor Inslee said:

Section 6 of the bill [the Clean Cars package] ties a very important goal of electrifying our transportation sector to the implementation of a road usage charge program. Transportation is our state’s greatest source of carbon emissions and we cannot afford to link an important goal like getting to 100% zero-emission vehicles to a separate policy that will take time to design and implement.

The Clean Cars 2030 legislation would have set a goal for the state that all publicly owned and privately owned passenger and light duty vehicles of model year 2030 or later that are sold, purchased, or registered in Washington state be electric vehicles—once the road usage charge (or tax based on vehicle miles traveled or equivalent charge) was in effect in the state with at least 75% of registered LDVs participating.

Matthew Metz, founder and co-executive director of Coltura, an organization that had championed Clean Cars 2030, said that Coltura will continue to work with the governor’s office to advance vehicle electrification policy in the state.

After the dust settles from this legislative session, we hope the governor will consider setting a goal by executive order for all new vehicles to be electric by 2030.

—Matthew Metz. . . .
 
The fastest way to get more people to buy electric vehicles

America’s EV charging station infrastructure is woefully lacking.

https://www-vox-com.cdn.ampproject....tric-vehicles-charging-station-infrastructure


. . . There are currently about 42,490 public charging EV stations in the US, counting Level 2 chargers (taking about an hour of charging for 10 to 20 miles of range), and DC Fast chargers (taking about 20 minutes of charging for 60 to 80 miles of range). In comparison, there are about 115,000 gas stations in the US, most of which have multiple pumps.

Biden’s plan would increase the number of charging stations more than tenfold by establishing grant and incentive programs for state and local governments and private companies to build 500,000 charging stations around America’s highways and in hard-to-reach communities by the year 2030. With a number of US carmakers pledging to go totally electric by 2035, that buildout could make EV charging ports as ubiquitous as gas pumps.

At the moment, there aren’t enough reliable charging stations to accommodate a sudden increase in EV usage. About 627,000 plug-in EVs were bought in 2019 and 2020, and demand is expected to increase — especially as carmakers phase out gas-powered cars.

“We’re so much better off than we were even five years ago ... but we still have a huge gap,” a Biden administration official told Vox. “This is an essential piece of the shift to EVs and it’s not going to happen on its own. . . .”

Getting EV charging stations to be as ubiquitous as gas stations would help change that, but it’s just one piece of the puzzle. Even more important is increasing the availability and access for home and work charging stations — where experts believe most people will ultimately charge their cars.

“Home charging is the most important; that’s where the highest number of charging [stations] will be needed,” said Scott Hardman, a researcher studying hybrids and EVs at the University of California Davis Institute of Transportation Studies. “It’s the cheapest; it’s the most convenient.”

In addition to building public charging stations, the Biden administration plans to propose expanding tax credits for private infrastructure for home EV chargers, giving people an incentive to install them. This is key, experts told me; making charging station access equitable — ensuring they are affordable and accessible — is as important as increasing the total number of charging stations. . . .

More rapid charging technology is being developed, but the vast majority of available public charging stations currently in the US are the more sluggish Level 2 chargers, which require far more time to get to a full charge. There are just 5,141 DC Fast chargers in the US, with big gaps in parts of the Midwest and Mountain West, according to the Energy Department’s map of charging stations.

“If your battery’s down to 20 percent, you’re going to have to stay plugged in for hours and hours,” said Ellen Hughes-Cromwick, the former chief global economist at Ford Motor Company, now a senior resident fellow at Third Way.

The lack of charging infrastructure can mean headaches for drivers going on road trips, who need to plan their route to hit available charging stations. An October 2020 poll from YouGov found that charging time, hassle of charging, and cost of charging at home were all top reasons buyers who were looking for a new car weren’t considering an electric vehicle. . . .

Competition and congestion around EV charging stations has gotten particularly bad in cities like San Francisco, where there’s a growing number of electric car drivers. (The places with the highest density of charging stations per 100,000 people are Vermont, California, Colorado, Hawaii, and Washington, DC.)

“In San Francisco, there’s a huge congestion problem, and there are simply not enough plugs for EVs in that metro area,” said Hughes-Cromwick. “There is congestion in areas where EV demand has flourished. If we don’t get going on this, we will have roadblocks, especially for longer trips. . . .”

Home charging may be the most convenient, but home charging is also typically relegated to higher-income people who can actually afford to charge from within their home. For lower-income people who don’t have a garage or a dedicated parking spot with easy access to a charger, the logistics of charging at home become much more complicated.

Just as policymakers are figuring out how to make EVs cheaper, experts told me that any expansion of charging stations needs to focus on how to make home charging more equitable and accessible for middle- and lower-income people.

One option is getting more charging stations on residential streets, powered by the same electrical lines for street lights. This was piloted in London in 2020, with a number of street lights converted. But this is a relatively small project, and it hasn’t been adopted widely yet in other countries. Another option is increasing the number of charging stations at people’s workplaces, giving them another place to charge while their car is parked for hours.

“Everyone parks their car somewhere at night; that’s where we need to get the charging to,” said Hardman. “We have to be careful it’s not just the privileged households that get the lower running costs.”

The Biden administration official told Vox that the president’s infrastructure plan is proposing an extended or expanded tax credit to expand private infrastructure like charging stations at home. . . .


There seems to be little hope of this passing, bar the Dems-only reconciliation route.

Given the size of the EV expansion desired, the vast majority of those 500k chargers need to be QCs, because with a need to replace and provide charging for 270 million cars, L2 is almost meaningless, even when you subtract the households that already can or can be easily modified to L2 at home. You still need to provide home/work L2 in addition to those 500k QCs.
 
GRA said:
a need to replace and provide charging for 270 million cars

How far in the future?

Electric car sales are doubling every 2-3 years, and will take a about a decade to be the majority of cars sold. Add about another decade to get to half of the cars on the road. Maybe a decade or even two before almost all cars are electric. Depending on the future of mass transportation, not clear to me at least that there will every be 270 million electric cars.

The issue isn't building charging right now for all the cars being electric 40 years from now, it is building more charging as more cars are on the road.
 
WetEV said:
GRA said:
a need to replace and provide charging for 270 million cars

How far in the future?

Electric car sales are doubling every 2-3 years, and will take a about a decade to be the majority of cars sold. Add about another decade to get to half of the cars on the road. Maybe a decade or even two before almost all cars are electric. Depending on the future of mass transportation, not clear to me at least that there will every be 270 million electric cars.

The issue isn't building charging right now for all the cars being electric 40 years from now, it is building more charging as more cars are on the road.


Consider that we sell an average of say 17 million LDVs in the U.S. each year. Last year 252,548 BEVs were sold in the U.S., so 500k L2s (over a period of several years) covers less than 2 years of sales if there's absolutely no increase, and we expect and need to see a big increase. If we take 130 million as the number of U.S. households in 2020 (estimated to be 132 million at end of 2021) and assume per the Plug-in America survey that 56% of them can charge at home (which probably means L1 without electrical work), that's 72.8 million, leaving 57.2 million who can't charge and who most need charging given where they're likely to live, and the higher pollution levels they face. As I wrote, 500k, if L2, is a drop in the bucket, given that each L2 is occupied for 8+ hours to fully charge a BEV (we'll assume going forward that all future BEV sales will have 1 week's range in routine use, and I'm ignoring PHEV usage).

OTOH, 500k QCs get's us up in the same order of magnitude as the number of gas pumps. Of course, it takes much longer to charge than it does to fill a tank, but at least there's room for significant expansion of numbers much more quickly than the decades before we can possibly retrofit every existing MUD and curbside space with L2. We have some idea of what curbside spaces cost, as Quebec just decided to subsidize 4500 dual curbside EVSEs:
"To support this important initiative, a grant program is being offered exclusively to municipalities, through which Hydro-Québec is providing financial assistance of up to $12,000 [CDN, about $9,928 U.S.) per standard charging station.

Charging stations must meet one of the following charging needs:

Overnight charging in neighborhoods where electric vehicle owners do not have access to private outdoor outlets
Daytime charging downtown and near shops

In addition, the municipality must allow access to the curbside station 24 hours a day, 365 days a year and offer free parking in front of the curbside station from 9 p.m. to 7 a.m."
https://insideevs.com/news/511091/quebec-4500-charging-points-coming/


Note that they only need to complete by 2028. We don't know if that covers the entire cost of the station; almost certainly not given the "financial assistance" statement, but let's assume that it does. As I've previously mentioned, the city of San Francisco alone has something over 200k curbside parking spaces, but let's call it 200k to make the math easy, and round the cost per EVSE up to $5,000 for the same reason (x2 per station = $10k). So, to cover every curbside parking space in San Francisco, that's $1 billion in current-year dollars. As San Francisco's annual budget for this (Covid) fiscal year is $13.7 billion, and is forecast to be $12.6 billion next fiscal year, as you can see we're talking an extremely hefty chunk of change even spread over a period of years, and that's for one wealthy U.S. city (with a very high take rate of PEVs).
 
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