Link to Part 2 –评估EVS所谓的福利
加拿大联邦政府为机动车制造商设定了一系列目标，以便在销售轻型车辆（汽车，SUV和拾取卡车）中满足。零排放车辆，包括电池 - 电动，氢气 - 电池和插入式混合动力车辆，必须占2025，30％至2030至100％销售额的至少10％。
To meet these targets, the government has implemented several tax, subsidy, and regulatory measures. The media offer a seemingly endless series of articles claiming that the costs of electric vehicles are declining and sales rising so fast as to make the government’s targets attainable. Car buyers, when considering whether to buy an electric vehicle, consider the cost of owning and operating one compared to that of a car powered by an internal combustion engine (ICE). What the consumer cannot see is the economic costs to all of society. In fact, in Canada and other countries, there is virtually no aspect of electric vehicle production, purchase and use that does not receive some form of subsidy. In this article, I will demonstrate this using the information available from Canada and the United States.
•纳税人专门为eV的研发资助：美国的联邦研发资金是2016 - 2019年的13亿美元。
• The federal and Ontario governments have pledged a grant of $590 million to a Ford plant in Oakville to build EV’s.
• The federal government gives EV manufacturers $30 million per year in tax breaks.
• The Obama Administration gave U.S. $2.4 billion in grants to support the development of electric vehicles and batteries.
• Taxpayers provide very generous subsidies in the form of rebates and tax credits to purchasers of EVs; the Canadian government provides $5,000 per vehicle and the U.S. government provides a tax credit worth U.S. $7,500 per vehicle. Additional subsidies are provided for the installation of recharging stations in homes, apartment buildings and places of work.
•监管计划要求汽车必须达到的排放 - 强度水平，即公司可以通过购买来自EV制造商的“学分”来避免为不合规支付大量罚款;美国这些交叉补贴的总价值仅在2019年的11亿美元。
Who benefits from the taxpayer subsidies? According to studies in Canada and the United States, between 50% and 75% of the people who buy EVs would have done so without the subsidy. In the U.S., the vast majority of the subsidy provided by the federal Plug-in Electric Drive Motor Vehicle credit goes to the highest income earners, with the top 20% of income earners receiving 90% of the credit.
Proponents of electric vehicles sometimes claim that converting the entire light duty vehicle fleet to run on electricity will not increase the electricity generation and transportation costs to society. In fact, according to a study done by electrical engineer Kent Zehr, to provide the energy for complete conversion of the Canadian vehicle fleet would require more than 10,000 megawatts of additional electrical generation capacity, over five times the capacity that will be added by the Site C dam in British Columbia and the Muskrat Falls hydroelectric in Newfoundland combined. The costs of the additional generation capacity and transmission lines would be in the hundreds of billions of dollars if they could be built by 2040, which they cannot.
Robert Lyman是一名经济学家，拥有27年的经济体，作为加拿大联邦政府的分析师，政策顾问和经理，主要是在能源，运输和环境政策领域。他也是一个10年的外交官。随后，他作为私人顾问进行了私人顾问，为能源和运输问题进行了政策研究和分析，作为进驻委托政策研究小组的校长。他是科学友情的文章和报告的常见贡献者，基于卡尔加里的独立组织有关与气候变化有关的问题。他居住在加拿大渥太华。L竞技 .