The Imperative Implementation of Electric Vehicles

The Imperative Implementation of Electric Vehicles in British Columbia

Prepared by Oliver McCluskey

2The Imperative Implementation of Electric Vehicles in British Columbia

This policy brief will first offer a short history and outline of the electric vehicle industry. Further, it will serve to explain how British Columbia (BC) is damaging its economy by refusing to aid the growth of this industry. It will then introduce the current problem with electric vehicle incentives in BC. The brief will then discuss and compare what some Canadian provinces, as well as comparable foreign regions are doing to aid their electric vehicle markets. Within these comparisons the brief will make notice of where and why BC is ignoring potential benefits that other regions are taking advantage of. The brief will acknowledge some criticisms in offering incentives on purchases and address how these criticisms fit into the overall plan of implementing electric vehicle incentives. Finally the brief will make a policy recommendation that would help BC incorporate the electric vehicle industry into its economy and reap benefits from doing so.

1) The Electric Vehicle Market:

Electric vehicles once accounted for one third of all vehicles on American roadsi. However, this was in the early 1900’s. Since then electric vehicles were thought to have little use to the vast majority of the public. It was believed that their impracticalities (short range, long charge times, and high costs) outweighed their benefits (quiet, zero emissions, cheap to charge and maintain). It wasn’t until recently that electric vehicles have made a come back, sparked by environmental concern and the need to reduce carbon emissions. This was exemplified by two major events, the first being the release of the Toyota Prius in 1999. The Prius was the first mass produced hybrid electric vehicle, gaining attention due to its futuristic and environmental qualities. The second event came in 2006 when Elon Musk funded a fully electric car company, Tesla. This redefined electric vehicles. Tesla’s had a range of more that 200 miles and included all of the luxuries that were expected in a comparable gas powered vehicle. Due to the success of Tesla, major carmakers began to design their own electric vehicles, resulting in 23 different models on the market today.

Every electric vehicle has its own specific distinctions, yet they can all be charged using three different types of charging stations with varying levels and charging capacities.ii Level one chargers can take up to 20 hours to fully charge an electric vehicle. Level two chargers, currently the most popular, can fully charge an electric vehicle in 3 to 5 hours. Level three chargers, or ‘quick chargers’, are a recent development and are less common. They have the potential to fully charge an electric vehicle in less than an hour. As will be explained within the brief, charging costs are substantially lower than fuel cost which act to offset the initial high cost of and electric vehicle compared to a similar gas powered vehicle. Along with low charging costs, there are other forces acting to make electric vehicles a more affordable option.

McGill University | April 13 2015


.

Technology is increasing rapidly as firms continue to invest heavily in their research and development, allowing for decreasing sales prices. Prices will also decrease as the market grows. As the electric vehicle market grows economies of scale are expected to be realized, further decreasing prices. Beyond the actions of firms, governments can help establish the electric vehicle market by offering incentives to purchase these vehicles and extending the network of charging stations. By expanding these markets, governments can expect to experience positive economic and environmental consequences. The impact on the economy can be illustrated by the impact on employment Tesla has had in California. Tesla is now the largest auto employer in the state, and is continuing to expand its operations, creating jobs both locally and around the globe. Additionally, the transition from oil and gas to electricity will benefit any economy that does not rely upon oil and gas for its electricity generation. In terms of the environment, electric vehicles release no emissions; therefore they help a government attain their climate change goals. Many more benefits, which will be further explained, arise from encouraging the growth of the electric vehicle industry. BC is currently refusing to aid the electric vehicle market, thereby severely limiting the potential benefits derived from the electric vehicle industry.

2) The Dismal Situation In BC:

On December 1st 2011 Live Smart BC, an organization within the government of BC implemented a program titled ‘The Clean Energy Vehicle Project’ (CEV). This program was initiated to incentivize the residents of BC to purchase electric vehicles (EVs) and their accompanying charging stations. CEV offered rebates of up to $5000 for eligible vehicle purchases as well as rebates of up to $500 for eligible electric vehicle charging stations.iii CEV also funded the charging infrastructure deployment fund. This fund was established to aid communities and businesses increase their network of charging stations in order to increase the charging opportunities offered to electric vehicle owners. The amount of rebate offered to communities and businesses that built charging stations varied by the number of stations built, the type (level 2 versus level 3), and their location.iv This program funded 456 new chargers across the province.v The program was planned to run from December 1st 2011 to March 31st 2014 or until the funds had been depleted (14.3 million dollars). On February 14th 2014, Live Smart BC announced that the funds had been depleted and no further applications for rebates would be accepted.vi More than a year has passed during which the government of BC has refused to initiate a similar program. Without an established program, BC is failing to help the electric vehicle market develop and in doing so, is losing many potential benefits to its economy, environment, and population.

BC is the first jurisdiction in North America that has refused to continue offering rebates on electric vehicles after a program has been initiated. Electric vehicle sales within the province have dropped significantly since the



elimination of the CEV program.vii This decrease was realized despite the expansion of market leaders such as Tesla and BMW within the province. The cancelation of rebates for the purchase of electric vehicles plays a large role in the decrease of purchases. The standard electric vehicle (Nissan Leaf or Chevrolet Volt), costs approximately 25% more than a comparable gas powered vehicle.viii This rebate helped offset this pricing difference, allowing the middle class to potentially own electric vehicles. Another critical element of cutting the CEV program is the reduction in funding for charging stations. Without the appropriate number of accessible charging stations, potential buyers will be uncertain of their charging options forcing them to return to standard gas powered vehicles. Potential buyers of electric vehicles must foresee an expansion of charging stations in order to have confidence in their future charging capabilities. The lack of access to charging stations creates anxiety for electric vehicle owners, which is one of the reasons that investment in infrastructure is necessary for the electric vehicle market to expand.ix By failing to initiate a similar program to CEV, the government of BC is allowing the BC electric vehicle market to fall behind that of other provinces, as well as comparable states and countries. Maintaining this lack of policy will lead to many missed opportunities for the economy of BC.

3) Comparable regions:

The electric car industry in BC can be compared to many other regions. Other Canadian provinces are obvious choices and can offer insights into which policies are working in other regions of Canada. However, being a vast and diverse country, other provinces can only offer a limited amount of information on which BC can formulate a new policy. Therefore, other regions need to be explored. Once thought of as a leader in the electric vehicle industry, BC has been passed by a select few American states as well as entire countries, namely Norway. Comparing the situation in these regions with the one in BC enables a policy maker to make clear decisions based on experiences in comparable regions.

3.1) Canadian provinces:

A total of five provinces currently have programs in place to aid the electric vehicle market. These provinces are: Ontario, Quebec, Manitoba, Saskatchewan, and Prince Edward Island.x Among these five provinces, Ontario and Quebec are most comparable with BC and will therefore be used as benchmarks. These are the three most populated provincesxi all attempting to reduce their use of fossil fuels to meet their climate change goals, and the three make up 95% of electric vehicle sales in Canada.xii Quebec and Ontario offer large rebates for both electric vehicles and their charging stations. Quebec offers an $8000 rebate for an electric car and a $1000 rebate on an accompanying charging station.xiii On top of



.

this the government of Quebec offers businesses a $1000 rebate for level 1 or 2 charging stations installed in their business parking lot. Businesses who receive this rebate are then required to offer free charging to all of their employees.xiv Quebec aims to have installed 5000 public charging stations by 2017. Ontario offers $8500 for a new electric car and $1000 for an accompanying charging station.xv These rebates are offered to both individual consumers as well as businesses. While Ontario and Quebec continue to offer these large incentives, BC remains the province with the most extensive charging network, thanks to the initial CEV program, and although sales have slowed, the ratio of electric vehicle sales remains competitive with those in Quebec and Ontario.xvi Quebec currently has the highest fraction of electric vehicle sales and as of January 2014 had the highest number of EV’s on its roads at 2580. Ontario has slightly less than Quebec and BC had less than half of that at approximately 932.

Both Ontario and Quebec have decided to include the electric car industry into their long-term economic and environmental plans due to the potential long-term benefits. 99% of Quebec’s electricity is generated from hydropower within the province.xvii Meanwhile, all of its oil and gas needs to be imported. This large supply of domestically produced hydropower allows Hydro Quebec to sell its electricity at extremely low prices. In 2013 the average price per kWh in Montreal was 6.87 cents, the lowest price in Canada.xviii Since Quebec must import all of its oil and gas, the price for these energy sources are much higher. In Montreal the average gas price in 2013 was $1.35 a liter.xix The most popular electric vehicle in Canada, the Chevrolet Volt, uses approximately 30 kWh to travel 100 km.xx A comparable gas powered car uses 6.8 liters of gas per 100km. In Quebec price of driving an electric vehicle for 100 km is $2.20 compared to a price of $9.18 for a gas-powered car, a saving of $6.98 per 100km. If an average Quebecer in these cars drives 20000 km in a year, they will save $1396 on gas alone. BC Hydro estimates that drivers of electric vehicles in BC will save $1200 on transportation fuel annually.xxi Maintenance for electric vehicles is also cheaper. Electric vehicles do not require oil changes, fuel filters, spark plugs or many other small components that are vital for conventional vehicles. The absence these parts and services mean that electric vehicles are less expensive to operate, creating savings for a driver of an electric vehicle.xxii Over the long term these savings more than offset the initial high price of an electric vehicle, especially if the consumer has received a rebate for the purchase of the vehicle. Both individuals and the economy of Quebec benefit as drivers of electric cars save money on their transportation. A considerable portion of these savings is derived from reduced expenditure on imported gas. These electric vehicle drivers are likely to spend much of those savings within the domestic economy, increasing revenue for businesses within Quebec. This increase in expenditure upon



domestic goods acts to raise domestic income and therefore the standard of living. The increase in expenditure will allow for further expansion of businesses, which will create jobs thereby decreasing unemployment. The Quebec government has realized this and has thus made it a priority to increase the sales of electric vehicles. Investments in electric vehicles will act to aid the growth of Quebec’s economy in other ways as well.

As electric vehicles increase in popularity, demand for electricity will increase accordingly. This transition to electric vehicles will shift demand from oil imports to the domestic power company, Hydro Quebec. The increase in demand for electricity would encourage expansion within generation sectors such as hydropower and renewables. This expansion would increase employment in these industries, thereby lowering the provincial unemployment rate. Employment associated with the expansion of the electric vehicle market would include both blue and white-collar jobs. The expansion of generation industries would require engineers, construction workers, maintenance workers, as well as businessmen and businesswomen. Expansion of current infrastructure would create further jobs. More engineers and construction workers would be required to design new charging stations and maintain current stations. Employment would be further increase by the companies producing the cars. There is currently a two-month wait period for the delivery of most electric vehicles. The manufacturers of these vehicles cannot keep pace with current demand; however, they are hesitant to expand their production capabilities until the market has shown sufficient stability. Through government incentives BC could signal to manufacturers that a market exists for their product. This will entice the firms to increase production, thereby increasing their employment. Implementation of incentives would be beneficial to the province as a whole, and in turn further encourage electric vehicle purchases. This acts to retain even more money within the economy, further increasing the standard of living within Quebec. This will also act to increase employment.

The same arguments can be made for BC. BC generates 86% of its electricity from hydropower and must import all of its oil and gas.xxiii This makes for a strikingly similar situation to Quebec. As Quebec increases its sales of electric vehicles, it increases the long run savings rate of Quebec drivers, decreases its imports of oil and gas and increases its use of domestically produced hydropower. In doing so, it retains money domestically, increasing domestic income, employment, and the standard of living. BC could realize these benefits as well. As of today the number of electric vehicle purchases are too small to affect the imports of oil and gas. However, as the market grows it will have a significant impact upon these imports, improving the living standard in any region that imports its oil and gas and has made efforts to include electric



.

vehicles in its growth plan. By acting now, Quebec has put itself in a place to be able to fully enjoy these benefits. By failing to increase the sales of electric vehicles, BC has prolonged the amount of time it will take for electric vehicles to take over the market, thereby prolonging the benefits that will accompany the growth of this market.

Ontario’s energy is generated from many sources: 56.4% nuclear, 22.3% hydropower, 14.6% gas, and mixes of coal, wind, solar, and bioenergy comprising the remainder.xxiv The large supply of nuclear and hydropower will allow the economy of Ontario to benefit from the previously described domestic retention of spending. This will also enable Ontario to reduce its pollution, and achieve climate change goals. Ontario currently aims to reduce their greenhouse gas emissions by 15% of 1990 levels by 2020.xxv This is an ambitious goal. The government views electric vehicles as one of many solutions to reducing their emissions. Since the majority of their electricity is generated using low emission methods, nuclear and hydropower, electric vehicles will aid them achieve this goal. However, the current timeline does not allow for electric vehicles to make a substantial change to the situation in Ontario. For this reason, the government of Ontario has higher hopes that electric vehicles will help them achieve their longer-term goal of reducing their emissions by 80% below 1990 levels by 2050.xxvi By this time officials in Ontario hope that their incentives and rebates will have aided in the growth of the electric car market enough to make a substantial change.

Substantial change is also required for BC to reach its climate change goals. The government of BC plans to reduce emission by 33% between 2007 and 2020.xxvii It is estimated that the exhaust from vehicles account for one third of BC’s total emissions.xxviii While BC’s carbon tax may be efficient, it is not enough to reduce vehicle emissions to obtain the reduction goal. More action is needed to reduce the provinces emissions, and electric vehicles should be a part of this plan. Almost all of BC’s electricity is generated by hydropower, which makes running an electric vehicle extremely environmentally friendly. For example, driving an electric vehicle in Quebec, where all power is generated by hydropower, is estimated to reduce the car’s overall emissions by 99%.xxix These reductions have serious implications for actions on climate change. By ignoring this opportunity to reduce emissions, BC is missing out on an extremely efficient method to achieve its climate change goals. Although the short time horizon may not enable electric vehicles to make a substantial impact, they should be included to counter long-term climate change.

3.3) Norway



A rather staggering comparison can be made between BC and Norway. These two regions have very similar geography, as well as population. Both have emission reduction goals and are implementing policies that give them the opportunity to achieve these goals. Norway has invested an enormous amount into establishing an electric vehicle market that will help them attain their goals, while BC has failed to include electric vehicles in their policies. At the last estimate BC had 932 electric vehicles on the road while Norway had an outstanding 29000.xxx The difference is correlated to the policies that the Norwegian government has put in place to encourage sustainable transportation decisions. In Norway the purchase of electric vehicles are tax-free and the annual driving fee is reduced from $524 to $73. Additionally, drivers of electric vehicles enjoy free parking, free ferry rides, and free passage on pay to use highways. In total it is estimated that the driver of an electric car saves approximately $364 a month compared to a driver of a standard gas vehicle.xxxi The Norwegian government also puts the worries of electric car drivers to ease. They have installed 5195 recharging stations around the country, which means that there is no risk of running out of power without a charging station being close by.xxxii There are a total of 593 in BC. We must look at how and why the Norwegians are able to implement such policies while BC has failed to do so.

Norway’s policy is evidently an attempt to battle climate change. Norway aims to be carbon neutral by 2030.xxxiii As explained above, the government of BC plans to reduce emission by 33% between 2007 and 2020.xxxiv While BCs carbon tax may be efficient, it is not enough to reduce vehicle emissions to obtain the reduction goal. Zero emission electric vehicles offer an easy alternative option to aid in the reduction of green house gases. Other reasons exist for Norway’s expenditure upon electric vehicles. It is estimated that the average driver of an electric vehicle saves $2427 a year on maintenance, fuel, and government incentives.xxxv It can be safely assumed that a majority of these savings will be spent elsewhere in the economy. This leads to similar benefits such as growth in domestic businesses due to increased spending and increased employment from the expansion of domestic businesses that the economy in Quebec can expect to realize, which were explained above.

Norway’s incredible success has been driven by its incentives for driving an electric vehicle. However, one policy in particular has allowed for this success. Instead of offering a rebate on the purchase of an electric vehicle, the Norwegian government offers tax-free purchases on electric vehicles. The tax rate on vehicles purchased in Norway varies greatly depending upon the size, power, and efficiency of the vehicle. For example, a Tesla Model S sells for around 90,000 US dollars in Norway. A



.

vehicle of similar size and power would have a final purchase price of close to 300,000 US dollars after taxes had been included.xxxvi These tax incentives greatly affect the choices people are making when purchasing their vehicles. When one vehicle is comparable to another yet costs a third of the price the choice for most is easy. For comparison, a Tesla Model S is subject to a 15% tax rate in BC.xxxvii This would push the price of the Tesla from $90,000 to $103,500. A similar gas powered vehicle would be taxed at the same rate. Under the old CEV program the purchase of a Tesla would be eligible for a $5,000 rebate, reducing the overall price to $98,500. These savings are nowhere near the same as in Norway. The savings of $5,000 is much less compelling to a potential electric vehicle purchaser. The tax savings in Norway are almost sure to convince the consumer to buy an electric vehicle, however, if they are uncertain of the electric vehicle market in BC the rebate may not be enough to swing their decision. This policy is clearly one of the main reasons that Norway currently leads the world in electric vehicle purchases.

4) Addressing common criticisms

Many criticisms of electric vehicles exist. Many were appropriate in years past, however today very few hold validation. At the current rate of technological advances, soon there will no longer be a debate over whether or not electric vehicles are economically and socially viable.

4.1) Electric cars aren’t ‘green’

This is one of the main criticisms of electric vehicles. The argument goes as follows, “Electric cars create more emissions to build than standard vehicles and the electricity they use has its own carbon footprint. Together these factors negate any future emission reductions.” It is true that electric vehicles create more emissions while they are being constructed, however, their overall reduction on emissions is dependent upon how the electricity used to power the car is generated.xxxviii If the electricity used to power the car is produced using low emission methods such as hydropower, nuclear, or renewables, the emission savings over the life of the car are considerable.xxxix BC’s current use of hydropower means that electric vehicles can more than halve the emissions of gas-powered cars.xl

4.2) Charging times are too long

While level one chargers can take up to 20 hours to fully charge a vehicle, level two and 3 chargers have improved dramatically over recent years. A level two charger takes 3 to 5 hours to fully charge a vehicle, while level 3 chargers can charge a car in less than an hour. In BC the average car trip



is less than 30km.xli All electric vehicles currently on the market have a range well above that of 30km.xlii Charging should not be an issue for day-to-day car trips. The majority of electric vehicle owners are expected to charge their vehicle overnight, allowing for a full battery to start the day. With increased incentives for businesses, charging stations will become commonplace in the years to come, allowing employees to charge their vehicles while at work. Offering charging stations while working or sleeping mitigates the timely charging process. While engaging on long road trips, owners of electric vehicles must look to industry leader, Tesla. Tesla has installed ‘supercharging stations’ at strategic locations along commonly used highways. These stations are capable of fully charging a vehicle in 30 minutes and are located near shopping centers or other attractions to preoccupy the owner of the vehicle while it charges. These supercharging stations are only available to owners of Tesla, however, other major car firms are expected to follow Tesla’s lead and offer a similar service. The government of BC has planned to build 30 quick charge stations along the busiest highways in the province, making long road trips a possibility for all electric vehicles.xliii Technological advancement is also expected to reduce charge times in the future so this criticism may be obsolete in the near future.

4.3) Increases in the demand for electricity may cause blackouts:

Significant growth in the electric vehicle industry would be required to have enough cars on BC’s roads to cause a blackout. The majority of charging happens during off-peak times, so it is very unlikely to cause blackouts. Even if they were to be charged during peak hours they should not pose a threat for blackouts. For example, the Nissan Leaf draws approximately 3.3 kilowatts compared to a standard 4.4 kilowatts clothes dryer.xliv The hydropower market in BC has the potential to grow along with the electric vehicle market.xlv BC is currently an energy exporter; therefore, negating any political conflict, an energy shortage is not of immediate concern. BC could reduce its exports of electricity to meet domestic demand. Overall, blackouts caused by electric vehicles are of little concern in BC.

4.4) Rebates on electric vehicles only benefit the wealthy

As electric cars are more expensive than comparable gas powered vehicles, they are often not a viable option for the majority of the population. Electric cars are currently viewed as either an environmental enthusiast’s car or an upper class luxury. Although rebates can lower the cost of electric vehicles, they are often not enough to entice the middle class to purchase them over a more proven gas model. As it is tax money that is used to fund these rebate programs, some people criticize the program saying that middle class taxes are being used to help fund an



.

upper class luxury. This criticism may have some validity at this point in time. Yet those that make this criticism have a shortsighted horizon. A comparison can be made between electric cars and big screen TVs. Ten years ago only the rich could afford a big screen TV. However, as technology improved and economies of scale were realized, more and more people could afford a big screen TV. Today the majority of houses in BC contain at least one TV that 10 years ago would have been considered a luxury. Electric vehicles are the same in that the industry requires time to develop but once it has been developed the masses will be able to enjoy its products. The electric vehicle industry may not require rebates or other incentives to reach maturity. Yet, by failing to offer these incentives, governments are prolonging the previously mentioned benefits of having a fully functional electric car industry. Difficult as it may be in the present, the taxes used as rebates must not be viewed as funds for upper class luxuries but rather as long term investments for the benefit of the provincial economy and environment.

5) Policy recommendation

Throughout this brief it has been stated that BC is forfeiting benefits by refusing to offer incentives that will help the electric vehicle industry grow within the province. By comparing BC to other regions it is clear that the time for action is now. Many other regions view electric vehicles as the future of transportation and are investing heavily to support the industry until it is stable enough to be self-sufficient. BC once had this view but it has since been lost. A new policy must be established that both aids the electric vehicle market and is feasible for the government’s budget.

Norway’s incentive program, while achieving excellent results, is beyond BC’s budget. Norway plans to begin withdrawing its program after 50000 zero emission vehicles have been registered within its boarders. It is estimated that by the time this goal is achieved the Norwegian government will have spent $132 million on the program. This is approximately 0.045% of their annual revenue of $293 billion.xlvi BC’s annual revenue is approximately $45 billion making the Norwegian policies far out of reach. The government of BC can still learn from the policies implemented in Norway and adjust them to fit their specific needs. Quebec too offers insights on which policies have worked for them and how they plan on continuing their program within the Canadian political system.

5.1) The recommendation:

BC needs to restart their incentive program immediately in order to the revitalize the electric vehicle industry within BC. Rebates will take time to organize and administer. However, offering the use of the HOV



lanes, charging no tolls on highways and bridges to drivers of electric vehicles, and striking a deal with municipalities to offer free parking can be implemented quickly with few associated costs. Another simple incentive should be reduced ferry prices between Vancouver Island and the mainland. Reduced ferry prices would help to establish electric vehicles on Vancouver Island, which accounts for approximately 18% of the provinces population.

Although ideal, the tax incentive program that Norway has applied is out of the reach for the provincial government. It would not be feasible to implement such policy in terms of the provincial government, as illustrated by Quebec, a province already encouraging the use of electric vehicles. Quebec aims to have 300,000 electric vehicles on its roads by 2020. If it were to follow Norway’s tax plan it would cost the government approximately $12.1 billion.xlvii This is far out of the reach of the government of Quebec. BC should aim its program to achieve a realistic goal. Rebates are still the best option for BC to include in the overall plan. The original CEV program functioned well but could be improved upon. This program was funded with $14.3 million and lasted from December 31st 2011 to February 14th 2014. The budget needs to be increased to a similar ratio to that of Norway’s. This would mean $20 million for a five-year program. Rebates of $4000 to the purchaser of an electric vehicle should be awarded along with a $1000 rebate for an accompanying charging station. This would offer rebates to the first 4000 purchasers of a new electric vehicle. These rebates would help BC reach 5000 electric vehicles on its roads. While still a long way from Norway’s success, this number will offer the industry exposure that it requires to begin its self-sufficient future.

BC currently has over 550 level 2 charging stations as well as nine quick charge stations, similar to the supercharge stations that Tesla has developed. The government of BC has committed to spending 6 million to fund 450 provincial charging stations including 30 quick charge stations.xlviii These public charging stations need to be strategically located, offering ample access within cities and communities as well as along busy highways. These additional chargers will help to boost public confidence in the charging network. The added confidence will help to further increase electric vehicle sales. Currently, the majority of public charging stations are free to use.xlix They should remain free to use until 10,000 electric vehicles are registered in BC. The charge should then be $10 an hour for quick charge stations, and $2.50 an hour for level 2 charging stations. Quebec currently runs this fee system, which has had success so far. Quebec cannot offer free charging due to the larger rebates that it initially offers on purchases.



.

The province should continue to offer its other incentives (free parking, no tolls, reduced ferry prices, and use of HOV lanes) until electric vehicles total 10% of new vehicle sales within the province. The province averages 160,000 new car sales annually. This would require the incentives to remain in place until 16,000 new electric vehicles are sold every year. Although it may appear that it will take many years to achieve, the growth rate of sales in Canada have increased by 58% since January 2012.l This rate is expected to increase and the addition of electric vehicle incentives will help the rate of increase in BC. The impact of incentives can be exemplified in comparison to a region of similar vehicle sales to BC. Since the implementation of an incentive program along with a plan to expand its charging network, sales in this region have since doubled.li At a comparable rate of increase, BC would reach 10,000 electric vehicles in approximately six years.

This rate of increase would offer substantial benefits to the economy and environment of BC. The reduced expenditures upon imported gasoline and increased expenditures upon domestically produced Hydropower, along with the increased maintenance savings allows for growth within the provincial economy. BC’s environment will receive much needed help as well as the economy. The low emission system of BC’s hydropower means that electric vehicles will enable the provinces overall emissions to decrease significantly. Combined these benefits greatly outweigh the initial costs of the recommended program.

Endnotes


i The History of the Electric Car. (2014, September 15). Retrieved April 2, 2015, from Energy.Gov: http://energy.gov/articles/history-electric-carii Different Types of Charging. (n.d.). Retrieved March 29, 2015, from EV Solutions : http://evsolutions.avinc.com/electric_vehicles/new_way_to_refuel/different_ways_of_charging/iii Transportation, B. M. (2014, 02 01). Transportation Rebates and Incentives. Retrieved 01 20, 2015, from http://www.livesmartbc.ca/incentives/transportation/#scrapitiv Transportation, B. M. (2014, 02 01). Transportation Rebates and Incentives. Retrieved 01 20, 2015, from http://www.livesmartbc.ca/incentives/transportation/#scrapitv B.C.'s Electric Vehicle Charging Stations "Off to a Good Start". (n.d.). Retrieved April 2015, 2015, from Market Wired: http://www.marketwired.com/press-release/bcs-electric-vehicle-charging-stations-off-to-a-good-start-1954857.htmvi Transportation, B. M. (2014, 02 01). Transportation Rebates and Incentives. Retrieved 01 20, 2015, from http://www.livesmartbc.ca/incentives/transportation/#scrapitvii Cooper, S. (2014, October). Are electric cars still a part of B.C.’s green future? End of subsidies suggests not. Retrieved April 1, 2015, from The Province: Are electric cars still a part of B.C.’s green future? End of subsidies suggests notviiiChevrolet. (n.d.). Retrieved April 2015, from GM: www.gm.ca/gm/english/vehicles/chevrolet/?mkwid=goo_%7C_%5Baccount_name%5D_%7C_Chevrolet+-+OEM+-+EXA+-+GG+-+EN+-+PC_%7C_General_%7C_chevrolet# ix Korstrom, G. (2014, October 6). End of rebates puts electric car sales in slow lane. Business In Vancouver , 1.x Government Incentives. (n.d.). Retrieved March 28, 2015, from BCAA: electricvehicles.caa.ca/government-incentives/xi Population by Year. (2015, July). Retrieved March 28, 2015, from Statistics Canada: http://www.statcan.gc.ca/tables-tableaux/sum-som/l01/cst01/demo02a-eng.htmxii Stevens, M. (2013, December 9). 2013 EV Sales in Canada. Retrieved March 29, 2015, from Fleet Carma: http://www.fleetcarma.com/2013-ev-sales-in-canada-which-province-took-first-place-september/xiii Government, Q. (2014, 01 14). Discover Electric Vehicles . Retrieved 01 20, 2015, from http://vehiculeselectriques.gouv.qc.ca/english/xiv Charging. (n.d.). Retrieved March 29, 2015, from Running on Green Power : http://vehiculeselectriques.gouv.qc.ca/english/particuliers/recharge.aspxv About Electric Vehicles. (2015, February 26). Retrieved March 29, 2015, from Ministry of Transportation: http://www.mto.gov.on.ca/english/vehicles/electric/about-electric-vehicle.shtml (accessed March 29, 2015).xvi Stevens, M. (2014, March 4). EV Sales in Canada. Retrieved March 28th, 2015, from Fleet Carma: www.fleetcarma.com/canadian-electric-vehicle-sales-jan-2014-provincial-summary/ xvii Power Generation, Purchases and Exports. (n.d.). Retrieved March 29, 2015, from Hydro Quebec:

http://www.hydroquebec.com/sustainable-development/energy-environment/power-generation-purchases-exports.htmlxviii Quebec, H. (2013). Comparison of Electricity Prices in Major North American Cities. Hydro Quebec.xix 2013 Review of Gasoline Prices. (2014, February 7). Retrieved April 2, 2015, from CAA Quebec : https://www.caaquebec.com/en/news/press-releases/article/bilan-2013-des-prix-de-lessence-de-caa-quebec-lindustrie-empoche/xx Moloughney, T. (2014, April 17). How Much Does It Cost To Charge An Electric Car. Retrieved April 2, 2015, from Plug In America: http://www.pluginamerica.org/drivers-seat/how-much-does-it-cost-charge-electric-carxxi EVs in BC: A Few Facts . (n.d.). Retrieved April 2, 2015, from BC Hydro: www.bchydro.com/content/dam/BCHydro/customer-portal/graphics/info-charts-graphs/electric-vehicles-in-bc-facts-infographic.pdfxxiiDeMorro, C. (n.d.). Electric Vehicles 35% Cheaper To Maintain Than Comparable Cars. 2050 Report .xxiii Where Our Electricity Comes From. (n.d.). Retrieved April 5, 2015, from Energy BC: http://www.energybc.ca/map/bcenergymap.htmlxxivBruineman, M. (2014, February 13). Electricity - Ontario's Supply is A Diverse Mix of Sources. Retrieved April 5, 2015, from Power Stream: blog.powerstream.ca/2013/02/ontarios-electricity-supply-diverse-mix-sources/xxv Ontario Releases New Climate Change Discussion Paper. (2015, February 13). Retrieved April 5, 2015, from Davis LLP: www.davis.ca/blog/ontario-releases-new-climate-change-discussion-paper-highlights-carbon-pricing-options-climate-critical-priorities/xxvi Ontario Releases New Climate Change Discussion Paper. (2015, February 13). Retrieved April 5, 2015, from Davis LLP: www.davis.ca/blog/ontario-releases-new-climate-change-discussion-paper-highlights-carbon-pricing-options-climate-critical-priorities/xxvii Climate Action Legislation. (n.d.). Retrieved April 5, 2015, from Environment: http://www2.gov.bc.ca/gov/topic.page?id=60E1E7810BC145C6B6FC00EE31F41EC5xxviii Dauncey, G. (2014, 06 07). Britisch Columbia vs Norway: The Great Electric Vehicle Race . Retrieved 01 25, 2015, from http://www.bcsea.org/policy/norway-vs-british-columbia-great-electric-vehicle-racexxixCormier, A. Electric Vehicles: Part of Canada's Climate Change Solution. Electric Mobility Canada.xxx Registered Vehicles 2014. (n.d.). Retrieved April 5, 2015, from Statistics Norway: www.ssb.no/en/transport-og-reiseliv/statistikker/bilregxxxi Dauncey, G. (2014, 06 07). Britisch Columbia vs Norway: The Great Electric Vehicle Race . Retrieved 01 25, 2015, from http://www.bcsea.org/policy/norway-vs-british-columbia-great-electric-vehicle-racexxxii Dauncey, G. (2014, 06 07). Britisch Columbia vs Norway: The Great Electric Vehicle Race . Retrieved 01 25, 2015, from http://www.bcsea.org/policy/norway-vs-british-columbia-great-electric-vehicle-racexxxiii Climate Change . (n.d.). Retrieved April 5, 2015 , from Environment: http://www.environment.no/Goals-and-indicators/Goals-and-indicators/Climate-

change/xxxiv Making Progress on BCs Climate Action Plan . (n.d.). Retrieved April 5, 2015, from BC Climate Action Tool Kit: http://www.toolkit.bc.ca/Resource/Making-Progress-BC’s-Climate-Action-Planxxxv Dauncey, G. (2014, 06 07). Britisch Columbia vs Norway: The Great Electric Vehicle Race . Retrieved 01 25, 2015, from http://www.bcsea.org/policy/norway-vs-british-columbia-great-electric-vehicle-racexxxvi Loveday, E. (2014, April 10). Tax Exemptions in Norway Cut Tesla Model S Price in Half. Retrieved April 8, 2015, from Inside EVs: insideevs.com/tax-exemptions-in-norway-cut-tesla-model-s-price-in-halfxxxvii PST on Vehicles . (n.d.). Retrieved April 8, 2015, from Provincial Sales Tax www.sbr.gov.bc.ca/documents_library/bulletins/pst_308.pdfxxxviii Shades of Green: Electric Car's Carbon Emissions Around The Globe. (n.d.). Retrieved April 8, 2015, from Shrink Thant Footprint : shrinkthatfootprint.com/electric-car-emissionsxxxix Cormier, A. Electric Vehicles: Part of Canada's Climate Change Solution. Electric Mobility Canada.xl The 'Electric Cars Aren't Green' Myth Debunked. (n.d.). Retrieved April 8, 2015, from Shrink That Footprint: http://shrinkthatfootprint.com/electric-cars-greenxli EVs in BC: A Few Facts . (n.d.). Retrieved April 2, 2015, from BC Hydro: www.bchydro.com/content/dam/BCHydro/customer-portal/graphics/info-charts-graphs/electric-vehicles-in-bc-facts-infographic.pdfxlii Cars. (n.d.). Retrieved April 8, 2015, from Plugin Cars : http://www.plugincars.com/carsxliii BC Charging Infrastucture Guidelines . (n.d.). Retrieved April 10, 2015, from BC Hydro For Generations : http://www.bchydro.com/about/sustainability/climate_action/plugin_vehicles/charging___infrastructure.htmlxliv PEV Buying Guide. (n.d.). Retrieved April 10, 2015, from Drive Clean: driveclean.ca.gov/pev/xlv Large Hydro. (n.d.). Retrieved April 10, 2015, from Energy BC: www.energybc.ca/profiles/largehydro.htmlxlvi Dauncey, G. (2014, 06 07). Britisch Columbia vs Norway: The Great Electric Vehicle Race . Retrieved 01 25, 2015, from http://www.bcsea.org/policy/norway-vs-british-columbia-great-electric-vehicle-racexlvii Chassin, Y. (2014, November 27). Do We Need to Subsidize the Purchase of Electric Cars. Retrieved April 8, 2015, from Ideas for a More Proserous Society : http://mobi.iedm.org/51693-do-we-need-to-subsidize-the-purchase-of-electric-carsxlviiiB.C.'s Electric Vehicle Charging Stations "Off to a Good Start". (n.d.). Retrieved April 2015, 2015, from Market Wired: http://www.marketwired.com/press-release/bcs-electric-vehicle-charging-stations-off-to-a-good-start-1954857.htmxlixB.C.'s Electric Vehicle Charging Stations "Off to a Good Start". (n.d.). Retrieved April 2015, 2015, from Market Wired: http://www.marketwired.com/press-release/bcs-electric-vehicle-charging-stations-off-to-a-good-start-1954857.html Kinney, D. D. (n.d.). The State of Electric Vehicles in Canada. Retrieved April 08, 2015, from Green Energy Futures : http://www.greenenergyfutures.ca/episode/electric-vehicle-canada-update

li B.C.'s Electric Vehicle Charging Stations "Off to a Good Start". (n.d.). Retrieved April 2015, 2015, from Market Wired: http://www.marketwired.com/press-release/bcs-electric-vehicle-charging-stations-off-to-a-good-start-1954857.htm

Documents

The Imperative Implementation of Electric Vehicles