The state of New York has a new EV purchase incentive of up to $2,000 for eligible buyers of an all-electric vehicle, a plug-in hybrid EV, or a hydrogen fuel cell vehicle. Meanwhile in Minnesota, legislators have been considering an EV purchase incentive.
The CEO of the Freedom Foundation of Minnesota criticized EV purchase incentives as “a reverse Robin Hood scheme,” without the green tights, that takes money from the many (taxpayers) and subsidizes the purchases of the few (elites who buy EVs). How accurate is the assertion that the wealthy benefit the most from purchase incentives?
A free EV data tool from the New York State Energy Research and Development Authority can provide some insight. Developed with support from C2ES, EValuateNY gives users access to wide-ranging data sources from New York State’s EV market and allows easy comparisons of the factors that affect EV sales. You can find more about the tool in a previous blog post.
Our initial assessment shows that the EV market extends well beyond New York’s wealthiest counties. Using the U.S. Census Bureau’s data on median household income by county, we established three income brackets to compare wealth between counties. Next, we broke down EV registrations by county and income bracket from the beginning of the EV market (2010) to the most recent data in EValuateNY (2014). The results show that counties with high median incomes account for slightly less than half the state’s total EV registrations.
Figure 1: Distribution of EVs by Income Bracket and County (2010-2014)
Therefore, EVs are not solely purchased in high-income counties, though households with high incomes are found in each county. However, EV registrations in three high-income counties (Suffolk, Nassau, and Westchester) account for more than 43 percent of the state’s total registrations, but only about 22 percent of the population. Clearly, these high-income counties have a higher rate of EV registrations. To dive deeper, we used EValuateNY to plot the rate of EV purchases per 1,000 vehicle registrations by county and income level, shown in Figure 2. Using a rate of EV purchases helps eliminate other factors that may affect the data, such as population or the rate of vehicle ownership. We also added the total number of EV registrations as the size of the bubble representing each county.
Figure 2: Household Income with Rate of EV Purchases and EV Registrations by Income Bracket and County (2010-2014)
This chart indicates that income may have a positive effect on the rate of EV registrations. High-income counties’ rate of EV purchases per 1,000 vehicles is higher than the range of low-income counties. With some notable exceptions, it’s also higher than the range of medium-income counties.
EValuateNY helped establish two findings[i] about the effect of income in New York State’s EV market:
1. Counties with low and medium median incomes make up more than half of the market; and
2. Residents of high-income counties may be more likely to purchase an EV than residents of low- and medium-income counties.
So, does New York’s purchase incentive rob from the poor and give to the rich? This could not be entirely true, since more than half of all registered EVs are in low- and middle-income counties, and residents in these counties would arguably benefit more from $2,000 than residents from high-income communities. However, there may be some validity to the argument that on an individual basis, residents of high-income counties would benefit more from the purchase incentive because they may be more likely to buy an EV.
From a policy perspective, the purchase incentive is designed to promote EV deployment, reduce greenhouse gas emissions, and invest in the state’s economy. The program is not designed with any specific social equity goals, but New York legislators could address any potential wealth disparity by instituting an income cap, as California recently did.
The value of purchase incentives in spurring the EV market should not be lost in the discussion of income, though. A recent report by the Stockholm Environment Institute highlights the need to reduce EV price premiums as a means of encouraging consumer adoption. The effect of purchase incentives on state EV markets has been demonstrated over the past year after Georgia eliminated its $5,000 all-electric vehicle tax credit, and EV sales fell sharply.
New York State’s purchase incentive is a helpful tool for putting more electric vehicles on the roads. All New Yorkers, not only the wealthy, benefit from the reduced greenhouse gas emissions from having EVs using some of the least carbon-intensive electricity in the nation.
[i] The strength of any correlation is difficult to establish, as EValuateNY’s user interfaces are designed to provide high-level insights. A regression analysis that provides confidence intervals may be required to better understand the significance of income on counties’ rate of EV uptake. Users may conduct advanced analyses by directly accessing EValuateNY’s databases.
The Tesla Model 3 has surged onto electric vehicle (EV) scene, with more than 325,000 hopeful customers placing $1,000 deposits in less than a week.
Since all-electric vehicles can significantly reduce greenhouse gas emissions in the second largest emissions sector, greater interest in EVs could result in meaningful progress in addressing climate change. Looking past the initial wave of excitement, though, what does the Model 3 really mean to the EV market?
The Tesla Model 3 is a next-generation EV with a base price of $35,000 and an expected battery range of 215 miles. The vehicle is noteworthy because it reduces two primary barriers to EV adoption: price premium and range anxiety. Currently, all-electric vehicle models only allow prospective owners to reduce one of those barriers – you can choose between a relatively inexpensive vehicle with a limited range or an expensive luxury vehicle with a long range. The Chevy Bolt, which is slated for production in late 2016, will be the only vehicle with comparable range and performance when the Model 3 is released.
So how much of a game-changer is the Model 3?
Well, 325,000 deposits for a vehicle that will not begin production for another 18 months is surely an eye-opener, given that the number of deposits equals about two thirds of global EV sales for all of last year. Domestically, the leading all-electric model so far this year has been the Tesla Model S, accounting for just over 6,000 vehicles. So far this year, consumers have bought just over 15,000 all-electric vehicles that they could drive now, without an 18-month waiting period, which speaks volumes about the excitement for the Model 3.
Cities and states are deploying a wide variety of incentives to promote more adoption of electric vehicles to reduce emissions and improve our energy security.
Consumers in Houston can get a state subsidy for buying a new EV. In the Phoenix area, EV buyers get registration fees waived and single-occupant HOV lane access. EV drivers in Portland receive fewer city and state incentives, but benefit from more publicly available charging infrastructure.
EV incentives vary by the amount consumers can save, how the incentives are applied, and who is offering the incentive.
A new report sheds light on how the 25 largest U.S. cities stack up in promoting EV deployment. These cities together represent more than half of the public electric vehicle charging infrastructure in the U.S. and about two-thirds of new electric vehicle registrations.
The white paper published by the International Council on Clean Transportation with input from C2ES and C40 and support from the 11th Hour Project, catalogues data on policies and actions by state agencies, municipal agencies, and local utilities that promote EV sales and analyzes the benefits to consumers.
In the past six months, the price of gasoline in the United States has declined precipitously - from its June peak of $3.63 per gallon to less than $2 in some parts of the country now.
The effect this sharp price decline will ultimately have on greenhouse gas emissions is not yet known, but a reasonable estimate is that emissions will rise as less efficient cars and trucks become popular for the first time in years. Luckily for the climate, stronger federal fuel economy standards will mean that emissions from the transportation sector won’t rise nearly as much as they would have.
Using travel data from the U.S. Energy Information Administration (EIA), monthly vehicle sales data, and fuel economy calculations by Michael Sivak and Brandon Schoetle of the University of Michigan, we calculate that vehicles purchased in last five months will emit 7.8 million more metric tons of greenhouse gases than if car-buying habits before the gas price drop had continued. An average car emits about 43 metric tons of greenhouse gases over its useful life, so the additional emissions are about the same as putting 180,000 new cars and light trucks on the road.
The sudden plunge in gas prices can make it tempting to forget the lessons of the past.
Sales of electric vehicles (EVs) were up 25 percent last year, and automakers are looking to boost sales further in 2015 with new and updated models. Clearly, EVs have moved beyond their infancy. But continued growth in the EV market will require smart public and private strategies to expand charging infrastructure so motorists don’t have to worry about running out of juice.
Advancing the deployment of low-carbon vehicle technology, like EVs, is essential if we’re going to achieve meaningful emissions reductions from the transportation sector, which is responsible for 28 percent of U.S. greenhouse gases. Globally, the problem is more acute as the number of light-duty vehicles on the road is expected to double to more than 2 billion by 2050.
Automakers will begin introducing their second generation EVs beginning this month with the 2016 Chevy Volt. While sales will likely jump because of the incremental improvements from the first generation Volt, more time is likely needed for batteries to improve and charging infrastructure to be deployed.
Our work for the Washington State Legislature shows that new business models to foster private investment in charging infrastructure will be vital, but public sector policies and incentives will still be needed in the near term to keep the market growing.