Electric Vehicle Society

Hi Brent - we haven't met yet, but I've moved into the Barrie chapter realm and will want to get involved in the chapter - starting here by continuing the forum, thank you for kicking off.

1) $55k threshold - agree it will leave out some demographics and wean out some models that many would still consider 'gateway EVs' at the lower price points. That said, the UK has essentially abolished national EV rebates altogether now that their EVs as % of autosales have reached double-digits - while Canada reached 9.4% in Q3. I imagine the fed's idea is shifting incentives and (finite) funding to the automakers/manufacturing sectors to encourage lower-cost EVs come to market for everyone, rather than expand end-consumer incentives. To be honest, in order to participate in the explosion of EV growth in the US, with the IRA legislation, I'd argue industry-wide incentives are needed over end-consumer rebates (see #2). And subsidizing high-end EVs is the opposite of an tech adoption equity-play... just like subsidizing large electrified SUVs and large pickup trucks, is the opposite of an environmentally-friendly solution. Personal vehicles need to get smaller in general. The most eco-conscious subsidies would be for low-cost EVs in the smaller classes; lower-range EVs are underrated and serve a broader need than the public gives them credit. EVS will need to play a role in educating the masses on range.

TLDR: I'm not convinced consumer rebates will make or break EV adoption - if the right mix of relatively-affordable EV competition enter the Canadian market (ex. Equinox) there is already enough incentive and consumer demand for exponential growth. As long as EV supply remains constrained, we don't actually need EV rebates to drive up demand.
 
2) Yes - Canada need public and private investment in a domestic (defined as CAN + US) supply of EVs and EV batteries and critical minerals. I applaud the recent moves made by the Canadian gov't to lock-out Chinese investment in our critical metals markets since the webinar. And having come from the li-ion battery recycling space, Canada looks primed to play an outsized role in battery material mining, refining and recycling. A good space to watch, for sure!

3) 100% agree with you Brent. Public charging must be standardized, especially billing by time vs. kW delivered. There are charge network aggregators coming to market with mobile apps - hopefully more 'public charging passports' like Charge Hub (that actually work) will come to Canada. Still, 80% of charging by EV drivers is done at home, but that is among the current mix of EV owners (affluent residing in single-dwelling homes with access to home charging). As the Early-Majority start buying EVs at multi-unit dwellings and other living arrangements, reliance on Public Charging and demand for workplace charging will skyrocket. It only furthers the case for Public charging standards and regulation.

Regarding growing pains of the EV community and universal access:

on a recent trip the last week of October 2022 these are my thoughts.

1)We found access limitations for charging while towing a trailer.

2)We found many Tesla chargers of low Kw output in northern states extending our charging time.

3)We found challenge in finding the Tesla stations in mall parking lot locations even with the GPS. 

4)We found distance off I75 to charger locations at little longer than expected in most places.

In a growing industry of EV charging:  We were happy enough with the trip since we are retired and have the time needed but the above points for us are likely a concern when comparing to ICE vehicles driving time.

Here is my summary of our trip -For those interested in towing!

Last week my wife drove from Ontario to Florida, 2600km with our Model X (100kwh) towing an aluminum motorcycle trailer with a golf cart weighing under 1300 (590kg) pounds at average speeds of 100 km/h on the highway.

Maximum comfortable range in hills of Tn and Ky 225-250km

Out of 16 charging stations only 2 had the ability to charge without disconnecting the trailer but still blocked either the roadway or another charging space.
Very Inconvenient! Disconnecting the trailer at every charging station but saw some pull thru charging lanes being installed in London Ky. 

Our consumption was 2x that of normal consumption without towing. 

Average SC cost per Km was 17.4CDN cents, 

Average SC cost per KWh was 48.7 CDN cents

Some states we were only charged by the minute and some states we were only charged by the kilowatt hour and some states had a mix of both those ways of charging. All at Tesla Chargers.

As a comparison, 

Our previous ICE car got better milage costs pulling this combo.  With me following the Tesla X in my F350 diesel pulling 14,000 pounds (6363kg) had a towing cost of 33.7 CDN cents per km. 

When returning to Canada I will double tow with the diesel where allowed on the return to Canada, less hassle, more efficient and  1/2 the stops.

Being Green 99% of the year but having to follow the Tesla to unhook every 2.5-3hrs definitely is something I would prefer to not have to make.

In summary. Growth potential to be found in:

1)Better access for trailers to charging facilities. 
2)Closer proximity to interstates.
3)Higher Kw outputs

4)more charging stations for convenience of  EVs towing with range limitations due to loads. 

Anyone else have some thoughts on towing issues?