How France aims to discourage buying of Chinese EVs


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France EV Bonus Eligibility Rules prioritize lifecycle carbon footprint, manufacturing emissions, battery sourcing, and transport impacts, reshaping electric car incentives and excluding many China-made EVs while aiming for WTO-compliant, low-emission industrial policy.

 

Key Points

France's EV bonus rules score lifecycle emissions to favor low-carbon models and limit incentives for China-made EVs.

✅ Scores energy, assembly, transport, and battery criteria

✅ Likely excludes China-made EVs with coal-heavy production

✅ Aims to align incentives with WTO-compliant climate goals

 

France has published new eligibility rules for electric car incentives to exclude EVs made in China, even though carmakers in Europe do not have more affordable rival models on the French market.


WHY IS FRANCE REVISING ITS EV BONUS ELIGIBILITY RULES?
The French government currently offers buyers a cash incentive of between 5,000 and 7,000 euros in cash for eligible models to get more electric cars on the road, at a total cost of 1 billion euros ($1.07 billion) per year.

However, in the absence of cheap European-made EVs, a third of all incentives are going to consumers buying EVs made in China, a French finance ministry source said. The trend has helped spur a Chinese EV push into Europe and a growing competitive gap with domestic producers.

The scheme will be revamped from Dec. 15 to take into account the carbon emitted in a model's manufacturing process.

President Emmanuel Macron and government ministers have made little secret that they want to make sure French state cash is not benefiting Chinese carmakers.


WHAT DO THE NEW RULES DO?
Under the new rules, car models will be scored against government-set thresholds for the amount of energy used to make their materials, in their assembly and transport to market, as well as what type of battery the vehicle has.

Because Chinese industry generally relies heavily on coal-generated electricity, the criteria are likely to put the bonus out of Chinese carmakers' reach.

The government, which is to publish in December the names of models meeting the new standards, says that the criteria are compliant with WTO rules because exemptions are allowed for health and environmental reasons, and similar Canada EV sales regulations are advancing as well.


WILL IT DO ANYTHING?
With Chinese cars estimated to cost 20% less than European-made competitors, the bonus could make a difference for vehicles with a price tag of less than 25,000 euros, amid an accelerating global transition to EVs that is reshaping price expectations.

But French car buyers will have to wait because Stellantis' (STLAM.MI) Slovakia-made e-C3 city car and Renault's (RENA.PA) France-made R5 are not due to hit the market until 2024.

Nonetheless, many EVs made in China will remain competitive even without the cash incentive, reflecting projections that within a decade many drivers could be in EVs.

With a starting price of 30,000 euros, SAIC group's (600104.SS) MG4 will be less expensive than Renault's equivalent Megane compact car, which starts at 38,000 euros - or 33,000 euros with a 5,000-euro incentive.

Since its 46,000-euro starting price is just below the 47,000-euro price threshold for the bonus, Tesla's (TSLA.O) Y model - one of the best selling electric vehicles in France - could in theory also be impacted by the new rules for vehicles made in China.

S&P Global Mobility analyst Lorraine Morard said that even if most Chinese cars are ineligible for the bonus they would probably get 7-8% of France's electric car market next year, even as the EU's EV share continues to rise, instead of 10% otherwise.

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Hitachi Energy to accelerate sustainable mobility in Germany's biggest city

Grid-eMotion Fleet Smart Charging enables BVG Berlin to electrify bus depots with compact grid-to-plug DC infrastructure, smart charging software, and high reliability, accelerating zero-emission electric buses, lower noise, and space-efficient e-mobility.

 

Key Points

Grid-to-plug DC charging for bus depots, with smart software to reliably power zero-emission electric bus fleets.

✅ Up to 60% less space and 40% less cabling than alternatives

✅ DC charging with smart scheduling for depot operations

✅ Scalable, grid-code compliant, low-noise, high reliability

 

Grid-eMotion Fleet smart charging solution to help the City of Berlin reach its goal of a zero-emission bus fleet by 2030

Dubai, UAE: Hitachi Energy has won an order from Berliner Verkehrsbe-triebe (BVG), Germany’s biggest municipal public transportation company, to supply its Grid-eMotionTM Fleet smart charging infrastructure to help BVG transition to sustainable mobility in Berlin, the country’s capital, where an electric flying ferry initiative underscores the city’s e-mobility momentum.

Hitachi Energy will provide a complete Grid-eMotion Fleet grid-to-plug charging infrastructure solution for the next two bus depots to be converted in the bus electrification program. Hitachi Energy’s solution offers the smallest footprint for both the connection, as well as low noise emissions and high reliability that support grid stability across operations – three key requirements for bus depots in a densely populated urban environment, where space is limited and flawless charging is vital to ensure buses run on time.

The solution comprises a connection to the distribution grid, where effective grid coordination streamlines integration, power distribution and DC charging infrastructure with charging points and smart charging systems. Hitachi Energy will perform the engineering and integrate, install and service the entire solution. The solution has a compact and robust design that requires less equipment than competing infrastructure, which results in a small footprint, lower operating and maintenance costs, and higher reliability. Typically, Grid-eMotion Fleet requires 60 percent less space and 40 percent less cabling than alternative charging systems; it also provides superior overall system reliability.

“We are delighted to help the City of Berlin in its transition to quiet and emission-free transportation and a sustainable energy future for the people of this iconic capital,” said Niklas Persson, Managing Director of Hitachi Energy’s Grid Integration business. “We feel the urgency and have the pioneering technology and commitment to advance sustainable mobility, thus improving the quality of life of millions of people.”

BVG operates Germany’s biggest city bus fleet of around 1,500 vehicles, which it aims to make completely electric and emission-free by 2030, and could benefit from vehicle-to-grid pilots to enhance flexibility. This requires the installation of charging infra-structure in its large network of bus depots.

About Grid-eMotion:

Grid-eMotion comprises two unique, innovative solutions – Fleet and Flash. Grid-eMotion Fleet is a grid-code compliant and space-saving grid-to-plug charging solution that can be in-stalled in new and existing bus depots. The charging solution can be scaled flexibly as the fleet gets bigger and greener. It includes a robust and compact grid connection and charging points, and is also available for commercial vehicle fleets, including last-mile delivery and heavy-duty trucks, as electric truck fleets scale up, requiring high power charging of several megawatts. Grid-eMotionTM Flash enables operators to flash-charge buses within seconds at passenger stops and fully recharge within minutes at the route terminus, without interrupting the bus schedule.

Both solutions are equipped with configurable smart charging digital platforms that can be em-bedded with larger fleet and energy management systems, enabling vehicle-to-grid capabilities for bidirectional charging. Additional offerings from Hitachi Energy for EV charging systems consist of e-meshTM energy management and optimization solutions and Lumada APM, EAM and FSM solutions, to help transportation operators make informed decisions that maximize their uptime and improve efficiency.

In the past few months alone, Hitachi Energy has won orders from customers and partners all over the world for its smart charging portfolio – a sign that Grid-eMotion is changing the e-mobility landscape for electric buses and commercial vehicles, as advances in energy storage and mobile charging bolster resilience. Grid-eMotion solutions are al-ready operating or under development in Australia, Canada, China, India, the Middle East, the United States and several countries in Europe.

 

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California allows electric school buses only from 2035

California Electric School Bus Mandate 2035 sets zero-emission requirements, outlines funding, state reimbursement, fleet electrification, infrastructure, and cost estimates, highlighting exemptions for frontier districts and alignment with clean transportation and climate policy goals.

 

Key Points

California's 2035 policy requires all new school buses be zero-emission, with funding and limited rural exemptions.

✅ Mandates zero-emission purchases for new school buses from 2035

✅ Estimates $5B transition cost with state reimbursement support

✅ Frontier districts may apply for 5-year extensions

 

California Governor Gavin Newsom has signed a new legislation requiring that from 2035, all newly ordered or contracted school buses must be zero-emission, a move aligned with California's push for expanded EV grid capacity statewide.

The state estimates that switching to electric school buses will cost around five billion dollars over the next decade, a projection reflecting electric bus challenges seen globally. That is because a diesel equivalent costs about 200,000 dollars less than a battery-electric version, as highlighted by critical analyses of California policy. And “the California Constitution requires the state to reimburse local agencies and school districts for certain costs mandated by the state.”

There are about 23,800 school buses on the road in California. About 500 are already electric, with conversion initiatives expected to expand the total, and 2,078 electric buses have been ordered.

There are – as always- exceptions to the rule. So-called “frontier districts,” which have less than 600 students or are in a county with a population density of less than ten persons per square mile, can file for a five-year extension, drawing on lessons from large electric bus fleets about route length and charging constraints. However, they must “reasonably demonstrate that a daily planned bus route for transporting pupils to and from school cannot be serviced through available zero-emission technology in 2035.”

Califonia is the fifth US state to mandate electric school buses, and jurisdictions like British Columbia are deploying electric school buses as well. Connecticut, Maryland, Maine, and New York implemented similar legislation, while California continues broader zero-emission freight adoption with Volvo VNR electric trucks entering service across the state.

 

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The underwater 'kites' generating electricity as they move

Faroe Islands Tidal Kites harness predictable ocean energy with underwater turbines by Minesto, flying figure-eight paths in fjords to amplify tidal power and deliver renewable electricity to SEV's grid near Vestmanna at megawatt scale.

 

Key Points

Subsea turbines that fly figure-eight paths to harvest tidal currents, delivering reliable renewable power to the grid.

✅ Figure-eight control amplifies speed vs. ambient current

✅ Predictable baseload complementing wind and hydro

✅ 1.2 MW Dragon-class units planned for Faroese fjords

 

Known as "sea dragons" or "tidal kites", they look like aircraft, but these are in fact high-tech tidal turbines, part of broader ocean and river power efforts generating electricity from the power of the ocean.

The two kites - with a five-metre (16ft) wingspan - move underwater in a figure-of-eight pattern, absorbing energy from the running tide. They are tethered to the fjord seabed by 40-metre metal cables.

Their movement is generated by the lift exerted by the water flow - just as a plane flies by the force of air flowing over its wings.

Other forms of tidal power use technology similar to terrestrial wind turbines, and emerging kite-based wind power shows the concept's versatility, but the kites are something different.

The moving "flight path" allows the kite to sweep a larger area at a speed several times greater than that of the underwater current. This, in turn, enables the machines to amplify the amount of energy generated by the water alone.

An on-board computer steers the kite into the prevailing current, then idles it at slack tide, maintaining a constant depth in the water column. If there were several kites working at once, the machines would be spaced far enough apart to avoid collisions.

The electricity is sent via the tethering cables to others on the seabed, and then to an onshore control station near the coastal town of Vestmanna.

The technology has been developed by Swedish engineering firm Minesto, founded back in 2007 as a spin-off from the country's plane manufacturer, Saab.

The two kites in the Faroe Islands have been contributing energy to Faroe's electricity company SEV, and the islands' national grid, on an experimental basis over the past year.

Each kite can produce enough electricity to power approximately 50 to 70 homes.

But according to Minesto chief executive, Martin Edlund, larger-scale beasts will enter the fjord in 2022.

"The new kites will have a 12-metre wingspan, and can each generate 1.2 megawatts of power [a megawatt is 1,000 kilowatts]," he says. "We believe an array of these Dragon-class kites will produce enough electricity to power half of the households in the Faroes."

The 17 inhabited Faroe islands are an autonomous territory of Denmark. Located halfway between Shetland and Iceland, in a region where U.K. wind lessons resonate, they are home to just over 50,000 people.

Known for their high winds, persistent rainfall and rough seas, the islands have never been an easy place to live. Fishing is the primary industry, accounting for more than 90% of all exports.

The hope for the underwater kites is that they will help the Faroe Islands achieve its target of net-zero emission energy generation by 2030, with advances in wave energy complementing tidal resources along the way.

While hydro-electric power currently contributes around 40% of the islands' energy needs, wind power contributes around 12% and fossil fuels - in the form of diesel imported by sea - still account for almost half.

Mr Edlund says that the kites will be a particularly useful back-up when the weather is calm. "We had an unusual summer in 2021 in Faroes, with about two months with virtually no wind," he says.

"In an island location there is no possibility of bringing in power connections from another country, and tidal energy for remote communities can help, when supplies run low. The tidal motion is almost perpetual, and we see it as a crucial addition to the net zero goals of the next decade."

Minesto has also been testing its kites in Northern Ireland and Wales, where offshore wind in the UK is powering rapid growth, and it plans to install a farm off the coast of Anglesey, plus projects in Taiwan and Florida.

The Faroe Islands' drive towards more environmental sustainability extends to its wider business community, with surging offshore wind investment providing global momentum. The locals have formed a new umbrella organisation - Burðardygt Vinnulív (Faroese Business Sustainability Initiative).

It currently has 12 high-profile members - key players in local business sectors such as hotels, energy, salmon farming, banking and shipping.

The initiative's chief executive - Ana Holden-Peters - believes the strong tradition of working collaboratively in the islands has spurred on the process. "These businesses have committed to sustainability goals which will be independently assessed," she says.

"Our members are asking how they can make a positive contribution to the national effort. When people here take on a new idea, the small scale of our society means it can progress very rapidly."

One of the islands' main salmon exporters - Hiddenfjord - is also doing its bit, by ceasing the air freighting of its fresh fish. Thought to be a global first for the Atlantic salmon industry, it is now exporting solely via sea cargo instead.

According to the firm's managing director Atli Gregersen this will reduce its transportation CO2 emissions by more than 90%. However it is a bold move commercially as it means that its salmon now takes much longer to get to key markets.

For example, using air freight, it could get its salmon to New York City within two days, but it now takes more than a week by sea.

What has made this possible is better chilling technology that keeps the fresh fish constantly very cold, but without the damaging impact of deep freezing it. So the fish is kept at -3C, rather than the -18C or below of typical commercial frozen food transportation.

"It's taken years to perfect a system that maintains premium quality salmon transported for sea freight rather than plane," says Mr Gregersen. "And that includes stress-free harvesting, as well as an unbroken cold-chain that is closely monitored for longer shelf life.

"We hope, having shown it can be done, that other producers will follow our lead - and accept the idea that salmon were never meant to fly."

Back in the Faroe Island's fjords, a firm called Ocean Rainforest is farming seaweed.

The crop is already used for human food, added to cosmetics, and vitamin supplements, but the firm's managing director Olavur Gregersen is especially keen on the potential of fermented seaweed being used as an additive to cattle feed.

He points to research which appears to show that if cows are given seaweed to eat it reduces the amount of methane gas that they exhale.

"A single cow will burp between 200 and 500 litres of methane every day, as it digests," says Mr Gregersen. "For a dairy cow that's three tonnes per animal per year.

"But we have scientific evidence to show that the antioxidants and tannins in seaweed can significantly reduce the development of methane in the animal's stomach. A seaweed farm covering just 10% of the largest planned North Sea wind farm could reduce the methane emissions from Danish dairy cattle by 50%."

The technology that Ocean Rainforest uses to farm its four different species of seaweed is relatively simple. Tiny algal seedlings are affixed to a rope which dangles in the water, and they grow rapidly. The line is lifted using a winch and the seaweed strands simply cut off with a knife. The line goes back into the water, and the seaweed starts growing again.

Currently, Ocean Rainforest is harvesting around 200 tonnes of seaweed per annum in the Faroe Islands, but plans to scale this up to 8,000 tonnes by 2025. Production may also be expanded to other areas in Europe and North America.

 

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These companies are using oceans and rivers to generate electricity

Tidal Energy harnesses ocean currents with tidal turbines to deliver predictable, renewable power. From Scotland's Orkney to New York's East River, clean baseload electricity complements wind and solar in decarbonizing grids.

 

Key Points

Tidal energy uses underwater turbines to capture predictable ocean currents, delivering reliable, low-carbon power.

✅ Predictable 2-way flows enable forecastable baseload

✅ Higher energy density than wind, slower flow speeds

✅ Costs remain high; scaling and deployment are challenging

 

As the world looks to curb climate change and reduce fossil fuel emissions, some companies are focusing on a relatively untapped but vast and abundant source of energy — tidal waves.

On opposite sides of the Atlantic, two firms are working to harness ocean currents in different ways to try to generate reliable clean energy.

Off the coast of Scotland, Orbital Marine Power operates what it says is the "most powerful tidal turbine in the world." The turbine is approximately the size of a passenger airplane and even looks similar, with its central platform floating on the water and two wings extending downwards on either side. At the ends of each wing, about 60 feet below the surface, are large rotors whose movement is dictated by the waves.

"The energy itself of tidal streams is familiar to people, it's kinetic energy, so it's not too dissimilar to something like wind," Andrew Scott, Orbital's CEO, told CNN Business. "The bits of technology that generate power look not too different to a wind turbine."

But there are some key differences to wind energy, primarily that waves are far more predictable than winds. The ebb and flow of tides rarely differs significantly and can be timed far more precisely.

Orbital Marine Power's floating turbines off the Scottish coast produce enough energy to power 2,000 homes a year, while another Scottish tidal project recently produced enough for nearly 4,000 homes.

Orbital Marine Power's floating turbines off the Scottish coast produce enough energy to power 2,000 homes a year.

"You can predict those motions years and decades [in] advance," Scott said. "But also from a direction perspective, they only really come from two directions and they're almost 180 degrees," he added, unlike wind turbines that must account for wind from several different directions at once.

Tidal waves are also capable of generating more energy than wind, Scott says.

"Seawater is 800 times the density of wind," he said. "So the flow speeds are far slower, but they generate far more energy."

The Orbital turbine, which is connected to the electricity grid in Scotland's Orkney, can produce up to two megawatts — enough to power 2,000 homes a year — according to the company.

Scott acknowledges that the technology isn't fully mainstream yet and some challenges remain including the high cost of the technology, but the reliability and potential of tidal energy could make it a useful tool in the fight against climate change, as projects like Sustainable Marine in Nova Scotia begin delivering power to the grid.

"It is becoming increasingly apparent that ... climate change is not going to be solved with one silver bullet," he said.


'Could be 24/7 power'
Around 3,000 miles away from Orbital's turbines, Verdant Power is using similar technology to generate power near Roosevelt Island in New York City's East River. Although not on the market yet, Verdant's turbines set up as part of a pilot project help supply electricity to New York's grid. But rather than float near the surface, they're mounted on a frame that's lowered to the bottom of the river.

"The best way to envision what Verdant Power's technology is, is to think of wind turbines underwater," the company's founder, Trey Taylor, told CNN Business. And river currents tend to provide the same advantages for energy generation as ocean currents, he explained (though the East River is also connected to the Atlantic).

"What's nice about our rivers and systems is that could be 24/7 power," he said, even as U.S. offshore wind aims to compete with gas. "Not to ding wind or solar, but the wind doesn't always blow and the sun doesn't always shine. But river currents, depending on the river, could be 24/7."

Verdant Power helps supply electricity to New York City
Over the course of eight months, Verdant has generated enough electricity to power roughly 60 homes — though Taylor says a full-fledged power plant built on its technology could generate enough for 6,000 homes. And by his estimate, the global capacity for tidal energy is enormous, with regions like the Bay of Fundy pursuing new attempts around Nova Scotia.


A costly technology
The biggest obstacle to reaching that goal at the moment is how expensive it is to set up and scale up tidal power systems.

"Generating electricity from ocean waves is not the challenge, the challenge is doing it in a cost-effective way that people are willing to pay for that competes with ... other sources of energy," said Jesse Roberts, Environmental Analysis Lead at the US government-affiliated Sandia National Laboratories. "The added cost of going out into the ocean and deploying in the ocean... that's very expensive to do," he added. According to 2019 figures from the US Department of Energy, the average commercial tidal energy project costs as much as $280 per megawatt hour. Wind energy, by comparison, currently costs roughly $20 per megawatt hour and is "one of the lowest-priced energy sources available today," with major additions like the UK's biggest offshore wind farm starting to supply the grid, according to the agency.

When operational, the Orbital turbine's wing blades drop below the surface of the water and generate power from ocean currents.

When operational, the Orbital turbine's wing blades drop below the surface of the water and generate power from ocean currents.

Roberts estimates that tidal energy is two or three decades behind wind energy in terms of adoption and scale.

The costs and challenges of operating underwater are something both Scott and Taylor acknowledge.
"Solar and wind are above ground. It's easy to work with stuff that you can see," Taylor said. "We're underwater, and it's probably easier to get a rocket to the moon than to get these to work underwater."
But the goal of tidal power is not so much to compete with those two energy sources as it is to grow the overall pie, alongside innovations such as gravity power that can help decarbonize grids.

"The low hanging fruit of solar and wind were quite obvious," Scott said. "But do they have to be the only solution? Is there room for other solutions? I think when the energy source is there, and you can develop technologies that can harness it, then absolutely."
 

 

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B.C. Hydro predicts 'bottleneck' as electric-vehicle demand ramps-up

B.C. EV Bottleneck signals a post-pandemic demand surge for electric vehicles amid semiconductor and lithium-ion battery shortages, driving waitlists, record sales, rebates, charging infrastructure needs, and savings on fuel and maintenance across British Columbia.

 

Key Points

B.C. EV bottleneck is rising demand outpacing supply from chip and battery shortages, creating waitlists.

✅ 85% delayed EV purchase; demand rebounds with reopening.

✅ Supply chain limits: chips and lithium-ion batteries.

✅ Plan ahead: join waitlists, consider used EVs, claim rebates.

 

B.C. Hydro is warning of a post-pandemic “EV bottleneck” as it predicts pent-up demand and EV shortages will lead to record-breaking sales for electric vehicles in 2021.

A new survey by B.C. Hydro found 85 per cent of British Columbians put off buying an electric vehicle during the pandemic, but as the province reopens, the number of people on the road commuting to-and-from work and school is expected to rise 15 per cent compared with before the pandemic.

It found about two-thirds of British Columbians are considering buying an EV over the next five years, with 60 per cent saying they would go with an EV if they can get one sooner.

“The EV market is at a potential tipping point, as demand is on the rise and will likely continue to grow long-term, with one study projecting doubling power output to meet full road electrification,” said a report about the findings released Wednesday.

The demand for EVs is prompted by rising gas prices, environmental concerns and to save money on maintenance costs like oil changes and engine repairs, said the report. At the same time, a shortage of semiconductor chips and lithium ion batteries needed for auto production is squeezing supply.

For people wanting to make the switch to electric, B.C. Hydro recommended they plan ahead and get on several waiting lists and explore networks offering faster charging options. Used EVs are also a cheaper option.

B.C. Hydro said an electric vehicle can save 80 per cent in gas expenses over a year and about $100 a month in maintenance costs compared with a gas-powered vehicle. There are also provincial and federal rebates of up to $8,000 for EV purchases in B.C., and additional charger rebates can help with installation costs.

B.C. has the highest electric vehicle uptake in North America, with zero-emission vehicles making up almost 10 per cent of all car sales in the province in 2020 as the province expands EV charging to support growth — more than double the four per cent in 2018.

According to a report by University of B.C. business Prof. Werner Antweiler on the state of EV adoption in B.C., electric vehicles are still concentrated in urban areas like Metro Vancouver and the Capital Regional District on Vancouver Island where public charging stations are more readily available.

He said electric vehicle purchases are still hampered by limited choice and a lack of charging stations, especially for people who park on the street or in condo parkades, which would require permission from strata councils to install a charging station, though rebates for home and workplace charging can ease installation.

The online survey was conducted by market researcher Majid Khoury of 800 British Columbians from May 17-19. It has a margin of error of plus-or-minus 3.5 per cent, 19 times out of 20.

 

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The N.L. government is pushing the electric car but Labrador's infrastructure is lagging behind

Labrador EV Charging Infrastructure faces gaps, with few fast chargers; Level 2 dominates, fueling range anxiety for Tesla and Chevrolet Bolt drivers, despite rebates and Newfoundland's network linking St. John's to Port aux Basques.

 

Key Points

It refers to the current and planned network of Level 2 and Level 3 charging sites across Labrador.

✅ 2 public Level 2 chargers: Happy Valley-Goose Bay and Churchill Falls

✅ Phase 2: 3 fast chargers planned for HV-GB, Churchill Falls, Labrador City

✅ $2,500 rebates offered; rural range anxiety still deters buyers

 

Retired pilot Allan Carlson is used to crossing Labrador by air.

But he recently traversed the Big Land in an entirely new way, driving for hours on end in his electric car.

The vehicle in question is a Tesla Model S P100D, which Carlson says he can drive up to 500 kilometres on a full charge — and sometimes even a little more.

After catching a ferry to Blanc-Sablon, Que., earlier this month, he managed to reach Happy Valley-Goose Bay, over 600 kilometres away.

To get there, though, he had to use the public charging station in Blanc-Sablon. He also had to push the limits of what his car could muster. 

But more affordable mass-market electric vehicles don't have the battery power of a top-of-the-range Tesla, prompting the Big Land's first EV owner to wonder when Labrador infrastructure will catch up to the high-speed charging network recently unveiled across Newfoundland this summer.

Phillip Rideout, an electrician who lives in Nain, bought a Chevrolet Bolt EV for his son — the range of which tops out at under 350 kilometres, depending on driving patterns and weather conditions.

He's comfortable driving the car within Nain but said he's concerned about traveling to southern Labrador on a single charge.

"It's a start in getting these 14 charging stations across the island," Rideout said of Newfoundland's new network, "but there is still more work to be done."

The provincial government continues to push an electric-vehicle future, however, even as energy efficiency rankings trail the national average, despite Labradorians like Rideout feeling left out of the loop.

Bernard Davis, minister of environment and climate change, earlier this month announced that government is accepting applications for its electric-vehicle rebate program, as the N.W.T. EV initiative pursues similar goals.

Under the $500,000 program, anyone looking to buy a new or used EV would be entitled to $2,500 in rebates, an attempt by the provincial government to increase EV adoption.

But according to a survey conducted this year by polling firm Leger for the Canadian Vehicle Manufacturer's Association, 51 per cent of rural Canadians found a lack of fast-charging public infrastructure to be a major deterrent to buying an electric car, even as Atlantic EV interest lags overall, according to recent data.

While Newfoundland's 14-charger network, operated by N.L. Hydro and Newfoundland Power, allows drivers to travel from St. John's to Port aux Basques, and 10 new fast-charging stations are planned along the Trans-Canada in New Brunswick, Labrador in contrast has just two publicly available charging locations: one at the YMCA in Happy Valley-Goose Bay and the other near the town office of Churchill Falls.

This is the proposed second phase of additional Level 2 and Level 3 charging locations across Labrador. (TakeChargeNL)
These are slower, Level 2 chargers, as opposed to newer Level 3 charging stations on the island. A Level 2 system averages 50 kilometres of range per hour, and a Level 3 systems can add up to 250 kilometres within the same time frame, making them about five times faster.

Even though all of the fast-charging stations have gone to Newfoundland, MHA for Lake Melville Perry Trimper is optimistic about Labrador's electric future.

Trimper has owned an EV in St. Johns since 2016, but told CBC he'd be comfortable driving it in Happy Valley-Goose Bay.

He acknowledged, however, that prospective owners in Labrador might not be able to drive far from their home charging outlet. 

More promises
If rural skepticism driven by poor infrastructure continues, the urban population could lead the way in adoption, allowing the new subsidies to disproportionately go toward larger population centres, Davis acknowledged.

"Obviously people are not going to purchase electric vehicles if they don't believe they can charge them where they want to be or where they want to go," Davis said in an interview in early September.

Under the provincial government's Phase 2 proposal, Newfoundland and Labrador is projected to get 19 charging stations, with three going to Labrador in Happy Valley-Goose Bay, Churchill Falls and Labrador City, taking cues from NB Power's public network in building regional coverage.

Davis would not commit to a specific cutoff period for the rebate program or a timeline for the first fast-charging stations in Labrador to be built.

"At some point, we are not going to need to place any subsidy on electric vehicles," he said, "but that time is not today and that's why these subsidies are important right now."

Future demand 
Goose Bay Motors manager Joel Hamlen thinks drivers in Labrador could shift away from gas vehicles eventually, even as EV shortages and wait times persist.

But he says it'll take investment into a charging network to get there.

"If we can get something set up where these people can travel down the roads and use these vehicles in the province … I am sure there will be even more of a demand," Hamlen said.

 

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