DOn Bercy’s side, it’s phosphorous at the moment to find the right way to set up this plan without devouring state funds. If the timetable and methods for applying the promise of Emmanuel Macron to offer the least favored Frenchmen the opportunity to drive for 100 euros a month, the method is not yet defined.
It has a bit of an air of “one euro permit” (per day, editor’s note) that emerged in 2006 and was renewed in 2016 to fund the cost of education and zero-rate exams. This time, the holders of the new permit, but also the holders of the pink card with modest incomes, could drive off again at the wheel of a new, 100% electric car to supplement the government’s decarbonisation plan, at the seemingly unsurpassed price of 100, – euros per month .
Started by Anne Hidalgo, who had gotten the first of it, the idea looks like an anti-yellow vest weapon. But it would not be reserved for the province, the selection criteria for 100,000 candidates a year based on the need to travel to get to work and low income. According to which grid? It’s all the work done by Bercy, which must not bring a system into imbalance, as was the case with the scrapping bonuses.
With a necessity to deter bounty hunters who, with a little trick or luck to meet all the conditions, with the premium for scrapping an old vehicle could accumulate up to 11,000 euros in public support for the new one. In the jumble of bonuses, it is quite affluent households that have bought electric cars and not least favored them.
The electric car, which has been lowered to the status of a rich man’s car, is nonetheless a reality, this expensive technology that waters the car at the top of the range, the most suitable for digesting the extra costs. But this observation holds less and less with offers at discounted prices from certain manufacturers, urged by the EU to sell “at all costs” zero-emission cars. The penalty for having to pay large fines.
How about a Nissan Leaf, a family sedan, leased for only 99 euros / month? The education is spread over three and a half years with a maximum distance of 30,000 km. At the end of the lease, the manufacturer takes back his car and deducts any repair costs.
Who will pay for the crumpled wing or the faded cabin? The plan does not say so yet, but makes an assumption for the original contribution tax. On the modest Dacia Spring, it will thus be necessary to pay an initial rent of 7,700 euros to leave the steering wheel. This first rent, which makes up the contribution, is guaranteed by the Caisse des dépôts “for couples earning the minimum wage or a little more,” Emmanuel Macron said in late April.
Look for the plug
Public subsidies would intervene here to reduce or even cancel the amount in the case of a motorist with modest incomes. He must then pay 120 euros a month over four years and not exceed 40,000 kilometers. By saving fuel, of course. He will then return the car to Dacia or the leasing company, but at present no one knows yet whether this French-inspired but manufactured in China car will be eligible.
The second problem is that the semiconductor crisis and the difficulties that the car industry is now facing with the drying up of production do not really plead for this mass plan, which still aims for 100,000 cars in the first year. With an estimated budget of 50 million euros, this corresponds to 500 euros in support per. car and per year, which seems ridiculous. Especially since this “social leasing” is mainly driven by mid-range and high-end cars, a third of the value of which otherwise lies in the batteries often produced in China.
All this seems acrobatic, but also aims, at a time when the ZFEs (low emission zones) are being created in the big cities, to offer an alternative solution to the diesel engines, which will be banned. The puzzle, which is extremely complex, is struggling to stay in place and again risks favoring urban dwellers to the detriment of rural areas. Except when it is necessary to recharge the batteries, where the benefit will shift to the province and its more accessible shops.