DOn Bercy’s side, he is currently phosphorizing to find the right way to put this plan together without swallowing state funds. Whether the timetable and methods of implementing the promise made by Emmanuel Macron to offer the less fortunate French the possibility of driving for 100 euros a month, the method remains to be defined.
It has an air of “one euro authorization” (per day, editor’s note) that appeared in 2006 and was renewed in 2016 to finance the cost of training and the exam at zero fee. This time, holders of the new license, but also those with the pink card with modest incomes, were able to drive a new 100% electric car again to complement the government’s decarbonization plan, at the seemingly unbeatable price of 100 euros per month.
Initiated by Anne Hidalgo, who had the first, the idea looks like an anti-yellow vest weapon. But it would not be reserved for the province, the selection criteria for 100,000 applicants a year based on need to travel to get to work and low income. According to which grade? It’s all the work done by Bercy that shouldn’t unbalance a system like was the case with scrap bonuses.
With a need, to deter bounty hunters who, with a little trick or luck to fulfill all the conditions, could accumulate, with the premium for the scrapping of an old vehicle, up to 11,000 euros in public aid for the new one. In the tangle of bonuses, it is, therefore, the well-to-do families who bought electric vehicles and no less favored.
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The electric car, demoted to the status of a car for the rich, is, however, a reality, this expensive technology irrigating the car by the top of the range, the most apt to digest the additional cost. But this observation is less and less valid with the reduced price offers of some manufacturers, urged by the EU to sell “at all costs” zero-emission cars. Under penalty of paying heavy fines.
How about a Nissan Leaf, a family sedan, rented for just 99 euros/month? The program is spread over three and a half years with a maximum of 30,000 km covered. At the end of the lease, the manufacturer takes back your car and deducts any repair costs.
Who will pay for the dented wing or the faded cabin? The plan does not say this yet, but makes an assumption for the initial contribution charge. Thus, in the modest Dacia Spring, it will be necessary to deposit a first income of 7,700 euros to leave behind the wheel. This first rent, which constitutes the contribution, is guaranteed by the Caisse des dépôts “for couples who earn the minimum wage or a little more,” Emmanuel Macron said at the end of April.
look for the plug
Public subsidies would intervene here to reduce or even cancel the amount in the case of a driver with modest income. He will then have to pay 120 euros per month over four years and not exceed 40,000 kilometers. Saving fuel, of course. He will then return the car to Dacia or the leasing company, but at this stage, it remains to be seen whether this French-inspired but Chinese-made car will be eligible.
The other problem is that the semiconductor crisis and the difficulties now encountered by the automotive industry with the production drought do not really justify this mass plan that still targets 100,000 cars in the first year. With an estimated budget of 50 million euros, this equates to 500 euros of aid per car per year, which seems paltry. Especially since this “social lease” is mainly powered by mid-range and high-end cars, of which, incidentally, a third of the value resides in batteries often produced in China.
All this seems acrobatic but also aims, at a time when ZFEs (low emission zones) are being installed in big cities, to offer an alternative solution for the diesel that will be banned. The puzzle, extremely complex, struggles to be assembled and runs the risk, once again, of favoring the urban over the rural. Except when it is necessary to recharge the batteries where the advantage will pass to the province and its more accessible points of sale.