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and in demonstration projects [GTAI (2011)]. In 5 Chinese metropoli-
ses (Shanghai, Changchun, Shenzhen, Hangzhou und Hefei) electro-
mobility will be tested in practice, through purchase incentives of as
much as 6,500 euros [NY Times (2010)]. In the second largest Asian
economy, Japan, high purchase incentives (e.g. approximately 15,000
dollars for a Mitsubishi i-Miev) should help in establishing electromo-
bility [GTAI (2010)]. In addition, battery research will be supported with
approx. 200 million dollars [GTAI (2011b)].
35 Author’s own illustration I German government (2011) I Fortiss (2010) I Oekonews (2009) I European Commission (2009) I GTAI (2011a) I European Commission (2011a) I European
Commission (2011b) I EIB (2008), EGCI (2009) I European Parliament (2009) I GTAI (2010) I USA Today (2011) I GTAI (2011) I NY Times (2010) I GTAI (2011b) I Autoblog (2010) I GTAI (2010a)
In summary, it can be stated that, internationally, no distinct trend can
be discerned among the various funding strategies. At best it can be
said that purchase incentives seem to be becoming more prevalent.
In this area, Denmark has the leading position with tax advantages
exceeding 20,000 euros (see Fig. 29) [Autogazette (2011)]. For the most
part, the tax advantage is implemented with remission of the extreme-
ly high vehicle registration tax that is levied in Denmark in addition to
VAT. To date, no purchase incentives are planned in Germany.
Fig. 30: Worldwide funding efforts in the electromobility sector - overview
35
Chapter 2