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Despite climate goals, state rebates for electric vehicles are running on empty • Maine Morning Star

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Despite climate goals, state rebates for electric vehicles are running on empty • Maine Morning Star


For every 200 new car registrations in Maine, around 13 of them are for electric vehicles. 

This is up from 2020, when fewer than three out of every 200 newly registered cars were either battery powered or plug-in hybrids. But the state wants to see that number climb even higher. 

The state’s newly updated climate action plan, known as Maine Won’t Wait, set a goal of having 150,000 light-duty electric vehicles on Maine roads by the start of the next decade. This year, there were fewer than 17,500. 

With a ways to go to achieve that goal, the climate plan outlines ideas for encouraging people to ditch their internal combustion engine vehicles for those that produce no or low tailpipe emissions. However, one of the incentives the state has used in recent years to promote that transition has run dry without any current plan to bring it back. 

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“To further increase the number of EVs on the road, Maine must continue to offer attractive EV rebates and expand the dealer network offering rebates, especially in rural communities,” the climate action plan reads. 

But those rebates will need more money to continue. In mid-November, Efficiency Maine had to stop issuing rebates — except for those designated for low-income customers — because it exhausted the $13.5 million it had to fund the program since it started in 2019.

That money came from a variety of sources including payouts from multiple legal settlements and money allocated by the Maine Legislature, said Executive Director Michael Stoddard. The 2022 state budget included $3.5 million for the program. 

State policymakers are considering next steps to provide incentives for electric vehicles and plug-in hybrids, said Jackie Farwell, spokesperson for the Governor’s Office of Policy Innovation and Future, which is directed by Maine Climate Council co-chair Hannah Pingree. The next session of the Legislature, during which lawmakers will need to pass a new biennial budget, will start in early January with Democrats in control of both chambers. 

“The ambitious but realistic EV goals in the updated climate action plan are built upon comprehensive modeling that incorporates a range of factors, including, but not limited to, the availability of rebates,” Farwell said. 

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She added that as the state expands its charging infrastructure, electric vehicles and plug-in hybrids are becoming more popular in Maine. Both vehicle types can help reduce greenhouse gas emissions, especially in a sprawling, rural state like Maine, where transportation accounts for nearly half of carbon emissions.

Given that, a draft report from the Governor’s Energy Office outlining how the state can meet its clean energy goals said that electrifying transportation is “essential for meeting Maine’s clean energy and greenhouse gas reduction goals.”

About the state EV rebates

Efficiency Maine’s EV rebate program offered up to $2,000 for the purchase of a new battery electric vehicle or plug-in hybrid to Mainers of any income. The rebate amount increased to $7,500 for low-income consumers and included an option to get some money back for purchasing a used hybrid or electric vehicle.

In order to receive the low-income rebate, the purchaser must be part of a household currently receiving other benefits, such as the Low Income Home Energy Assistance Program, Supplemental Nutrition Assistance Program, Temporary Assistance for Needy Families or MaineCare. 

There was also previously a third rebate category for moderate-income households that included individuals making less than $70,000 and couples earning less than $100,000 a year, but that also has been cut. 

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Rebates for low-income drivers will continue because the money earmarked specifically for those hasn’t run out yet. One of the $5 million settlement awards specified that a quarter of the money be used for low-income rebates. 

More low- and moderate-income drivers have accessed rebates in recent years, but they still only accounted for 17% of state EV rebates in 2024, according to the state’s updated climate action plan. The vast majority of EVs were purchased by higher income households. 

The life of the rebate program was always dependent on the demand, Stoddard said. Efficiency Maine forecasted the funding would last through June 2025, but he said demand accelerated in the past six months so the money went faster than expected. 

Stoddard posits that this could have happened because electric vehicles have become increasingly affordable and more models came onto the market, giving drivers more options to weigh against traditional gas-powered cars. 

Future of EV rebates in Maine

Going forward, Efficiency Maine has proposed what Stoddard described as a “modest budget” for EV rebates in its three-year strategic plan that still needs approval from the Public Utilities Commission. The proposal gradually increases from about $2 million next year to $4 million in fiscal year 2028. 

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A 2021 clean transportation roadmap from the Governor’s Energy Office and the Office of Policy Innovation and the Future estimated that a low-income EV rebate program would require $11 million to $28.8 million per year through 2032.

If the rebate program is replenished, Stoddard said he expects Efficiency Maine to place a greater emphasis on low- and moderate-income customers who may face more barriers to purchasing an electric vehicle even as sticker prices come down. 

“I think our programs, if they are able to continue in the future, will become more focused on specific segments of the marketplace that are slower to adopt this equipment,” Stoddard said.

Rebates aren’t the only option

Incentives can be helpful in getting people to start using new, unfamiliar technology. As for the EV rebates, Stoddard said they have encouraged car dealerships to add more electric vehicles to their inventory and stirred up interest in early adopters to try these new cars. 

But state rebates are just one tactic, Stoddard said. There are other financial incentives such as federal tax credits and the functions of a free market bringing down the sticker price to make electric vehicles more comparable to their gas-powered counterparts. 

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Federal tax credits offer up to $7,500 for some new battery electric vehicles and plug-in hybrids. However, there are eligibility requirements and income caps. There are also smaller federal tax credits available for the purchase of used electric vehicles. 

Maine’s climate action plan says the state should explore other means of making electric vehicles more affordable, such as broader access to financing and other tax incentives. 

Additionally, Stoddard explained that some consumers may also need the assurance that there will be sufficient fueling capability, so developing a network of public chargers can help people feel confident that they could travel around the state as they please with an electric vehicle. 

Maine has more than 500 public charging locations with more than 1,100 individual charging ports, according to a map from Efficiency Maine. Although most of them are concentrated in the southern part of the state, there are public chargers along the northern and eastern borders. 

The state is also investing more than $50 million to install 700 new charging ports by 2028. 

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A new Maine tax will have you paying more for Netflix after Jan. 1

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A new Maine tax will have you paying more for Netflix after Jan. 1


The logos for streaming services Netflix, Hulu, Disney Plus and Sling TV are pictured on a remote control on Aug. 13, 2020, in Portland, Ore. (Jenny Kane/Associated Press)

Maine consumers will soon see a new line on their monthly Netflix and Hulu bills. Starting Jan. 1, digital streaming services will be included in the state’s 5.5% sales tax.

The new charge — billed by the state as a way to level the playing field around how cable and satellite services and streaming services are taxed — is among a handful of tax changes coming in the new year.

The sales tax on adult-use cannabis will increase from 10% to 14%, also on Jan. 1. Taxes on cigarettes will increase $1.50 per pack — from $2 to $3.50 — on Jan. 5.

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All three changes are part of the $320 million budget package lawmakers approved in June as an addition to the baseline $11.3 billion two-year budget passed in March.

Here are a few things to know about the streaming tax:

1. Why is this new tax taking effect?

Taxes on streaming services have been a long time coming in Maine. Former Republican Gov. Paul LePage proposed the idea in 2017, and it was pitched by Gov. Janet Mills, a Democrat, in 2020 and 2024. The idea was rejected all three times — until this year.

State officials said last spring the change creates fairness in the sales tax as streaming services become more popular and ubiquitous. It’s also expected to generate new revenue for the state.

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2. What services are impacted?

Currently, music and movies that are purchased and downloaded from a website are subject to sales tax, but that same music and those same movies are not taxed when streamed online.

The new changes add sales tax to monthly subscriptions for movie, television and audio streaming services, including Netflix, Hulu, Disney Plus, Spotify and Pandora. Podcasts and ringtones or other sound recordings are also included.

3. How much is it likely to cost you?

The new tax would add less than $1 to a standard Netflix subscription without ads priced at $17.99 per month. An $89.99 Hulu live television subscription would increase by about $5 per month.

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Beginning Jan. 1, providers will be required to state the amount of sales tax on customers’ receipts or state that their price includes Maine sales tax.

4. How much new revenue is this generating for the state?

The digital streaming tax is expected to bring in $5 million in new revenue in fiscal year 2026, which ends June 30. After that, it’s projected to bring in $12.5 million annually, with that figure expected to increase to $14.3 million by 2029.

The tax increase on cigarettes, which also includes an equivalent hike on other tobacco products, is expected to boost state revenues by about $75 million in the first year.

The cannabis sales tax increase, meanwhile, will be offset in part by a reduction in cannabis excise taxes, which are paid by cultivation facilities on transfers to manufacturers or retailers. The net increase in state revenue will be about $3.9 million in the first full year, the state projects.

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Wintry mix to fall Monday morning across Maine

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Wintry mix to fall Monday morning across Maine


Cars and trucks travel northbound along the Maine Turnpike in Arundel through a messy wintry mix on Feb. 4, 2022. (Gregory Rec/Staff Photographer)

A wintry mix is forecasted to come down on Maine starting in the early hours of Monday morning. 

A mix of sleet and snow is expected to start falling around 1 a.m. Monday in the Portland area and closer to 3 a.m. in the Lewiston area. The mix will likely transition to freezing rain on Monday morning in time for the morning commute, making roads icy, according to the National Weather Service in Gray.

“That’s going to make conditions not ideal for traveling,” said Stephen Baron, a meteorologist at the National Weather Service. 

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As temperatures inch above 32 degrees Fahrenheit on Monday afternoon, the freezing rain is forecasted to transition to regular rain. Ice on the roads will start to melt over the afternoon as well. 

The forecast for the rest of the week is fairly clear as of now. The only other potential precipitation is on Wednesday, with a festive snowfall on New Year’s Eve “around the countdown,” said Baron. 

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Sophie is a community reporter for Cumberland, Yarmouth, North Yarmouth and Falmouth and previously reported for the Forecaster. Her memories of briefly living on Mount Desert Island as a child drew her…
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The Maine winter ritual that keeps me sane

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The Maine winter ritual that keeps me sane


Nearing the end of December, the streams are shrouded in ice. The trout are there, but they are lethargic and in a state of semi-hibernation. From the middle of November, I spend my weekends cutting, splitting and stacking logs for the woodstove; that is, when I’m not plowing snow off the long dirt drive that snakes off the macadam like a woodland stream, winding through hardwoods and coming to rest beside our home.

I could pay Don from the auto shop to do the plowing and we can heat our home with oil, but the effort to clear the drive and keep the stove full is an excuse to spend time outdoors, which keeps me active and sane throughout the winter months and provides the illusion of self-sufficiency.

By the third week of February, the banks of snow have melted along the dirt drive and on either side of the walk leading into our house. Some hardpack remains under the dogwood tree or in the lee of the outbuildings scattered around the 12 acres surrounding our home.

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My jeans bear oil stains that Trish has been unable to remove. The strings from the frayed bottoms trail behind the rubber heels of my felt-packed Sorels like a dry fly reeled against the stream’s current. The fingers of my inexpensive work gloves are worn through in a few places, and I have wrapped them with duct tape to keep the lining from falling out.

This morning, I’m wearing a heavy shirt with a stiff canvas exterior over a long-sleeve T-shirt. The words “Oquossoc Marine” are stitched in black across the front of my cap, the letters rising upward through a grease stain like boulders in a lake around which smallmouth bass might school.

Neatly stacked hardwood inside the lean-to, ready to keep the home warm for months to come. Credit: Courtesy of Bob Romano

I walk the short distance across the yard to a small shed, the lawn crunching under my boots. The morning frost glistens like tiny diamonds sprinkled among the blades of matted grass as the sun edges over a line of spruce to reveal a flawless blue sky.

Lifting the latch, I open the door. The smell of grease and oil hangs in the cold stillness. I reach past the chainsaw and grab the maul from the corner of the shed, walking back outside, passing the near-empty lean-to that contains the remains of two cords of stovewood. By this time of year, the pieces that remain are stacked against the back wall, some littering the floor, a few wedged into the corners.

Throughout November and the early part of December, the sound of my chainsaw fills the air as I down trees, hauling them from the woodlot across the earthen dam of our little pond and cutting them into stove-sized pieces. By January, I’m spending my time splitting the 12-inch logs, allowing them to season in the open air throughout spring and summer until the following fall when I stack them, row upon row, under the eaves of the empty lean-to.

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When I was younger, I split wood from morning until three or four in the afternoon, breaking only for lunch, a mountain of billets rising quickly, leaving the remainder of the winter for feeding birds, exploring the woods, tying flies. These days, I wear a back brace and work for no more than three hours a day, taking an entire winter of weekends to raise my mountain of split wood.

I can rent a gas-powered log splitter and form the pile of logs in days instead of months, but where is the honor in that? No, I prefer this six-pound maul, the one I now cradle in my hands, the same maul I have used to create 40 winters’ worth of firewood. Once, I replaced the shaft when an errant blow splintered it against the side of a stump, only later learning a trick used by hockey players to protect their sticks — duct tape wrapped around the base of the blade.

This morning, I stopped at the three chopping blocks frozen to the ground in front of the rising summit of wood. Chinks and grooves cut into the edges of each stump wherever the maul’s sharp blade has powered through a log. The bark has fallen away, lying in shreds, mixed into sawdust with pieces of kindling, wood chips, shavings and twigs, creating a ligneous gazpacho.

On either side lies a pile of logs, mostly sugar maple, white oak, shagbark hickory and ash; the type of hardwood that splits easily and burns slowly, providing an efficient source of heat for the woodstove. There is a smaller amount of soft wood that is stringy, more difficult to split and faster burning like poplar and tulip.

I like the smell of the resin, the feeling of the sawdust, spongy under my boots, the maul, familiar in my hands, but it is the sight of the growing mountain that I most enjoy, with its base of split logs, ridges of sticks and crags of twisted branch.

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Feet spread apart, I grasp the maul, my left hand around the bottom of the shaft, my right around its base. I take pleasure in the power that spreads from my legs up through my shoulders and down through my arms, the motion of the heavy blade as it swings through the air, the crack of the log as it splits in two. After 20 minutes, I unbutton the canvas shirt, remove the baseball cap and run a hand through my thinning hair.

A few feet from the woodpile a chickadee flits among the branches of an ironwood tree. Landing on the metal rung of the tube feeder, the little bird cocks its head sideways, its black eye looking like a tiny plastic bead. As the bird flies off with a seed, a titmouse appears with its gray breast feathers puffed outward, a little dun-colored pompadour shooting up as it chirps a complaint.

I swing the maul down, the blade striking off center. A quarter of the log splits away while the remaining piece falls over on its side. While the titmouse plucks a seed from the feeder, two goldfinches and a nuthatch impatiently chatter from the branches of a nearby sugar maple.

Clouds have moved in from the west and without the sun there is a chill in the air. Even so, I’m sweating. I hang the outer shirt from a nail hammered into the side of the woodshed and roll up the long sleeves of my T-shirt.

The next swing of the maul fails to split the log. Aiming for a fracture, I try again, causing a chunk of wood to fly end over end across the frozen ground.

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I develop a rhythm — bend, pick up a log, split. Bend, pick up a log and split. There is ample time for reflection. Today, I fancy myself an aging samurai, past my prime, without a lord to follow or battle to fight, but still able to wield a weapon with grace and skill. After a while, I stoop down, tossing the scattered billets toward the top of the pile, the mountain growing high under the ashen clouds.

When snow begins to fall, I remove the canvas shirt from the nail and slip it back on. The flakes are light, dry. They settle on my shoulders, the chopping blocks, the woodpile, covering the branches of the ironwood tree and sticking to the ground.

The birds are now darting back and forth grabbing seeds without hesitation. In the stillness of the afternoon, I hear the flutter of their wings.



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