Some of the credits were claimed by taxpayers who were in prison for all of 2009. That impediment to purchasing qualifying vehicles somehow did not get in the way of these prisoners from claiming credits to which they were entitled. Labeling these credits as “erroneous” is way too kind. Presumably, some of the credits indeed were claimed erroneously, because the complexity of the credit provisions makes it easy for a taxpayer to misidentify a vehicle as eligible for the credit, or to make arithmetic or other errors when computing the credit. One error noticed by TIGTA was the claiming of both the plug-in electric vehicle credit and the alternative-fueled vehicle credit for the same vehicle, when in fact a vehicle cannot qualify for more than one credit. It’s not surprising, in light of the complexity of the various multiple vehicle credits, for taxpayers to be confused and make this sort of error.
TIGTA concluded that the IRS was not spotting erroneous credits with sufficient frequency. It concluded that the IRS had “inadequate . . . processes to ensure information reported by individuals claiming the credits met qualifying requirements for vehicle year, placed in-service date, and make and model.” TIGTA also concluded that “the IRS cannot track and account for plug-in electric and alternative motor vehicle credits claimed by individuals on paper-filed tax returns because it has not established processes to capture this information from those returns.” TIGTA made recommendations for fixing these problems, and the IRS agreed. By taking steps to implement these recommendations, the IRS managed to stop another $3.1 million in erroneous claims from generating revenue losses.
The cause of these difficulties rests, of course, with the Congress. During the past two decades, Congress has heaped credit upon credit onto the tax system, putting administration of environmental, energy, health, labor, child care, and all sorts of other matters into the hands of the IRS rather than the federal agencies charged with oversight of these areas. At the same time, the Congress has failed to provide the IRS with sufficient funding to administer these credits. It’s not surprise, then, that the IRS hasn’t developed a full and efficient set of procedures to manage each of the many dozens of credits that it must supervise.
Results such as the ones TIGTA discovered with respect to the two vehicle credits pale in comparison to what awaits us when full implementation of the tax aspects of health care reform is undertaken by the IRS, as I explained in IRS Ought Not Be the Health Care Enforcement Administrator. My reservations about putting almost every aspect of government activity on the shoulders of the IRS pre-dates health care reform, as was noted in the nightmarishly-titled ”Professor Maule Goes to Washington” and in Not To Its Credit. In the latter post, I wrote:
I wonder how many taxpayers benefit from these credits, and whether making tax credits available for the activities that permit the credit to be claimed is the most effective and efficient way of encouraging people to engage in those activities. It's not that I object to the goals. I object to the Internal Revenue Service being turned into a institution that is focused more on the technical requirements of energy production activities than on administering revenue laws. I wonder why financial incentives to produce and conserve energy aren't administered by the Department of Energy. Well, I know the answer. The Congress, though every now and then publicly trashing the IRS and characterizing it as harmful, then turns to the same agency to administer its favorite incentives programs. Which should speak more loudly to America? What Congress says when it grandstands or what it does when it overburdens the tax law and the IRS because it apparently doesn't trust other agencies to administer laws relating to agriculture, energy, employment, or health?Yet I wonder, if the desire by Congress to encourage the purchase of electric cars and alternative-fueled vehicles had been implemented through a direct rebate program administered by the Department of Energy, whether a similar 20 percent error rate would have been avoided. I don’t know. Is it easier for prisoners to file tax returns falsely claiming these vehicle credits than it would be for them to file rebate claims with the Department of Energy? Would vehicle purchasers be less likely to get confused by the rules if reimbursements were not imbedded in the tax system?
Ironically, these credits exist because Congress wants to encourage Americans to purchase vehicles that operate without, or with less, dependence on non-renewable resources, such as foreign oil. Without the incentives, far fewer Americans would purchase hybrid and electric cars, principally because they are more expensive than gasoline-fueled vehicles. The private sector, without the injection of government programs, fails to achieve this goal. The reason is that the government, at the same time, also skews the economics of the private transportation sector by failing to increase highway fees and fuel taxes to reflect the true economic cost of operating vehicles. The implementation of a mileage-based road fee, which I last discussed in Mileage-Based Road Fees Gain More Traction and Looking More Closely at Mileage-Based Road Fees, might in and of itself trigger a much more significant shift to electric and alternative-fueled vehicles. That outcome would permit abolishing the income tax vehicle credits and make rebate systems administered by the Department of Energy unnecessary.