EV adoption hindered by PC policies that 'deliberately increase carbon emissions'

On November 12, the Ontario government announced plans to install over 1,300 new electric vehicle (EV) charging ports in small and medium-sized communities. It was the latest in a long line of EV-related announcements from the PC government over a matter of months.

But the timing raises questions. After years of rolling back incentives and rebates, why did the PC government suddenly prioritize EV infrastructure—just two months before Ford called an early provincial election, especially considering the PCs track record of cutting back on EV investments?

The PC government packaged it as a fresh announcement amid a wave of positive press releases ahead of the provincial election, when in reality, it stems from the $91 million EV ChargeON program, first introduced in March of 2022. 

 

(Alexis Wright/The Pointer)
 

It’s part of a $63 million investment to expand public charging infrastructure across 270 locations, in areas with fewer than 170,000 people, including Indigenous communities.

In addition to expanding charging access, the government introduced an Ultra-Low Overnight Electricity Price Plan, designed to help residents—especially EV owners—save up to $90 per year by shifting electricity use to off-peak hours. The province is also exploring an Electric Vehicle Charger Discount Electricity Rate to further encourage EV adoption and cut emissions.

“Having attracted $45 billion in new electric vehicle and EV battery investments over the last four years, our government is delivering on a plan to build a fully integrated end-to-end EV supply chain in Ontario,” Vic Fedeli, Minister of Economic Development, Job Creation and Trade, said in a statement. “By expanding access to charging infrastructure beyond urban centres, we’re ensuring workers and families across the province can feel confident in their adoption of EVs.”

It took the PC government over a year to announce the successful applicants for the program’s $63 million funding stream since applications were opened in October 2023. This delay has raised concerns about whether recipients will move forward with their projects as originally planned.

For many Ontarians, buying an EV feels like a major financial hurdle. That perception isn’t just about the upfront cost—it’s been reinforced by the PC government’s delays, and a lack of EV-friendly policies and incentives.

When Doug Ford took office in 2018 his government swiftly eliminated key supports that were helping to drive an increase in the number of people converting to EVs.

Gone were the provincial rebates for electric vehicles, the EV-friendly provisions in Ontario’s Building Code, and the $1,000 incentive for home or office charging stations. 

Public charging stations were removed, including those at GO stations, and the cap-and-trade program which funded the Electric and Hydrogen Vehicle Incentive Program was scrapped. 

 

Eight years after its launch Ontario’s EV incentive programs were cancelled once the Ford government came into power.

(Dunsky)

 

Ford dismissed these initiatives, claiming they only benefitted “millionaires who could afford Teslas.”

But the numbers tell a different story.

Ontario’s EV market was thriving before these cuts. In 2017, 7,477 battery-electric and plug-in hybrid vehicles were sold in the province. That’s a 120 percent increase from the year before.

But by the first half of 2019, EV sales had plummeted by over 55 percent compared to the same period in 2018. In the second quarter alone, sales dropped from 7,110 in 2018 to just 2,933 in 2019.

The downward trend continued. In 2022, the Ford government released an updated ‘climate plan’ that no longer relied on EVs to drive emissions reductions.

This is the same climate plan that the Ford government's own lawyers had described as little more than a "glossy brochure" in an Ontario court.

That same year, Ontario’s greenhouse gas (GHG) emissions reached 157 megatonnes of carbon dioxide equivalent—with transportation remaining the province’s largest source of emissions then, as it continues to be today.

Ontario was also among the provinces with the lowest zero-emission vehicle (ZEV) inventory and the least diverse selection of ZEV models in 2022, according to Dunsky’s ZEV Availability Report for Transport Canada.

Ontario, along with Alberta, Saskatchewan, and Manitoba, was among the only provinces that did not offer financial incentives for ZEVs in 2022.

“Most current ZEV drivers do the majority of their vehicle charging at home. Public charging infrastructure can be important for longer trips or for those without home charging access, however, and therefore limited public charging infrastructure may discourage adoption,” the report emphasized.

The demand for EVs was never the issue—government policy was.

In 2021, households in British Columbia (nine percent) and Quebec (six percent) most frequently reported having electric and hybrid vehicles, as per Statistics Canada.

 

In 2022, for the first time since 2018, British Columbia surpassed Quebec in the number of ZEVs available per 100,000 people, offering 10 ZEVs compared to Quebec’s 8—marking a shift in leadership in this metric.

(Dunsky/Transport Canada)

 

In British Columbia, electric vehicles made up 25 percent of new vehicle sales in the third quarter of 2024, according to S&P Global data. The province is now nearly two years ahead of its 2026 target, which requires 26 percent of new vehicle sales to be electric, rising to 90 percent by 2030.

A 2023 survey by the Canadian Automobile Association (CAA) revealed that 87 percent of EV drivers in B.C. enjoy driving their electric vehicle more than their previous gas-powered car. The survey also found that 96 percent of respondents plan to purchase another EV when it's time to replace their current one, and 96 percent said their EV was more affordable than a traditional gas-powered car.

This was possible because of attractive rebates offered by the provincial government. 

 

Within the next decade, British Columbia plans to add 3,000 ports to its fast-charging network.

(BC Hydro)

 

British Columbia’s CleanBC Go Electric program offers a range of incentives to encourage EV adoption. Income-qualified individuals can receive up to $4,000 in rebates for purchasing or leasing a new battery electric vehicle (BEV) or hydrogen fuel-cell vehicle (FCEV), and up to $2,000 for a plug-in hybrid electric vehicle (PHEV). Vehicles with an MSRP over $50,000 (or $70,000 for larger vehicles) do not qualify. 

The BC SCRAP-IT program provides up to $300 for scrapping gas-powered vehicles, which can be put toward an EV or other low-carbon transportation options. 

B.C. also supports EV charging infrastructure with rebates covering 50 percent of installation costs, up to $350 for home chargers, $2,000 per charger for residential complexes, and up to $56,000 per business for workplace chargers.

In Ontario, a city in the region of Peel might be taking a different approach.

In Mississauga, EV chargers have been free for residents, with users only paying for parking at the municipal lots where the stations are located. The city absorbed the full costs, including capital, operational, and utility expenses. 

But that might change as soon as April 1, 2025.

On February 4, 2025, the City of Mississauga staff requested the Environmental Action Committee to endorse an EV Charging Fee Policy after some locations—like the Central Library— faced challenges with limited vehicle turnover.

This shift moves toward a cost-recovery model, with new charges added to any parking fees that may already apply. The consumption-based rates will be set at $0.30 per kWh, with a 30-minute grace period before any charges kick in. The updated model aims to balance convenience, sustainability, and the need for cost recovery, all while maintaining a focus on reducing emissions in the region.

 

(City of Mississauga)

 

In British Columbia, BC Hydro’s station pricing includes 28.65 cents per kWh for Level 2 charging, 34.79 cents per kWh for Level 3 (fast charging), and a 40-cent-per-minute fee if the vehicle stays plugged in for over five minutes after charging is complete.

The biggest concern, however, for EV drivers was the limited availability of publicly accessible charging stations with the province having only 2,309 charging stations with 6,536 EV charging ports, according to data from the federal government.

 

Quebec is at the forefront with the highest number of EV charging stations and ports.

(Anushka Yadav/Government of Canada)

 

This is where Quebec leads the charge with the highest number of EV charging stations and ports in the country followed by Ontario.

This was reflected in EV sales as well. 

In 2022, Quebec saw a decline of over 45,000 gas-powered vehicle purchases, signaling a major shift toward electrification.

 

Canada’s EV charging network has grown significantly, surpassing 27,000 public chargers nationwide in the past four years.

(Electric Autonomy)

 

Between April and June 2024, Quebec accounted for more than half (51.6 percent) of all zero-emission vehicle (ZEV) registrations in Canada, followed by Ontario at 21.9 percent and British Columbia at 18.5 percent.

In the third quarter of 2024, EVs made up over 30 percent of the market share, making Quebec the top region in North America.

The demand for electric vehicles (EVs) in Quebec has been so overwhelming that the government had to temporarily suspend subsidies to manage both high demand and low inventory—an issue also affecting the global market.

“Due to the significant demand managed by Roulez vert (Go Green) in recent months, the program will be temporarily suspended as of February 1,” Quebec’s environment ministry said in a statement.

On December 16, 2024, Quebec officially banned the sale of new gas-powered light-duty vehicles by 2035. The Québec Regulation aligns with the province’s ambitious goal of achieving 100 percent zero-emission vehicle sales by 2035, reinforcing its position as a national leader in clean transportation.

 

According to research from 2021-2023, most early adopters are located in regions with attractive policy incentives, which also help attract later adopters.

(STUDY/Adoption of electric vehicles: A state-of-art review)

 

Globally, nearly one in five cars sold in 2023 was electric. With almost 14 million new electric cars registered, the global total reached 40 million, closely matching sales projections from the 2023 Global EV Outlook (GEVO-2023). Electric vehicle sales surged by 35 percent year-over-year, adding 3.5 million more EVs to the global fleet.

Incentives played a big role in that growth.

In developing countries like India, where climate change has exacerbated hazardous air quality in many metropolitan areas, electric car registrations rose by 70 percent year-on-year to 80,000, while total car sales saw a growth rate of less than 10 percent, according to an International Energy Agency report. 

 

During the recent Los Angeles fires in January 2025, the air quality was still better than New Delhi, India.

(Anushka Yadav/The Pointer)

 

Electric vehicles accounted for about two percent of all cars sold in the country. The growth in demand has been driven by incentives such as the Faster Adoption and Manufacturing of Electric Vehicles (FAME II) scheme, supply-side benefits from the Production Linked Incentive (PLI) scheme, tax breaks, and the Go Electric campaign.

China, Europe and the United States also represent around two-thirds of total car sales and stocks.

(International Energy Agency)

 

However, electric car sales remain heavily concentrated in a few markets. In 2023, China accounted for nearly 60 percent of global EV sales, Europe for just under 25 percent, and the U.S. for 10 percent.

The commonality: make it affordable, attractive or both.

China has adopted a variety of incentives to boost the adoption of EVs which have been instrumental in making the country a global leader in EV sales. 

Initially, the government introduced purchase subsidies to reduce the economic burden on consumers, which proved effective in driving demand. These subsidies have evolved over time, with the amount gradually decreasing as the market matured and technical standards for EVs improved. 

Alongside subsidies, local governments have implemented policies such as exemptions from vehicle purchase restrictions, especially in cities like Beijing and Shanghai, to make EVs more attractive to buyers, along with free or discounted parking for EVs, priority road access, and exemption from certain traffic restrictions have been introduced to further promote EV adoption. These policies are often combined in regional policy mixes, tailored to the specific needs of different cities.

One interesting ‘Rights-to-road’ policy, which was also adopted in New Delhi to decrease traffic pollution, in the country grants electric vehicles exemptions from traffic restrictions, priority access to bus lanes, and unrestricted use during peak hours to encourage adoption and reduce congestion. For example, in cities like Beijing, EVs are allowed to bypass weekday driving restrictions, ensuring more flexible use.

However, this would not work in Ontario.

“There's a lot of other policies that we could do that would really boost EV adoption that aren't authoritarian. I would say that I don't think you could get away with a policy like that in a democratic country,” Environmental Defence’s Clean Transportation program manager Nate Wallace told The Pointer in an interview.

(International Energy Agency)

 

China's dominance continues to shape global trends, even influencing Canada’s recent decision to impose a 100 percent tariff on Chinese-made electric vehicles, which includes cars, buses, and trucks. The tariffs aim to protect Canada's EV industry, but experts warn of potential ripple effects on environmental goals and other sectors, especially as tensions rise with China.

Ottawa is aiming for all new light-duty vehicle sales to be ZEVs by 2035 with an interim target of at least 20 percent ZEV sales by 2026 and 60 percent by 2030, as part of Canada’s 2030 Emissions Reduction Plan, to reduce transportation-related emissions.

 

ZEV registrations are rising—65,733 new ZEVs were registered in Q2 2024, making up 12.9 percent of all new vehicles in Canada, a 37.9 percent increase from the same period in 2023.

(Photo: Horizon Power, Data: Government of Canada)

 

Transportation is Ontario’s largest source of emissions, accounting for 32 percent of the province’s total output, making it the second-highest emitter in Canada.

In the Greater Toronto and Hamilton Area (GTHA), transportation accounts for 37 percent of total emissions, primarily from personal vehicles. In 2023, emissions increased 4.7 percent and have nearly returned to pre-pandemic levels, according to a recent report by The Atmospheric Fund.

 

In 2023, GTHA’s population grew by three percent, while per capita transportation emissions rose by 1.5 percent, showing that factors beyond population growth—such as travel habits, vehicle types, and freight activity—also drive emissions.

(The Atmospheric Fund)

 

However, bending the carbon curve is possible, experts say.

The GTHA saw 72,563 new EV registrations in 2023—a 50 percent increase from the previous year. While promising, EVs still account for only about one percent of all registered vehicles. 

To accelerate adoption, Ontario must ramp up incentives and expand charging infrastructure, particularly in multi-unit residential buildings where access lags behind, TAF recommends.

Over the past few years, Ontario has invested billions in incentives to attract EV manufacturing. By allocating even a small fraction of that to encourage local EV adoption, the province can ensure that more Ontario-made EVs stay in the province.
 

(The Atmospheric Fund)

 

Experts also argue that a one-time investment is not enough for long-term impact.

“We would like to see the next government double down on its ChargeON program, and that would mean making it an annual investment of at least the current amount of $91 million…And we also would like to see it expanded beyond rural and remote areas to include cities,” The Atmospheric Fund's director of strategy and grants Ian Klesmer told The Pointer in an interview.

TAF’s report highlights that accelerating EV adoption would not only attract further investment in the EV supply chain but also reduce urban air pollution and provide financial relief to low- and middle-income residents by lowering fuel costs.

Brampton resident Narayan Koirala told The Pointer that he has been living in Canada for the past nine years but switched to a hybrid car only a year and a half ago—and he hasn’t looked back since.

“I chose to buy it, and it turned out to be cost-effective compared to the gas-powered car I had before. In my opinion, this is better than a fully electric vehicle. I paid an extra eight thousand for this Honda hybrid model, whereas a gas car would have cost less upfront. However, in the long run, it has saved me a decent amount of money on fuel,” Koirala said. (translated from Hindi)

“I bought it brand new, but looking back, I would have opted for a second-hand model to save even more.”

Modelling done by researchers at the University of Toronto’s Transportation and Air Quality Group quantified the significant health, social, and climate benefits of transitioning to cleaner vehicles in the GTHA. Their findings reveal that a widespread shift to electric cars, SUVs, public transit buses and more efficient trucks would lead to cleaner air, prevent hundreds of premature deaths and generate billions in annual social benefits.

 

At a time when Ontario’s healthcare system is already under immense stress, reducing air pollution would provide the greatest health benefits to those living near major roads like the 400-series highways, where pollution levels are highest. Marginalized communities, disproportionately exposed to air pollution, would see significant improvements from cleaner vehicles.

(Environmental Defence)

 

According to a 2020 study by Environmental Defence, transitioning to electric cars and SUVs could prevent 313 premature deaths per year, while cleaner, more efficient trucks could prevent an additional 275. Electrifying all public transit buses would further improve public health outcomes. The financial impact of these changes is substantial—fully electrifying cars and SUVs could generate up to $2.4 billion in annual social benefits, while electric transit buses and cleaner trucks could contribute an additional $1.1 billion and $2.1 billion per year, respectively.

 

(Environmental Defence)

 

Beyond health and economic benefits, widespread vehicle electrification could cut 8 megatonnes of GHG emissions annually—equivalent to shutting down two coal plants and nearly half of the reductions needed to meet Ontario’s 2030 carbon targets.

(Environmental Defence)

 

To unlock these benefits, governments must implement stronger policies to accelerate EV adoption and curb vehicle emissions. The numbers make a compelling case—each EV that replaces a gas-powered vehicle delivers $9,850 in social benefits, justifying bold investments in incentives and infrastructure to put more EVs on the road.

A study by Environmental Defence Canada found that a national EV sales mandate could drive prices down by 20 percent. Meanwhile, Clean Energy Canada estimates that owning an EV can save drivers up to $3,000 annually, even factoring in upfront costs.

However, “the upfront cost of electric vehicle remains a barrier. While there's a lot of money that can be saved from driving an EV and saving on fuel and maintenance over the years, we need to find a way to bridge the upfront price premium,” Klesmer added. 

“And so for a limited time, we feel it's very important for governments to offer purchase incentives to help get over that initial help.”

The equation is simple: rebates and policies boost sales, which increase supply and, in turn, lower prices—making EVs more accessible for all.

But there’s more to the story than that.

A key element of EV production is mining. 

EV batteries depend on minerals like lithium, cobalt, nickel, graphite, and manganese, which are essential for battery function, energy storage, and overall vehicle performance.

And mining comes with its own set of environmental concerns. 

Mining activities could release carbon from forests, wetlands, and peatlands, potentially negating the emissions reductions achieved by switching to electric vehicles. This is particularly relevant in regions like northern Ontario’s Ring of Fire, which holds significant mineral deposits but is also a sensitive, low-lying area of swamps.

The federal auditor general raised concerns about the environmental impact of such developments in a November 2024 report. 

“Increased mining activities will result in adverse environmental effects and increase greenhouse gas emissions, which could compromise Canada’s ability to meet its commitments to climate action, biodiversity and Indigenous reconciliation,” Commissioner of the Environment and Sustainable Development Jerry V. DeMarco noted.

“Otherwise, the benefits of advancing technology in support of the transition to net-zero emissions could be offset by adverse effects on climate, biodiversity, Indigenous communities, and future generations.

Despite these concerns, the Ford government and the mining industry argue that developing the Ring of Fire is crucial to meet the demand for critical minerals in electric vehicle production, with billions in investment flowing into Ontario’s EV sector.

There is also a potential solution to that roadblock as well: used vehicle incentives.

Once early adopters have made the switch to EVs, encouraging the purchase of used electric vehicles could target low- and middle-income individuals who typically buy used cars.

“Used vehicles make up more than half of vehicle sales in the country, and if you look at income distribution, it’s mostly low and middle-income folks who don't typically buy cars brand new,” Wallace suggested.

A 2010 IPSOS poll found that nearly half (45 percent) of Canadians are considering a used car for their next vehicle, and the majority (93 percent) believe used cars are reliable based on their experiences.

“So, if you actually want to target the incentive to the people who will likely need it the most, the used market is probably your best bet,” Wallace added.

In the U.S., an example of such an incentive is the used clean vehicle tax credit, which became effective on January 1, 2023. If drivers buy a qualified used EV or fuel cell vehicle (FCV) for $25,000 or less from a licensed dealer, they are eligible for a tax credit. The credit amounts to 30 percent of the sale price, up to a maximum of $4,000.

“It is very important that purchase incentives be in place, particularly as EV production ramps up and cost per unit or higher, it will get to a stage where they will be cost competitive on their own, and then government can remove subsidies,” Klesmer recommended.

“There's certainly a lot of things that need to be done to achieve our climate targets, but electrifying the way we move people and goods around is very high up on the list.”

However, that will be a challenge since “every action that this government has taken has been to deliberately increase carbon emissions,” Wallace said.

“There’s definitely more that Ontario could do to cut carbon emissions, and encouraging more EV sales is certainly one of them. But also, encouraging more people to take public transit and embrace active transportation is critical. What we've seen this government do is actively attack active transportation as a viable option—making decisions that are completely evidence-free.”

 

Email: [email protected]

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