Report: Ontario will have sufficient supply of electricity

British Columbia electricity rate increase will raise BC Hydro bills 3.75% over 2025-2026 to fund infrastructure, Site C, and clean energy, balancing affordability, reliability, and energy security while keeping prices below the North American average.

Key Points

BC will raise BC Hydro rates 3.75% in 2025-2026, about $3.75/month, to fund grid upgrades, Site C, and clean energy.

✅ 3.75% over 2025-2026; about $3.75/month on $100 average bill

✅ Funds Site C, grid maintenance, and clean energy capacity

✅ Keeps BC Hydro rates below North American averages

British Columbia's electricity rates will experience a 3.75% increase over the next two years, following an earlier 3% rate increase approval that set the stage, as confirmed by the provincial government on March 17, 2025. The announcement was made by Minister of Energy and Climate Solutions, Adrian Dix, who emphasized the decision's necessity for maintaining BC Hydro’s infrastructure while balancing affordability for residents.

For most households, the increase will amount to an additional $3.75 per month, based on an average BC Hydro bill of $100, though some coverage framed an earlier phase as a BC Hydro $2/month proposal that later evolved. While this may seem modest, the increase reflects a broader strategy to stabilize the utility's rates amidst economic challenges and ensure long-term energy security for the province.

Reasons Behind the Rate Hike

The rate increase comes during a period of rising costs in both global markets and local economies. According to Dix, the economic uncertainty stemming from trade dynamics and inflation has forced the government to act. Despite these pressures, and after a prior B.C. rate freeze to moderate impacts, the increase remains below cumulative inflation over the last several years, a move designed to shield consumers from the full force of these economic changes.

Dix also noted that, when adjusted for inflation, electricity rates in British Columbia in 2025 are effectively at the same price they were four decades ago. This stability, he argued, underscores the provincial government’s commitment to keeping rates as low as possible for residents, even as operating costs rise.

“We must take urgent action to protect British Columbians from the uncertainty posed by rising costs while building a strong, resilient electricity system for the long-term benefit of B.C.’s energy independence,” Dix said. He also highlighted the government's approach to minimizing the financial burden on consumers by keeping electricity costs well below the North American average.

Infrastructure and Maintenance Costs

The primary justification for the rate increase is to allow BC Hydro to continue its critical infrastructure development, including the Site C hydroelectric project, which is expected to become operational in the coming years. The increased costs of maintaining and upgrading the province's electricity grid also contribute to the need for higher rates.

The Site C project, a massive hydroelectric dam under construction on the Peace River, is expected to provide a substantial increase in clean, renewable energy capacity. However, such large-scale projects require significant investment and maintenance, both of which have contributed to the increased operating costs for BC Hydro.

A Strategic Move for Rate Stability

The provincial government has been clear that the rate increase will allow for a continuation of infrastructure development while keeping the rates manageable for consumers. The 3.75% increase will be spread across two years, with the first hike scheduled for April 1, 2025, reflecting the typical April rate changes BC Hydro implements, and the second for April 1, 2026.

Dix confirmed that the rate hike would still keep electricity costs among the lowest in North America, noting that British Columbians pay about half of what residents in Alberta pay for electricity. This is part of a broader effort by the provincial government to provide stable energy pricing while bolstering the transition to clean energy solutions, such as the Site C project and other renewable energy initiatives.

Addressing Public Concerns

Although the government has framed the increase as a necessary measure to ensure the province's long-term energy independence and reliability, the rate hikes are likely to face scrutiny from residents, particularly those already struggling with the rising cost of living, even as provinces like Ontario face their own Ontario hydro rate increase pressures this fall.

Public reactions to utility rate increases are often contentious, as residents feel the pressure of rising prices across various sectors, from housing to healthcare. However, the government has promised that the new rates will remain manageable, especially considering the relatively low rate increases compared to inflation and other regions where Manitoba Hydro scaled back a planned increase to temper impacts.

Furthermore, the increase comes as part of a broader strategy that aims to keep the overall impact on consumers as low as possible. Minister Dix emphasized that these rate increases were intended to ensure the continued reliability of BC Hydro’s services, without overwhelming ratepayers.

Long-Term Goals

Looking ahead, the province's strategy centers on not only maintaining affordable electricity rates but also reinforcing the importance of renewable energy, while some jurisdictions consider a 2.5% annual increase plan over multiple years to stabilize their grids. As climate change becomes an increasingly pressing issue, BC’s investments in clean energy projects like Site C aim to provide sustainable power for generations to come.

The government’s long-term vision involves building a resilient, energy-independent province that can weather future economic and environmental challenges. In this context, the rate increases are framed not just as a response to immediate inflationary pressures but as a necessary step in preparing BC’s energy infrastructure for the future.

The 3.75% rate increase set for 2025 and 2026 represents a balancing act between managing the financial health of BC Hydro and protecting consumers from higher costs. While the increase will have a modest effect on household bills, the long-term goal is to build a more robust and sustainable electricity system for British Columbia’s future. Through investments in clean energy and strategic infrastructure development, the province aims to keep electricity rates competitive while positioning itself as a leader in energy independence and climate action.

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Electric tractors are surging, with battery-powered models, grid-tethered JD GridCON, and solar-charged designs delivering autonomous guidance, high efficiency, low maintenance, quiet operation, robust PTO compatibility, and durability for sustainable, precision agriculture.

Key Points

Electric tractors use battery or grid power to run implements with high efficiency, low noise, and minimal maintenance.

✅ Battery, grid-tethered, or solar-charged power options

✅ Lower operating costs, reduced noise, fewer moving parts

✅ Autonomous guidance, PTO compatibility, and quick charging

Car and truck manufacturers are falling off the fossil fuel bandwagon in droves and jumping on the electric train.

Now add tractors to that list.

Every month, another e-tractor announcement comes across our desks. Environmental factors drive this trend, along with energy efficiency, lower maintenance, lower noise level and motor longevity, and even autonomous weed-zapping robots are emerging.

Let’s start with the Big Daddy of them all, the 400 horsepower JD GridCON. This tractor is not a hybrid and it has no hassle with batteries. The 300 kilowatts of power come to the GridCON through a 1,000 metre extension cord connected to the grid, including virtual power plants or an off-field generator. A reel on the tractor rolls the cable in and out. The cable is guided by a robotic arm to prevent the tractor from running over it.

It uses a 700 volt DC bus for electric power distribution onboard and for auxiliary implements. It uses a cooling infrastructure for off-board electrical use. Total efficiency of the drive train is around 85 percent. A 100 kilowatt electric motor runs the IVT transmission. There’s an auxiliary outlet for implements powered by an electric motor up to 200 kW.

GridCON autonomously follows prescribed routes in the field at speeds up to 12 m.p.h., leveraging concepts similar to fleet management solutions for coordination. It can also be guided manually with a remote control when manoeuvring the tractor to enter a field. Empty weight is 8.5 tonnes, which is about the same as a 6195R but with double the power. Deere engineers say it will save about 50 percent in operating costs compared to battery powered tractors.

Solectrac
Two California-built all-battery powered tractors are finally in full production. While the biggest is only 40 horsepower, these are serious tractors that may foretell the future of farm equipment.

The all-electric 40 h.p. eUtility tractor is based on a 1950s Ford built in India. Solectrac is able to buy the bare tractor without an engine, so it can create a brand new electric tractor with no used components for North American customers. One tractor has already been sold to a farmer in Ontario. | Solectrac photo
The tractors are built by Solectrac, owned by inventor Steve Heckeroth, who has been doing electric conversions on cars, trucks, race cars and tractors for 25 years. He said there are three main reasons to take electric tractors seriously: simplicity, energy efficiency and longevity.

“The electric motor has only one moving part, unlike small diesel engines, which have over 300 moving parts,” Heckeroth said, adding that Solectrac tractors are not halfway compromise hybrids but true electric machines that get their power from the sun or the grid, particularly in hydro-rich regions like Manitoba where clean electricity is abundant, whichever is closest.

Neither tractor uses hydraulics. Instead, Heckeroth uses electric linear actuators. The ones he installs provide 1,000 pounds of dynamic load and 3,000 lb. static loads. He uses linear actuators because they are 20 times more efficient than hydraulics.

The eUtility and eFarmer are two-wheel drive only, but engineers are working on compact four-wheel drive electric tractors. Each tractor carries a price tag of US$40,000. Because production numbers are still limited, both tractors are available on a first to deposit basis. One e-tractor has already been sold and delivered to a farmer in Ontario.

The eUtility is a 40 h.p. yard tractor that accepts all Category 1, 540 r.p.m. power take-off implements on the rear three-point hitch, except those requiring hydraulics. An optional hydraulic pump can be installed for $3,000 for legacy implements that require hydraulics. For that price, a dedicated electricity believer might instead consider converting the implement to electric.

“The eUtility is actually a converted new 1950s Ford tractor made in a factory in India that was taken over after the British were kicked out in 1948,” Heckeroth said.

“I am able to buy only the parts I need and then add the motor, controller and batteries. I had to go to India because it’s one of the few places that still makes geared transmissions. These transmissions work the best for electric tractors. Gear reduction is necessary to keep the motor in the most efficient range of about 2,000 r.p.m. It has four gears with a high and low range, which covers everything from creep to 25 m.p.h.

On his eUtility, a single 30 kWh onboard battery pack provides five to eight hours of run time, depending on loads. It can carry two battery packs. The Level 2 quick charge gives an 80 percent charge for one pack in three hours. Two packs can receive a full charge overnight with support from home batteries like Powerwall for load management.

The integrated battery management system protects the batteries during charging and discharging, while backup fuel cell chargers can keep storage healthy in remote deployments. Batteries are expected to last about 10 years, depending on the number of operating cycles and depth of discharge.

Exchangeable battery packs are available to keep the tractor running through the full work day. These smaller 20 kWh packs can be mounted on the rear hitch to balance the weight of the optional front loader or carried in the optional front loader to balance the weight of heavy implements mounted on the rear hitch.

The second tractor is the 20 kWh eFarmer, which features high visibility for row crop farms at a fraction of the cost of diesel fuel tractors. The 30 h.p. eFarmer is basically just a tube frame with the necessary components attached. A simple joystick controls steering, speed and brakes.

Harvest
Introduced to the North American public this spring by Motivo Engineering in California, the Harvest tractor is simply a big battery on wheels. The complex electrical system takes power in through a variety of renewable energy sources, such as solar panels with smart solar inverters enabling optimized PV integration, water wheels, wind turbines or even intermittent electrical grids. It stores electrical power on-board and delivers it when and where required, putting power out to a large number of electrical tools and farm implements. It operates in AC or DC modes.

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Quebec Energy Strategy focuses on hydropower, energy efficiency, and new dams as Hydro-Que9bec pursues Churchill Falls deals and the Champlain Hudson Power Express to New York, while nuclear power remains off the agenda.

Key Points

Quebec's plan prioritizes hydropower, efficiency, and new dams, excludes nuclear, and expands exports via CHPE.

✅ Nuclear power shelved; focus on renewables and dams

✅ Hydro-Que9bec pursues Churchill Falls and Gull Island talks

✅ CHPE line to New York advances; export contract with NYSERDA

Quebec Premier François Legault has closed the door on nuclear power, at least for now.

"For the time being, we're not touching it," said Legault when asked about the subject at a press scrum in New York on Tuesday.

The government is looking for new sources of energy as Hydro-Québec begins talks on a $185-billion strategy to wean the province off fossil fuels. In an interview with The Canadian Press at Quebec's official residence in New York, Legault said there are a number of avenues to explore:

• Energy efficiency.
• Negotiations with Newfoundland and Labrador over Churchill Falls and Gull Island.
• Upgrading existing dams and building new ones.

"Nuclear power is not on the agenda," he said.

Yet the premier seemed open to the nuclear question some time ago. In August, Radio-Canada reported that he had raised the idea of nuclear power in front of dozens of MNAs at the National Assembly last April.

Also in August, Hydro-Québec was evaluating the possibility of reopening the Gentilly-2 nuclear power plant, which has been closed since 2012.

Asked about his leader's statement on Tuesday, the Minister of the Economy, Pierre Fitzgibbon, maintained his line: "At the moment, we're looking at everything that's possible because we know that we have a significant deficit in the supply of green energy," he said.

Another step forward for the Quebec-New York line

Premier Legault took part in Tuesday morning's announcement that construction had begun on the New York converter station of the Champlain Hudson Power Express line. New York State Governor Kathy Hochul was present at the announcement.

In November 2021, Hydro-Québec signed a contract with the New York State Energy Research and Development Authority (NYSERDA) to export 10.4 terawatt-hours of electricity to the American metropolis over 25 years, while Ontario declined to renew a deal with Quebec.

At a time when the Quebec government is constantly asserting that more energy will be needed for future economic projects -- particularly the battery industry -- Legault sees no contradiction in selling electricity to the Americans and to neighboring provinces such as NB Power deals to import Hydro-Québec power.

"Whether it's this contract or the contract for companies coming to set up in Quebec, it's out of the surplus we currently have in Quebec. Now, we have dozens of investment project proposals in Quebec where we need additional electricity," he explained.

The line will supply 20 per cent of New York City's electricity needs, despite transmission constraints on Quebec-to-U.S. deliveries. Commissioning is scheduled for May 2026. The spin-offs are estimated at $30 billion, according to the premier.

Will this money be used to finance new dams, such as the La Romaine hydroelectric complex built in recent years?

"It's certain that future projects will cost several tens of billions of dollars. Hydro-Québec has the capacity to borrow. It's a very healthy company. There's no doubt that these revenues will improve Hydro-Québec's image," he said.

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Heavy-Duty Truck Electrification is disrupting the aftermarket as diesel declines: fewer parts, regenerative braking, emissions rules, e-drives, gearboxes, and software engineering needs reshape service demand, while ICE fleets persist for years.

Key Points

Transition of heavy trucks to EV systems, reducing parts and emissions while reshaping aftermarket service and skills.

✅ 33% fewer parts; regenerative braking slashes brake wear

✅ Diesel share declines; EVs and natural gas slowly gain

✅ Aftermarket shifts to e-drives, gearboxes, software and service

Those who sell parts and repair trucks might feel uneasy when reports emerge about a coming generation of electric trucks.

There are reportedly about 33% fewer parts to consider when internal combustion engines and transmissions are replaced by electric motors. Features such as regenerative braking are expected to dramatically reduce brake wear. As for many of the fluids needed to keep components moving? They can remain in their tanks and drums.

Think of them as disruptors. But presenters during the annual Heavy Duty Aftermarket Dialogue are stressing that the changes are not coming overnight. Chris Patterson, a consultant and former Daimler Trucks North America CEO, noted that the Daimler electrification plan underscores the shift as he counts just 50 electrified heavy trucks in North America.

About 88% of today’s trucks run on diesel, with the remaining 12% mostly powered by gasoline, said John Blodgett, MacKay and Company’s vice-president of sales and marketing. Five years out, even amid talk of an EV inflection point, he expects 1% to be electric, 2% to be natural gas, 12% to be gasoline, and 84% on diesel.

But a decade from now, forecasts suggest a split of 76% diesel, 11% gasoline, 7% electric, and 5% natural gas, with a fraction of a percent relying on hydrogen-electric power. Existing internal combustion engines will still be in service, and need to be serviced, but aftermarket suppliers are now preparing for their roles in the mix, especially as Canada’s EV opportunity comes into focus for North American players.

“This is real, for sure,” said Delphi Technologies CEO Rick Dauch.

Aftermarket support is needed
“As programs are launched five to six years from now, what are the parts coming back?” he asked the crowd. “Braking and steering. The fuel injection business will go down, but not for 20-25 years.” The electric vehicles will also require a gear box and motor.

“You still have a business model,” he assured the crowd of aftermarket professionals.

Shifting emissions standards are largely responsible for the transformation that is occurring. In Europe, Volkswagen’s diesel emissions scandal and future emissions rules of Euro 7 will essentially sideline diesel-powered cars, even as electric buses have yet to take over transit systems. Delphi’s light-duty diesel business has dropped 70% in just five years, leading to plant closures in Spain, France and England.

“We’ve got a billion-dollar business in electrification, last year down $200 million because of the downturn in light-duty diesel controllers,” Dauch said. “We think we’re going to double our electrification business in five years.”

That has meant opening five new plants in Eastern European markets like Turkey, Romania and Poland alone.

Deciding when the market will emerge is no small task, however. One new plant in China offered manufacturing capacity in July 2019, but it has yet to make any electric vehicle parts, highlighting mainstream EV challenges tied to policy shifts, because the Chinese government changed the incentive plans for electric vehicles.

‘All in’ on electric vehicles
Dana has also gone “all in” on electrification, said chairman and CEO Jim Kamsickas, referring to Dana’s work on e-drives with Kenworth and Peterbilt. Its gasket business is focusing on the needs of battery cooling systems and enclosures.

But he also puts the demand for new electric vehicle systems in perspective. “The mechanical piece is still going to be there.”

The demand for the new components and systems, however, has both companies challenged to find enough capable software engineers. Delphi has 1,600 of them now, and it needs more.

“Just being a motor supplier, just being an inverter supplier, just being a gearbox supplier itself, yes you’ll get value out of that. But in the longhaul you’re going to need to have engineers,” Kamsickas said of the work to develop systems.

Dauch noted that Delphi will leave the capital-intensive work of producing batteries to other companies in markets like China and Korea. “We’re going to make the systems that are in between – inverters, chargers, battery management systems,” he said.

Difficult change
But people working for European companies that have been built around diesel components are facing difficult days. Dauch refers to one German village with a population of 1,200, about 800 of whom build diesel engine parts. That business is working furiously to shift to producing gasoline parts.

Electrification will face hurdles of its own, of course. Major cities around the world are looking to ban diesel-powered vehicles by 2050, but they still lack the infrastructure needed to charge all the cars and truck fleet charging at scale, he added.

Kamsickas welcomes the disruptive forces.

“This is great,” he said. “It’s making us all think a little differently. It’s just that business models have had to pivot – for you, for us, for everybody.”

They need to be balanced against other business demands, including evolving cross-border EV collaboration dynamics, too.

Said Kamsickas: “Working through the disruption of electrification, it’s how do you financially manage that? Oh, by the way, the last time I checked there are [company] shareholders and stakeholders you need to take care of.”

“It’s going to be tough,” Dauch agreed, referring to the changes for suppliers. “The next three to four years are really going to be game changes. “There’ll be some survivors and some losers, that’s for sure.”

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Georgia Power Scam Alert cautions customers about phone scams, phishing, and fraud during COVID-19, urging identity verification, refusal of prepaid card payments, use of Authorized Payment Locations, and customer service contact to avoid disconnection threats.

Key Points

A warning initiative on fraud, phone scams, and safe payments to protect Georgia Power customers during COVID-19.

✅ Never pay by phone with prepaid cards or credit card numbers.

✅ Verify employee ID, badge, and marked vehicle before opening.

✅ Call 888-660-5890 or use Authorized Payment Locations only.

With continued reports of attempted scams and fraud, including holiday scam warnings in other regions, by criminals posing as Georgia Power employees during the COVID-19 pandemic, the company reminds customers to be aware and follow simple tips to avoid becoming a victim.

Customers should beware of phone calls demanding payment via phone to avoid pandemic-related electricity shut-offs and penalties.

In other regions, Texas utilities waived fees to support customers during the pandemic.

Last month, Georgia Power and the Georgia Public Service Commission extended the suspension of disconnections due to the impact of the pandemic on customers. In addition, the company will never ask for a credit card or pre-paid debit card number over the phone. The company will also never send employees into the field to collect payment in person or ask a customer to pay anywhere other than an Authorized Payment Location.

Similarly, Gulf Power offered a one-time bill decrease to ease customer costs.

If an account becomes past due, Georgia Power will contact the customer via a pre-recorded message to the primary account telephone number or by letter requesting that the customer call to discuss the account, including available June bill reductions where applicable.

If a customer receives a suspicious call from someone claiming to be from Georgia Power and demanding payment to avoid disconnection despite utility moratoriums on shutoffs, the customer should hang up and contact the company's customer service line at 888-660-5890.

If an employee needs to visit a customer's home or business for a service-related issue, they will be in uniform and present a badge with a photo, their name and the company's name and logo. They will also be in a vehicle marked with the company's logo.

During the pandemic, visiting a customer's home or business will be even less likely, so identity verification should be completed before opening the door to anyone.

Georgia Power continues to work with law enforcement agencies throughout the state to identify and prosecute criminals who pose as Georgia Power employees to defraud customers.

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H2 Gateway Hydrogen Network accelerates clean energy in B.C., building electrolysis plants and hydrogen fueling stations for zero-emission vehicles, heavy-duty trucks, and long-haul transit, supporting decarbonization, green hydrogen supply, and infrastructure investment.

Key Points

A $900M B.C. initiative by HTEC to build electrolysis plants and 20 hydrogen fueling stations for zero-emission transport.

✅ $900M project with HTEC, CIB, and B.C. government

✅ 3 electrolysis plants plus byproduct liquefaction in North Vancouver

✅ Up to 20 stations; 14 for heavy-duty vehicles in B.C. and Alberta

British Columbia is taking a significant step towards a cleaner future with a brand new $900 million project. This initiative, spearheaded by hydrogen company HTEC and supported by the CIB in B.C. and the B.C. government, aims to establish a comprehensive hydrogen network across the province. This network will encompass both hydrogen production plants and fueling stations, marking a major leap in developing hydrogen infrastructure in B.C.

The project, dubbed "H2 Gateway," boasts several key components. At its core lies the construction of three brand new electrolysis hydrogen production plants. These facilities will be strategically located in Burnaby, Nanaimo, and Prince George, ensuring a wide distribution of hydrogen fuel. An additional facility in North Vancouver will focus on liquefying byproduct hydrogen, maximizing resource efficiency.

The most visible aspect of H2 Gateway will undoubtedly be the network of hydrogen fueling stations. The project envisions up to 20 stations spread across British Columbia and Alberta, complementing the province's Electric Highway build-out, with 18 being situated within B.C. itself. This extensive network will significantly enhance the accessibility of hydrogen fuel, making it a more viable option for motorists. Notably, 14 of these stations will be designed to handle heavy-duty vehicles, catering to the transportation sector's clean energy needs.

The economic and environmental benefits of H2 Gateway are undeniable. The project is expected to generate nearly 300 jobs, aligning with recent grid job creation efforts, providing a much-needed boost to the B.C. economy. More importantly, the widespread adoption of hydrogen fuel promises significant reductions in greenhouse gas emissions. Hydrogen-powered vehicles produce zero tailpipe emissions, making them a crucial tool in combating climate change.

British Columbia's investment in hydrogen infrastructure aligns with a global trend. As countries strive to achieve ambitious climate goals, hydrogen is increasingly viewed as a promising clean energy source. Hydrogen fuel cells offer several advantages over traditional electric vehicles, and while B.C. leads the country in going electric, they boast longer driving ranges and shorter refueling times, making them particularly attractive for long-distance travel and heavy-duty applications.

While H2 Gateway represents a significant step forward, challenges remain. The production of clean hydrogen, often achieved through electrolysis using renewable energy sources, faces power supply challenges and requires substantial initial investment. Additionally, the number of hydrogen-powered vehicles on the road is still relatively low.

However, projects like H2 Gateway are crucial in overcoming these hurdles. By creating a robust hydrogen infrastructure, B.C. is sending a strong signal to the industry and, alongside BC Hydro's EV charging expansion across southern B.C., is building a comprehensive clean transportation network. This investment will not only benefit the environment but also incentivize the development and adoption of hydrogen-powered vehicles. As the technology matures and production costs decrease, hydrogen fuel has the potential to revolutionize transportation and play a key role in a sustainable future.

The road ahead for hydrogen may not be entirely smooth, but British Columbia's commitment to H2 Gateway demonstrates a clear vision. By investing in clean energy infrastructure, the province is not only positioning itself as a leader in the fight against climate change, with Canada and B.C. investing in green energy solutions to accelerate progress, but also paving the way for a more sustainable transportation landscape.

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