Court Sees If Church Solar Panels Break Electricity Monopoly


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NC WARN Solar Case tests third-party solar rights as North Carolina Supreme Court reviews Utilities Commission fines over a Greensboro church's rooftop power deal, challenging Duke Energy's monopoly, onsite electricity sales, and potential rate impacts.

 

Key Points

A North Carolina Supreme Court test of third-party solar could weaken Duke Energy's monopoly and change utility rules.

✅ NC Supreme Court weighs Utilities Commission penalty on NC WARN

✅ Case could permit onsite third-party solar sales statewide

✅ Outcome may pressure Duke Energy's monopoly and rates

 

North Carolina's highest court is taking up a case that could force new competition on the state's electricity monopolies.

The state Supreme Court on Tuesday will consider the Utilities Commission's decision to fine clean-energy advocacy group NC WARN for putting solar panels on a Greensboro church's rooftop and then charging it below-market rates for power.

The commission told NC WARN that it was producing electricity illegally and fined the group $60,000. The group said it was acting privately and appealed to the high court.

If the group prevails, it could put new pressure on Duke Energy's monopoly, which has seen an oversubscribed solar solicitation in recent procurements. State regulators say a ruling for NC WARN would allow companies to install solar equipment and sell power on site, shaving away customers and forcing Duke Energy to raise rates on everyone else.

#google#

That's because if NC WARN's deal with Faith Community Church is allowed, the precedent could open the door for others to lure away from Duke Energy, as debates over how solar owners are paid continue, "the customers with the highest profit potential, such as commercial and industrial customers with large energy needs and ample rooftop space," attorney Robert Josey Jr. wrote in a court filing.

Losing those power sales would force the country's No. 2 electricity company to make it up by charging remaining customers more to cover the cost of all of its power plants, transmission lines and repair crews, a dynamic echoed in New England's grid upgrade debates as solar grows, wrote Josey, an attorney for the Public Staff, the state's official utilities consumer advocate.

The dispute is whether NC WARN is producing electricity "for the public," which would mean it's intruding on the territory of the publicly regulated monopoly utility, or whether the move was allowed because it was a private power deal with the church alone.

 

NC WARN installed the church's power panels in 2015 as part of what it described as a test case, amid wider debates like Nova Scotia's delayed solar charge for customers, challenging Duke Energy's monopoly position to generate and sell electricity.

North Carolina was one of nine states that as of last year explicitly disallowed residential customers from buying electricity generated by solar panels on their roof from a third party that owns the system, even as Maryland opens solar subscriptions more broadly, according to the North Carolina Clean Energy Technology Center. State law allows purchased or leased solar panels, but not payments simply for the power they generate.

NC WARN's goals included "reducing the effects of Duke Energy's monopoly control that has such negative impacts on power bills, clean air and water, and climate change," the church's pastor, Rev. Nelson Johnson, said in a statement the same day the clean-energy group asked state regulators to clear the plan.

Instead, the North Carolina Utilities Commission ruled the arrangement violated the state's system of legal electricity monopolies and hit the group with nearly $60,000 in fines, which would be suspended if the church's payments were refunded with interest and the solar equipment donated. The group has set aside the money and will donate the gear if it loses the Supreme Court case, NC WARN Executive Director Jim Warren said.

NC WARN's three-year agreement saw the group mount a rooftop solar array for which the church would pay about half the average retail electricity price, state officials said. The agreement states plainly that it is not a contract for the sale or lease of the $20,000 solar system, the church never owns the panels, and the low electricity price means its payback for the equipment would take 60 years, Josey wrote.

"Clearly, the only thing of value (the church) is obtaining for its payments under this agreement is the electricity created," he wrote.

In court filings, the group's attorneys have stuck to the argument that NC WARN isn't selling to the public because the deal involved a single customer only.

The deal "is not open to any other member of the public ... A private, bargained-for contract under which only one party receives electricity is not a sale of electricity 'to or for the public,' " attorney Matthew Quinn wrote to the court.

 

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Local study to look at how e-trucks might supply future electricity

Electrified Trucking Grid Integration explores vehicle-to-grid (V2G) strategies where rolling batteries backfeed power during peak demand, optimizing charging infrastructure, time-of-use pricing, and IESO market operations for Ontario shippers like Nature Fresh Farms.

 

Key Points

An approach using V2G-enabled electric trucks to support the grid, cut peak costs, and add revenue streams.

✅ Models charging sites, timing, and local grid impacts.

✅ Evaluates V2G backfeed economics and IESO pricing.

✅ Uses Nature Fresh Farms data for logistics and energy.

 

A University of Windsor project will study whether an electrified trucking industry might not only deliver the goods, but help keep the lights on with the timely off-loading of excess electrons from their powerful batteries via vehicle-to-grid approaches now emerging.

The two-year study is being overseen by Environmental Energy Institute director Rupp Carriveau and associate professor Hanna Moah of the Cross-Border Institute in conjunction with the Leamington-based greenhouse grower Nature Fresh Farms.

“The study will look at what happens if we electrified the transport truck fleet in Ontario to different degrees, considering the power demand for truck fleets that would result,” Carriveau said.

“Where trucks would be charging and how that will affect the electricity grid grid coordination in those locations at specific times. We’ll be able to identify peak times on the demand side.

“On the other side, we have to recognize these are rolling batteries. They may be able to backfeed the grid, sell electricity back to prop the grid up in locations it wasn’t able to in the past.”

The national research organization Mathematics of International Technology and Complex Systems (Mitacs) is funding the $160,000 study, and the Independent Electricity Systems Operator, a Crown corporation responsible for operating Ontario’s electricity market, amid an electricity supply crunch that is boosting storage efforts, is also offering support for the project.

Because of the varying electricity prices in the province based on usage, peak demand and even time of year, Carriveau said there could be times where draining off excess truck battery power will be cheaper than the grid, and vehicle-to-building charging models show how those savings can be realized.

“It could offer the truck owner another revenue stream from his asset, and businesses a cheaper electricity alternative in certain circumstances,” he said.

The local greenhouse industry was a natural fit for the study, said Carriveau, based on the amount of work the university does with the sector along with the fact it is both a large consumer and producer of electricity.

The study will be based on assumptions for electric truck capacity and performance because the low number of such vehicles currently on the road, though large electric bus fleets offer operational insights.

How will an electrified trucking industry affect Ontario’s electricity grid? University of Windsor engineering professor Rupp Carriveau is part of a new study on trucks being used to help deliver electricity as well as their products around Ontario. He is shown on campus on Tuesday, July 6, 2021.

How will an electrified trucking industry affect Ontario’s electricity grid? University of Windsor engineering professor Rupp Carriveau is part of a new study on trucks being used to help deliver electricity as well as their products around Ontario. He is shown on campus on Tuesday, July 6, 2021.

Nature Fresh Farms will supply all its data on power use, logistics, utility costs and shipping schedules to determine if switching to an electrified fleet makes sense for the company.

“As an innovative company, we are always thinking, ‘What is next?’, whether its developments in product varieties, technology or sustainability,” said company CEO Peter Quiring. “Green transportation is the next big focus.

“We were given the opportunity to work closely on this project and offer our operations as a case study to see how we can find feasible alternatives, not only for Nature Fresh Farms or even for companies in agriculture, but for every industry that relies on the transportation of their goods.”

Currently, Nature Fresh Farms doesn’t have any electrified trucks. Carriveau said the second phase of the study might actually involve an electric truck in a pilot project.

 

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EV owners can access more rebates for home, workplace charging

CleanBC Go Electric EV Charger Rebate empowers British Columbia condos, apartments, and workplaces with Level 2 charging infrastructure, ZEV adoption support, and stackable rebates aligned with the CleanBC Roadmap 2030 and municipal top-up incentives.

 

Key Points

A provincial program funding up to 50% of EV charger costs for condos, apartments, and workplaces across B.C.

✅ Up to 50% back, max $2,000 per eligible Level 2 charger

✅ EV Ready plans fund building upgrades for future charging

✅ Free advisor support: up to 5 hours for condos and workplaces

 

British Columbians wanting to charge their electric vehicles (EVs) at their condominium building or their place of work can access further funding through EV charger rebates to help buy and install EV chargers through CleanBC’s Go Electric EV Charger Rebate program.

“To better support British Columbians living in condominiums and apartments, we’re offering rebates to make more buildings EV ready,” said Bruce Ralston, Minister of Energy, Mines and Low Carbon Innovation. “With the highest uptake rates of EV adoption in North America, we want to make sure that more people supporting our transition to a low-carbon economy have easy access to charging infrastructure.”

The Province’s CleanBC Go Electric EV Charger Rebate program is receiving $10 million as part of Budget 2021 to help with the upfront costs that come with EVs. Condominiums, apartments and workplaces that purchase and install eligible EV chargers can receive a rebate up to 50% of costs to a maximum of $2,000 per charger. Customers who take advantage of the EV Charger Rebate may have access to top up rebates through participating municipalities and local governments.

“People in British Columbia are switching to electric vehicles in record numbers as part of the transition to a cleaner, better transportation system,” said George Heyman, Minister of Environment and Climate Change Strategy. “We are building on that progress and accelerating positive change through the CleanBC Roadmap. We’re making it more affordable to own an electric vehicle and charging station, with incentives for zero-emission vehicles, so people can improve their driving experience with no air and climate pollution, and lower fuel and maintenance costs overall.”

The strata council for a condo building in Vancouver’s Olympic Village neighbourhood made use of the EV Ready program, as well as new legislation easing strata EV installs and federal support to upgrade their building’s electrical infrastructure. The strata council worked together to first determine, through a load review, if there was enough incoming power to support a level 2 charger for every owner. Once this was determined, the strata’s chosen electrical contractor went to work with the base installation, as well as individual chargers for owners who ordered them. The strata council also ensured a charger was installed in the guest parking.

“The majority of owners in our building came together and gave our strata council approval to make the necessary updates to the building’s infrastructure to support electric vehicle charging where we live,” said Jim Bayles, vice-president of strata council. “While upgrading the electrical and installing the EV chargers was something we were going ahead with anyway, we were pleased to receive quick support from the Province through their CleanBC program as well as from the federal government.”

CleanBC’s EV Ready option supports the adoption of EV infrastructure at apartment and condominium buildings. EV Ready provides rebates for the development of EV Ready plans, a strategy for buildings supported by professionals to retrofit a condo with chargers and make at least one parking space per unit EV ready, and the installation of electrical modifications and upgrades needed to support widespread future access to EV charging for residents.

Up to five hours of free support services from an EV charging station adviser are available through the EV Charger Rebate program for condominiums, apartments and workplaces that need help moving from idea to installation.

Single-family homes, including duplexes and townhouses, can get a rebate of up to 50% of purchase and installation costs of an eligible EV charger to a maximum of $350 through the EV Charger Rebate program.

The Province is providing a range of rebates through its CleanBC Go Electric programs and building out the fast-charging network to ensure the increasing demand for EVs is supported. B.C. has one of the largest public-charging networks in Canada, including the BC's Electric Highway initiative, with more than 2,500 public charging stations throughout the province.

The CleanBC Go Electric EV Charger Rebate program aligns with the recently released CleanBC Roadmap to 2030. Announced on Oct. 25, 2021, the CleanBC Roadmap to 2030 details a range of expanded actions to expand EV charging and accelerate the transition to a net-zero future and achieve B.C.’s legislated greenhouse gas emissions targets.

CleanBC is a pathway to a more prosperous, balanced and sustainable future. It supports government’s commitment to climate action to meet B.C.’s emission targets and build a cleaner, stronger economy for everyone.

Quick Facts:

  • The CleanBC Go Electric EV Charger Rebate program provides a convenient single point of service for provincial and any local government rebates.
  • EV adviser services for multi-unit residential buildings and workplaces are available through Plug In BC.
  • British Columbia is leading the country in transitioning to EVs, even as a B.C. Hydro 'bottleneck' forecast highlights infrastructure needs, with more than 60,000 light-duty EVs on the road.
  • British Columbia was the first place in the world to have a 100% ZEV law and is leading North America in uptake rates of EVs at nearly 10% of new sales in 2020 – five years ahead of the original target.
  • The CleanBC Roadmap to 2030 commits B.C. to adjusting its ZEV Act to require automakers to meet an escalating annual percentage of new light-duty ZEV sales and leases, reaching 26% of light-duty vehicle sales by 2026, 90% by 2030 and 100% by 2035.

 

Learn More:

To learn more about home and workplace EV charging station rebates, eligibility and application processes, including the EV Ready program, visit: https://goelectricbc.gov.bc.ca/

To learn more about EV advisor services, visit: https://pluginbc.ca/ev-advisor-service/

To learn more about the suite of CleanBC Go Electric programming, visit: www.gov.bc.ca/zeroemissionvehicles

To learn more about the CleanBC Roadmap to 2030, visit: https://cleanbc.gov.bc.ca/

 

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Wind is main source of UK electricity for first time

UK Renewable Energy Milestones: wind outpacing gas, record solar output, offshore wind growth, National Grid data, and a net-zero grid by 2035, despite planning reforms, connection queues, and grid capacity constraints.

 

Key Points

Key UK advances where wind beat gas, solar set records, and policies target a 2035 net-zero electricity grid.

✅ Wind generated one-third of electricity, outpacing gas

✅ Record solar output reported by National Grid in April

✅ Onshore wind easing via planning reforms; grid delays persist

 

In the first three months of this year a third of the country's electricity came from wind farms, with the UK leading the G20 for wind power according to research from Imperial College London has shown.

National Grid has also confirmed that April saw a record period of solar energy generation, and wind generation set new records earlier in the year.

By 2035 the UK aims for all of its electricity to have net zero emissions, though progress stalled in 2019 in some areas.

"There are still many hurdles to reaching a completely fossil fuel-free grid, but wind out-supplying gas for the first time, a sign of wind leading the power mix, is a genuine milestone event," said Iain Staffell, energy researcher at Imperial College and lead author of the report.

The research was commissioned by Drax Electrical Insights, which is funded by Drax energy company.

The majority of the UK's wind power has come from offshore wind farms, and wind generated more electricity than coal in 2016 marking an early shift. Installing new onshore wind turbines has effectively been banned since 2015 in England.

Under current planning rules, companies can only apply to build onshore wind turbines on land specifically identified for development in the land-use plans drawn up by local councils. Prime Minister Rishi Sunak agreed in December to relax these planning restrictions to speed up development.

Scientists say switching to renewable power is crucial to curb the impacts of climate change, with milestones like wind and solar topping nuclear underscoring the shift, which are already being felt, including in the UK, which last year recorded its hottest year since records began.

Solar and wind have seen significant growth in the UK. In the first quarter of 2023, 42% of the UK's electricity came from renewable energy, with 33% coming from fossil fuels like gas and record-low coal shares.

Some new solar and wind sites are waiting up to 10 to 15 years to be connected because of a lack of capacity in the electricity system.

And electricity only accounts for 18% of the UK's total power needs. There are many demands for energy which electricity is not meeting, such as heating our homes, manufacturing and transport.

Currently the majority of UK homes use gas for their heating - the government is seeking to move households away from gas boilers and on to heat pumps which use electricity.

 

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France Hits Record: 20% Of Market Buys Electric Cars

France Plug-In Electric Car Sales September 2023 show rapid EV adoption: 45,872 plug-ins, 30% market share, BEV 19.6%, PHEV 10.2%, with Tesla Model Y leading registrations amid sustained year-over-year growth.

 

Key Points

France registered 45,872 plug-ins in September 2023, a 30% share, with BEVs at 19.6% and PHEVs at 10.2%.

✅ Tesla Model Y led BEVs with 5,035 registrations in September

✅ YTD plug-in share 25%; BEV 15.9%, PHEV 9.1% across passenger cars

✅ Total market up 9% YoY to 153,916; plug-ins up 35% YoY

 

New passenger car registrations in France increased in September by nine percent year-over-year to 153,916, mirroring global EV market growth trends, taking the year-to-date total to 1,286,247 (up 16 percent year-over-year).

The market has been expanding every month this year (recovering slightly from the 2020-2022 collapse and the period when EU EV share grew during lockdowns across the bloc) and also is becoming more and more electrifying thanks to increasing plug-in electric car sales.

According to L’Avere-France, last month 45,872 new passenger plug-in electric cars were registered in France (35 percent more than a year ago), which represented almost 30 percent of the market, aligning with the view that the age of electric cars is arriving ahead of schedule. That's a new record share for rechargeable cars and a noticeable jump compared to just over 24 percent a year ago.

What's even more impressive is that passenger all-electric car registrations increased to over 30,000 (up 34 percent year-over-year), taking a record share of 19.6 percent of the market. That's basically one in five new cars sold, and in the U.S., plug-ins logged 19 billion electric miles in 2021 as a benchmark.

Plug-in hybrids are also growing (up 35% year-over-year), and with 15,699 units sold, accounted for 10.2 percent of the market (a near record value).


Plug-in car sales in France – September 2023

So far this year, more than 341,000 new plug-in electric vehicles have been registered in France, including over 321,000 passenger plug-in cars (25 percent of the market), while in the U.S., EV sales are soaring into 2024 as well.

Plug-in car registrations year-to-date (YOY change):

  • Passenger BEVs: 204,616 (up 45%) and 15.9% market share
  • Passenger PHEVs: 116,446 (up 31%) and 9.1% market share
  • Total passenger plug-ins: 321,062 (up 40%) and 25% market share
  • Light commercial BEVs: 20,292 (up 111%)
  • Light commercial PHEVs: 281 (down 38%)
  • Total plug-ins: 341,635 (up 43%)

For reference, in 2022, more than 346,000 new plug-in electric vehicles were registered in France (including almost 330,000 passenger cars, which was 21.5 percent of the market).

We can already tell that the year 2023 will be very positive for electrification in France, with a potential to reach 450,000 units or so, though new EV incentive rules could reshape the competitive landscape.


Models
In terms of individual models, the Tesla Model Y again was the most registered BEV with 5,035 new registrations in September. This spectacular result enabled the Model Y to become the fifth best-selling model in the country last month (Tesla, as a brand, was seventh).

The other best-selling models are usually small city cars - Peugeot e-208 (3,924), Dacia Spring (2,514), Fiat 500 electric (2,296), and MG4 (1,945), amid measures discouraging Chinese EVs in France. Meanwhile, the best-selling electric Renault - the Megane-e - was outside the top five BEVs, which reveals to us how much has changed since the Renault Zoe times.

After the first nine months of the year, the top three BEVs are the Tesla Model Y (27,458), Dacia Spring (21,103), and Peugeot e-208 (19,074), slightly ahead of the Fiat 500 electric (17,441).

 

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Completion of 1st fast-charging network 'just the beginning' for electric car owners in N.L.

Newfoundland EV Fast-Charging Network enables DC fast charging along the Trans-Canada Highway, from Port aux Basques to St. John's, with Level 3 stations, reducing range anxiety and accelerating electric vehicle adoption.

 

Key Points

A DC fast charging corridor with Level 3 stations every 70 km, enabling EV road trips and easing range anxiety.

✅ 14 Level 3 DC fast chargers across the Trans-Canada Highway

✅ Charges most EVs to 80% in under an hour, $15/hr prorated

✅ Expansion planned into Labrador with 19 additional fast chargers

 

The first electric vehicle fast-charging network is now up and running across Newfoundland, which the province's main energy provider hopes will make road trips easier for electric car owners and encourage more drivers to go electric in the future.

With the last of the 14 charging stations coming online in Corner Brook earlier this month, drivers now have a place to charge up about every 70 kilometres along the Trans-Canada Highway, where 10 new fast-charging stations in N.B. are being planned, from Port aux Basques to St. John's, along with one in Gros Morne National Park.

Jennifer Williams, president & CEO of Newfoundland and Labrador Hydro, says many potential electric vehicle owners have been hesitant to give up on gasoline without fast chargers available across the island.

"The majority of people who were interested in EVs said one of the major barriers to them was indeed not having a fast-charging network that they could access," she said.

"We really believe that this is going to help people cross over and become an EV owner."

The charging network was first announced in October 2019, with an eye to having all 14 chargers up and running by the end of 2020. When work began, Newfoundland and Labrador was the only province in Canada without any publicly available Level 3 chargers, even as NB Power's public charging network was expanding elsewhere.

After some COVID-19 pandemic-related delays, the stations are now up and running and can charge most EVs to 80 per cent in less than an hour at a prorated cost of $15 an hour

"The pandemic did have some effect, but we're there now and we're really happy and this is just the beginning," said Williams.

Public charging becoming 'a non-issue'
That's encouraging for Jon Seary, an electric car owner and a co-founder of advocacy group Drive Electric N.L. He says the lack of fast chargers has been the "deal breaker" for many people looking to buy electric vehicles.

"Now you can drive right across the province. You can choose to stop at any of these to top up," Seary said.

Joe Butler, who is also a co-founder of the group, says the fast chargers have already made trips easier as they've come online across the island.

"In the past, it was a major impediment, really, to get anywhere, but now it's changed dramatically," said Butler.

"I just came back from Gros Morne and I had two stops and I was home, so the convenience factor if you just travel occasionally outside of town makes all the difference."

Jon Seary and Joe Butler stand with a slower level-two charging station on Kenmount Road in St. John's. 'We are at the cusp now of seeing a huge upswing in electric vehicle adoption,' Seary said. (Gavin Simms/CBC)
Seary said according to numbers from provincial motor vehicle registration, there were 195 electric cars on the road at the end of 2020, but he estimates that there are now closer to 300 vehicles in use in the province — with the potential for many more.

"We are at the cusp now of seeing a huge upswing in electric vehicle adoption," he said, even though Atlantic Canadians have been less inclined to buy EVs so far. 

"The cost of the cars is coming way down, and has come down. More places are selling them and the availability of public charging is becoming a non-issue as we put more and more charging stations out there."

The future is electric but the province's infrastructure is lagging behind, says non-profit
But Seary said there is still more work to be done to improve the province's charging infrastructure to catch up with other parts of the country. 

"We are lagging the rest of the country," Seary said, even as the N.W.T. encourages more residents to drive EVs through new initiatives.

"We have opportunities for federal funding for our charging infrastructure and it needs to be moving now. We have the surplus from Muskrat Falls to use and we have a climate that's not going to wait … this is the time to get going with this now."

Williams said together with Newfoundland Power, N.L. Hydro is now working on 19 more fast chargers to be placed elsewhere in the province and into Labrador, where the N.L. government has promoted EV adoption but infrastructure has lagged in some areas.

"We've heard very loudly and very clearly from the folks in Labrador, as well as other parts of the province, that they want to have charging stations in their neck of the woods too," she said.

"Putting them in Labrador, we believe that we'll help people get over that concern and that fear. There are EV owners in Labrador … so we believe it can work there as well."

With more chargers and electric vehicles comes less reliance on burning fossil fuels, and utilities like Nova Scotia Power are piloting vehicle-to-grid integration to amplify benefits, and Williams said 21 tonnes of greenhouse gas emissions have already been offset with the chargers as they've come online over the past few months.

"It actually does equate to as if you had powered a whole house all year, but the important part to remember [is that] these are an enabler. Putting these in place is enabling people to purchase electric vehicles," she said.

"You do 90 per cent of your charging at home, so if we're seeing about 20 tonnes has been offset in the short period of time they've been in service, for the vehicles that are charging at home, imagine how much they're actually offsetting. We figure it's well in excess of 200 tons."

 

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Electric vehicle assembly deals put Canada in the race

Canada EV Manufacturing Strategy catalyzes electric vehicles growth via batteries, mining, and supply chain localization, with Unifor deals, Ford and FCA retooling, and government incentives safeguarding jobs and competitiveness across the auto industry.

 

Key Points

A coordinated plan to scale EV assembly, batteries, and mining supply chains in Canada via union deals and incentives.

✅ Government-backed Ford and FCA retooling for EV models.

✅ Battery cell, module, and pack production localizes value.

✅ Mining-to-mobility links metals to the EV supply chain.

 

As of a month ago Canada was just a speck on the global EV manufacturing map. We couldn’t honestly claim to be in the global race to electrify the automotive sector, even as EV shortages and wait times signalled surging demand.

An analysis published earlier this year by the International Council on Clean Transportation and Pembina Institute found that while Canada ranked 12th globally in vehicle production, EV production was a miniscule 0.4 per cent of that total and well off the average of 2.3 per cent amongst auto producing nations.

As the report’s co-author Ben Sharpe noted, “Canada is a huge auto producer. But nobody is really shining a light on the fact that if Canada’s doesn’t quickly ramp up its EV production, the steady decline we’ve seen in auto manufacturing over the past 20 years is going to accelerate.”


National strategy
While the report received relatively scant attention outside industry circles, its thesis was not lost on the leadership of Unifor, the union representing Canadian autoworkers.

In an August op-ed, Unifor national president Jerry Dias laid out the table stakes: “Global automakers are pouring hundreds of billions of dollars into electric vehicle investments, but no major programs are landing in Canada. Without a comprehensive national auto strategy, and active government engagement, the future is dim … securing our industry’s future requires a much bigger made-in-Canada style effort. An effort that government must lead.”


And then he got busy at the negotiating table.

The result? All of a sudden Canada is (or rather, will be) on the EV assembly map, just as the market hits an EV inflection point globally on adoption trends.

Late last month, contract negotiations between Unifor and Ford produced the Ford Oakville deal that will see $2 billion — including $590 million from the federal and Ontario governments ($295 million each) — invested towards production of five EV models in Oakville, Ont.

Three weeks later, Unifor reached a similar agreement with Fiat Chrysler Automobiles on a $1.5-billion investment, including retooling, to accommodate production of both a plug-in hybrid and battery electric vehicle (including at least one additional model). 

 

Workforce implications
The primary motivation for Unifor in pushing for EVs in contract negotiations is, at minimum, preserving jobs — if not creating them. Unifor estimates that retooling the Ford plant in Oakville will save 3,000 of the 3,400 jobs there, contributing to Ontario's EV jobs boom as the transition accelerates. However, as VW CEO Herbert Diess has noted, “The reality is that building an electric car involves some 30 per cent less effort than one powered by an internal combustion engine.”


So, when it comes to the relationship between jobs and EVs, at first glance it might not seem to be a great news story. What exactly are the workforce implications?

To answer this question, and aid automakers and their suppliers in navigating the transition to EV production, the Boston Consulting Group (BCG) has done a study on the evolution of labour requirements along the automotive value chain. And the results, it turns out, are both illuminating and encouraging — so long as you look across the full value chain.

 

Common wisdom “inaccurate”
The study provides an in-depth unpacking of the similarities and differences between manufacturing an internal combustion engine (ICE) vehicle versus a battery EV (BEV), and in doing so it arrives at a surprising conclusion: “The common wisdom that BEVs are less labor intensive in assembly stages than traditional vehicles is inaccurate.” 

BCG’s analysis modeled how many labour hours were required to build an ICE vehicle versus a BEV, including the distribution of labour value across the automotive value chain.

While ICE vehicles require more labour associated with components, engine, motor and transmission assembly and installation, BEVs require the addition of battery manufacturing (cell production and module and battery pack assembly) and an increase in assembly-related labour. Meanwhile, labour requirements for press, body and paint shops don’t differ at all. Put that all together and labour requirements for BEVs are comparable to those of ICE vehicles when viewed across the full value chain.


Value chain shifting to parts suppliers
However, as BCG notes, this similarity not only masks, but even magnifies, a significant change that was already underway in the distribution of labour value across the value chain — an accelerating shift to parts suppliers.

This trend is a key reason why the Canadian Automotive Parts Manufacturers’ Association launched Project Arrow earlier this year, and just unveiled the winner of the EV concept design that will ultimately become a full-build, 100 per cent Canadian-equipped zero-emission concept vehicle. The project is a showcase for Canadian automotive SMEs.

The bulk of the value shift is into battery cell manufacturing, which is dominated by Asian players. In light of this, both the EU and UK are working hard to devise strategies to secure battery cell manufacturing, including projects like a Niagara Region battery plant that signal momentum, and hence capture this value domestically. Canada must now do the same — and in the process, capitalize on the unique opportunity we have buried underground: the metals and minerals needed for batteries.

The federal government is well aware of this opportunity, which Minister of Industry, Science and Economic Development Navdeep Bains has coined “mines to mobility.” But we’re playing catch up, and the window to effectively position to capture this opportunity will close quickly.

 

Cooperation and coordination needed
As Unifor’s Dias noted in an interview with Electric Autonomy after the FCA deal, the scale of the opportunity extends beyond the assembly plants in Oakville and Windsor: “This is about putting workers back in our steel plants. This is about making batteries. This is about saying to aluminum workers in Quebec and B.C. … to lithium workers in Quebec … cobalt workers in Northern Ontario, you’re going to be a part of the solution…It is a transformative time. … We’re on the cusp of leading globally for where this incredible industry is going.”


With their role in securing Ford’s EV production commitment, the federal and Ontario governments made clear that they understand the potential that EVs offer Canada, including how to capitalize on the U.S. auto sector's pivot as supply chains evolve, and their role in capitalizing on this opportunity.

But to ultimately succeed will require more than an open chequebook, it will take a coordinated industrial strategy that spans the full automotive value chain and extends beyond it into batteries and even mining, alongside Canada-U.S. collaboration to align supply chains. This will require effective cooperation and coordination between governments and across several industrial sectors and their associations.

Together they are Team Canada’s pit crew in the global EV race. How we fare will depend on how efficiently and effectively that crew works together. 

 

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