Stiff EPA emission limits to boost US electric vehicle sales

Canada EV-ready rules for MURBs vary by city, with municipal bylaws dictating at-home Level 2 charging in condos, apartments, strata, and townhomes; BC leads, others evaluating updates to building codes.

Key Points

Municipal bylaws mandate EV-ready, Level 2 charging in multi-unit housing; requirements vary by city.

✅ No federal/provincial mandates; municipal bylaws set EV access.

✅ B.C. leads; many cities require 100% EV-ready residential stalls.

✅ Other cities are evaluating code changes; enforcement varies widely.

An absence of federal, provincial rules for EV charging in Canada’s condos, apartment buildings, strata or townhomes punts the issue to municipalities and leaves many strata owners to fend for themselves, finds Electric Autonomy’s cross-Canada guide to municipal building code regulations for EV charging in MURBs

When it comes to reducing barriers to electric vehicle adoption in Canada, one of the most critical steps governments can do is to help provide access to at-home EV charging.

While this is usually not a complicated undertaking in single-unit dwellings, in multi-unit residential buildings (MURBs) which includes apartments, condos, strata and townhomes, the situation and the experience is quite varied for Canadian EV drivers, and retrofitting condos can add complexity depending on the city in which they live.

In Canada, there are no regulations in the national building code that require new or existing condos, apartment buildings, strata or townhomes to offer EV charging. Provinces and territories are able to create their own building laws and codes, but none have added anything yet to support EV charging. Instead, some municipalities are provided with the latitude by their respective provinces to amend local bylaws and add regulations that will require multi-residential units — both new builds and existing ones — to be EV-ready.

The result is that the experience and process of MURB residents getting EV charging infrastructure access is highly fragmented across Canada.

In order to bring more transparency, Electric Autonomy Canada has compiled a roundup of all the municipalities in Canada with existing regulations that require all new constructions to be EV-ready for the future and those cities that have announced publicly they are considering implementing the same.

The tally shows that 21 cities in British Columbia and one city in both Quebec and Ontario have put in place some EV-ready regulations. There are eight other municipalities in Alberta, Saskatchewan, Ontario, Nova Scotia and Newfoundland evaluating their own building code amendments, including Calgary’s condo charging expansion initiatives across apartments and condos.

No municipalities in Manitoba, Prince Edward Island and New Brunswick have any regulations around this. City councils in Edmonton, Saskatoon, Hamilton, Sarnia, Halifax and St. John’s have started looking into it, but no regulations have officially been made.

British Columbia
B.C. is, by far, Canada’s most advanced province in terms of having mandates for EV charging access in condos, apartment buildings, strata or townhomes, leading the country in expanding EV charging with 20 cities with modified building codes to stipulate EV-readiness requirements and one city in the process of implementing them.

City of Vancouver: Bylaw 10908 – Section 10.2.3. was amended on July 1, 2014, to include provisions for Level 2 EV charging infrastructure at all residential and commercial buildings. On March 14, 2018, the bylaw was updated to adopt a 100 per cent EV-ready policy from 20 per cent to 100 per cent. The current bylaw also requires one EV-ready stall for single-family residences with garages and 10 per cent of parking stalls to be EV-ready for commercial buildings.

City of Burnaby: Zoning Bylaw 13903 – Section 800.8, which took effect on September 1st, required Level 2 energized outlets in all new residential parking spaces. This includes both single-family homes and multi-unit residential buildings. Parking spaces for secondary suites and visitor parking are exempt, but all other stalls in new buildings must be 100 per cent EV-ready.

City of Nelson: The city amended its Off-Street Parking and Landscaping Bylaw No. 3274 – Section 7.4 in 2019 to have at least one parking space per dwelling unit feature
Level 2 charging or higher in new single-family and multi-unit residential buildings, starting in 2020. For every 10 parking spaces available at a dwelling, two stalls must have Level 2 charging capabilities.

City of Coquitlam: The Zoning Bylaw No. 4905 – Section 714 was amended on October 29, 2018, to require all new construction, including single-family residences and MURBs, to have a minimum of one energized outlet capable of Level 2 charging or higher for every dwelling unit. Parking spaces designated for visitors are exempt.

If the number of parking spaces is less than the number of dwelling units, all residential parking spots must have an energized outlet with Level 2 or higher charging capabilities.

City of North Vancouver: According to Zoning Bylaw No. 6700 – Section 909, all parking spaces in all new residential multi-family buildings must include Level 2 EV charging infrastructure as of June 2019 and 10 per cent of residential visitor parking spaces must include Level 2 EV charging infrastructure as of Jan. 2022.

District of North Vancouver: Per the Electric Vehicle Charging Infrastructure Policy, updated on March 17, 2021, all parking stalls — not including visitor parking — must feature energized outlets capable of providing Level 2 charging or higher for multi-family residences.

City of New Westminster: As of April 1, 2019, all new buildings with at least one residential unit are required to have a Level 2 energized outlet to the residential parking spaces, according to Electric Vehicle Ready Infrastructure Zoning Bylaw 8040, 2018. Energized Level 2 outlets will not be required for visitor parking spaces.

City of Port Moody: Zoning Bylaw No. 2937 – Section 6.11 mandated that all spaces in new residential constructions starting from March 1, 2019, required an energized outlet capable of Level 2 charging. A minimum of 20 per cent of spaces in new commercial constructions from March 1, 2019, required an energized outlet capable of Level 2 charging.

City of Richmond: All new buildings and residential parking spaces from April 1, 2018, excluding those provided for visitors’ use, have had an energized outlet capable of providing Level 2 charging or higher to the parking space, says Zoning Bylaw 8500 – Section 7.15.

District of Saanich: Zoning Bylaw No. 8200 – Section 7 specified that all new residential MURBs are required to provide Level 2 charging after Sept. 1, 2020.

District of Squamish: Bylaw No. 2610, 2018 Subsection 41.11(f) required 100 per cent of off-street parking stalls to have charging infrastructure starting from July 24, 201, in any shared parking areas for multiple-unit residential uses.

City of Surrey: Zoning By-law No. 12000 – Part 5(7) was amended on February 25, 2019 to say builders must construct and install an energized electrical outlet for 100 per cent of residential parking spaces, with home and workplace charging rebates helping adoption, 50 per cent of visitor parking spaces, and 20 per cent of commercial parking spaces. Each energized electrical outlet must be capable of providing Level 2 or a higher level of electric vehicle charging

District of West Vancouver: Per Zoning Bylaw No. 4662 – Sections 142.10; 141.01(4), new dwelling units, all parking spaces for residential use, except visitor parking, need to include an energized outlet that is: (a) capable of providing Level 2 charging for an electric vehicle; (b) labelled for the use of electric vehicle charging.

City of Victoria: In effect since October 1, 2020, the Zoning Bylaw No. 80-159 – Schedule C Section 2.4 stipulates that all residential parking spaces in new residential developments must have an energized electrical outlet installed that can provide Level 2 charging for an electric vehicle, and residents can access EV charger rebates to offset costs. This requirement applies to both single-family and multi-unit residential dwellings but not visitor parking spaces.

Township of Langley: In Zoning Bylaw No. 2500 – Section 107.3, all new residential construction, including single-home dwellings, townhouses and apartments, required one space per dwelling unit to have EV charging requirements, starting from Nov. 4, 2019.

Town of View Royal: As per Zoning Bylaw No. 900 – Section 5.13, every commercial or multi-unit residential construction with more than 100 parking spots must provide an accessible electric vehicle charging station on the premises for patrons or residents. This bylaw was adopted on Feb. 2021.

Nanaimo: According to the Off-Street Parking Regulations Bylaw No. 7266 – Section 7.7, a minimum of 25 per cent of all off-street parking spots in any common parking area for multifamily residential housing must have shared access to a Level 2 EV charging, and have an electrical outlet box wired with a separate branch circuit capable of supplying electricity to support both Level 1 and Level 2 charging.

Port Coquitlam: For residential buildings that do not have a common parking area, one parking space per dwelling unit is required to provide “roughed-in” charging infrastructure, put in effect on Jan. 23, 2018. This must include an electrical outlet box located within three metres of the unit’s parking space, according to Zoning Bylaw No. 3630 – Section 2.5.10;11. For a residential building with a common parking area, a separate single utility electrical meter and disconnect should be provided in line with the electrical panel(s) intended to provide EV charging located within three metres of the parking space.

Maple Ridge: The city’s Bylaw No. 4350-1990 – Schedule F says for apartments, each parking space provided for residential use, excluding visitor parking spaces, will be required to have roughed-in infrastructure capable of providing Level 2 charging.

Apartments and townhouses with a minimum of 50 per cent of required visitor parking spaces will need partial infrastructure capable of Level 2 charging.

White Rock: The city is currently considering changes to its Zoning Bylaw, 2012, No. 2000. On March 18, 2021, the Environmental Advisory Committee presented recommendations that would require all resident parking stalls to be Level 2 EV-ready in new multi-unit residential buildings and 50 per cent of visitor parking stalls to be Level 2 EV-ready in new multi-unit residential buildings.

Kamloops: The city of Kamloops is looking to draft a zoning amendment bylaw that would require new residential developments, all new single-family, single-family with a secondary suite, two-family, and multi-family residential developments, to have EV-ready parking with one parking stall per dwelling unit, at the beginning of Jan. 1, 2023.

Kamloops’ sustainability services supervisor Glen Cheetham told Electric Autonomy Canada in an email statement that the city’s council has given direction to staff to “conduct one final round of engagement with industry before bringing the zoning amendment bylaw to Council mid-June for first and second reading, followed by a public hearing and third reading/approval.”

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US Renewable Energy Growth drives the US electricity mix as wind, solar, and hydropower rise while coal, natural gas, and nuclear decline, boosting market share month over month and year over year across the grid.

Key Points

US Renewable Energy Growth tracks rising wind, solar, and hydro shares in the mix as coal, gas, and nuclear decline.

✅ Wind and solar surpass nuclear in April share

✅ Renewables reach 29.3% of US electricity in April

✅ Coal and natural gas shares trend lower since 2020

Electricity generated by renewable energy sources continues to grow month over month and year over year in the United States. In April 2022, the share of US electricity coming from renewable energy was up to 29.3%, surpassing a record April level reported previously in national data. That was up from 24.8% in April 2020 and 25.7% in April 2021.

Looking at the first four months of the year, renewables provided 25.5% of US electricity, and were the second-most U.S. source in 2020 as well, while the figure for January–April 2020 was 21.7% and the figure for January–April 2021 was 22.5%.

Coal power (20.2% of US electricity) was down year over year in this time period (from 22% in January–April 2021), even as renewables surpassed coal in 2022 nationwide, but is admittedly still a bit higher than it was in January–April 2020 (16.8%).

Electricity from natural gas is also down year over year, but only very slightly (34.7% for both years). Though, it has dropped significantly since January–April 2020 (39.6%).

Electricity from nuclear power continued to take a steady, step-by-step tumble.

Wind & Solar Power Growth Strong
As reported earlier, April was the first month that wind and solar power provided more electricity than nuclear across the United States. Wind and solar power provided 21% of US electricity, while nuclear power provided 17.8% of US electricity (coal, incidentally, also provided 17.8% of US electricity, but wind and solar had provided more electricity than coal in some previous months as well).

Wind and solar power’s combined market share for the first four months of the year was up from just 14.6% in 2020 and 18.4% in 2021.

Looking at their growth year over year, you can see strong and continuous expansion of solar-provided electricity and wind-provided electricity, amid favorable government plans that have supported deployment.

Solar grew from 2.9% in January–April 2020 to 3.6%in January–April 2021 to, eventually, 4.4% in January–April 2022, with solar's 2022 share rising to 4.7% for the full year. Wind rose from 9.2% to 10.3% to 12.2%.

Together, wind and solar were up from 12.1% in January–April 2020 to 13.9% in January–April 2021, reflecting a surge in wind power within the U.S. electricity mix over this period, to 16.7% January–April 2022.

Hydropower (6.5%) is holding approximately the same position as the same period in 2021 (6.5%), but it is down a significant chunk from April 2020 (8.2%).

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UK EV Grid Capacity leverages smart charging, V2G, renewable energy, and interconnectors to manage peak demand as adoption grows, with National Grid upgrades, rapid chargers, and efficiency gains enabling a reliable, scalable charging infrastructure nationwide.

Key Points

UK EV grid capacity is the power network's readiness to meet EV demand using smart charging, V2G, and upgrades.

✅ Smart charging shifts load to off-peak, cheaper renewable hours

✅ V2G enables EVs to supply power and balance peak demand

✅ National Grid upgrades and interconnectors expand capacity

The surge of electric vehicles (EVs) on our roads raises a crucial question: can the UK's electricity grid handle the additional demand? While this is a valid concern, it's important to understand the gradual nature of EV adoption, ongoing grid preparations, and innovative solutions being developed.

A Gradual Shift, Not an Overnight Leap

Firstly, let's dispel the myth of an overnight transition. EV adoption will unfold progressively, driven by factors like affordability and the growing availability of used models. The government's ZEV mandate outlines a clear trajectory, with a gradual rise from 22% EV sales in 2024 to 80% by 2030. This measured approach allows for strategic grid improvements to accommodate the increasing demand.

Preparing the Grid for the Future

Grid preparations for the EV revolution have been underway for years. Collaborations between the government, electricity providers, service stations, and charging point developers are ensuring grid coordination across the system. Renewable energy sources like offshore wind farms, combined with new nuclear power and international interconnections, are planned to meet the anticipated 120 terawatt-hour increase in demand. Additionally, improvements in energy efficiency have reduced overall electricity consumption, creating further capacity.

Addressing Peak Demand Challenges

While millions of EVs charging simultaneously might seem like they could challenge power grids, solutions are being implemented to manage peak demand:

1. Smart Charging: This technology allows EVs to charge during off-peak hours when renewable electricity is abundant and cheaper. This not only benefits the grid but also saves owners money. The UK government's EV Smart Charge Points Regulations ensure all new chargers have this functionality.

2. Vehicle-to-Grid (V2G) Technology: This futuristic concept transforms EVs into energy storage units, often described as capacity on wheels, allowing owners to sell their unused battery power back to the grid during peak times. This not only generates income for owners but also helps balance the grid and integrate more renewable energy.

3. Sufficient Grid Capacity: Despite concerns, the grid currently has ample capacity. The highest peak demand in recent years (62GW in 2002) has actually decreased by 16% due to energy efficiency improvements. Even with widespread EV adoption, the expected 10% increase in demand remains well within the grid's capabilities with proper management in place.

National Grid's Commitment:

National Grid and other electric utilities are actively involved in upgrading and expanding the grid to accommodate the clean energy transition. This includes collaborating with distribution networks, government agencies, and industry partners to ensure the necessary infrastructure (wires and connections) is in place for a decarbonized transport network.

Charging Infrastructure: Addressing Anxiety

The existing national grid infrastructure, with its proximity to roads and train networks, provides a significant advantage for EV charging point deployment. National Grid Electricity Distribution is already working on innovative projects to install required infrastructure, such as:

• Bringing electricity networks closer to motorway service areas for faster and easier connection.
• Leading projects like the Electric Boulevard (inductive charging) and Electric Nation (V2G charging) to showcase innovative solutions.
• Participating in the Take Charge project, exploring new ways to facilitate rapid EV charging infrastructure growth.

Government Initiatives:

The UK government's Rapid Charging Fund aims to roll out high-powered, open-access charge points across England, while the Local EV Infrastructure Fund supports local authorities in providing charging solutions for residents without off-street parking, including mobile chargers for added flexibility.

While the rise of EVs presents new challenges, the UK is actively preparing its grid and infrastructure to ensure a smooth transition. With gradual adoption, ongoing preparations, and innovative solutions, the answer to the question Will electric vehicles crash the grid? is a resounding yes. The future of clean transportation is bright, and the grid is ready to power it forward.

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US Solar Electricity Generation 2022 rose to a 4.7% share, with 202,256 GWh, per EIA Electric Power Monthly; driven by PV capacity additions despite import constraints, alongside renewables trends in wind, nuclear, and hydroelectric output.

Key Points

The share and output of US solar PV in 2022: 4.7% of electricity and 202,256 GWh, as reported by the EIA.

✅ Solar PV reached 4.7% of US power; 202,256 GWh generated in 2022.

✅ Monthly share varied from about 3% in Jan to just over 6% in Apr.

✅ Wind was 10.1%; wind+solar hit slightly over 20% in April.

In 2022, solar photovoltaics made up 4.7% of U.S. electricity generation, an increase of almost 21% over the 2021 total when solar produced 3.9% of US electricity and about 3% in 2020 according to long-term outlooks. Total solar generation was up 25%, breaking through 200,000 GWh for the year.

The record deployment volumes of 2020 when renewables became the second-most U.S. electricity source and 2021 are the main factors behind this increase. If it were not for ongoing solar panel import difficulties and general inflation, solar’s contribution to electricity generation might have reached 5% in 2022. The data was released by the Department of Energy’s Energy Information Administration (EIA) in their Electric Power Monthly. This release includes data from December 2022, as well as the rest of the data from 2022.

Solar as a percentage of monthly electricity generation ranged from a low of almost 3% in January, to just over 6% in April. April’s production marked a new monthly record for solar generation in the US and coincided with a renewables share record that month.

Total generation of solar electricity peaked in July, at 21,708 GWh. Over the course of the year, solar production reached  202,256 GWh, and total U.S. electricity generation reached 4,303,980 GWh, a year in which renewables surpassed coal in the power mix overall. Total US electricity generation increased by 3.5% over the 4,157,467 GWh produced in 2021.

In 2022, wind energy contributed 10.1% of the total electricity generated in the United States. Wind and solar together produced 14.8% of U.S. electricity in 2022, growing from the 13% recorded in 2021. In April, when solar power peaked at just over 6%, wind and solar power together reached a peak of slightly over 20%, as a wind-and-solar milestone versus nuclear was noted that month, a new monthly record for the two energy sources.

In total, emissions free energy sources such as wind, solar photovoltaic and thermal, nuclear, hydroelectric, and geothermal, accounted for 37.9% of the total electricity generated in the U.S., while renewables provided about 25.5% share of the mix during the year. This value is barely higher than 2020’s 37.7% – but represents a return to growth after 2021 saw a decrease in emission free electricity to 37%.

Nuclear power was the most significant contributor to emission free electricity, making up a bit more than 45% of the total emissions free electricity. Wind energy ranked second at 26%, followed by hydroelectricity at 15%, and solar photovoltaic at 12%, confirming solar as the #3 renewable in the U.S. mix.

Emissions free electricity is a different summation than the EIA’s ‘Renewable Energy’ category. The Renewable Energy category also includes:

• Wood and Wood-Derived Fuels
• Landfill Gas
• Biogenic Municipal Solid Waste
• Other Waste Biomass

Nuclear produced 17.9% of the total U.S. electricity, a value that has generally stayed flat over the years. However, since nuclear facilities are being retired faster than new facilities are coming online, nuclear production has fallen in the past two years. After multiple long delays, we will probably see reactor three of the Vogtle nuclear facility come online in 2023. Reactor four is officially scheduled to come online later this year.

Hydroelectric production also declined in 2022, due to drought conditions in the southwestern United States. With rain and snow storms in California and the southwest, hydroelectricity generation may rebound in 2023.

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Nova Scotia’s West Wind Clean Energy Project aims to harness offshore wind power to deliver renewable electricity, expand transmission infrastructure, and position Canada as a global leader in sustainable energy generation.

What is West Wind Clean Energy?

The West Wind Clean Energy Project is Nova Scotia’s $60-billion offshore wind initiative to generate up to 66 GW of clean electricity for Canada’s growing energy needs.

✅ Harnesses offshore wind resources for renewable power generation

✅ Expands grid and transmission infrastructure for clean energy exports

✅ Supports Canada’s transition to a sustainable, low-carbon economy

Nova Scotia has launched one of the most ambitious clean energy projects in Canadian history — a $60-billion plan to build 66 gigawatts (GW) of offshore wind capacity, as countries like the UK expand offshore wind, capable of meeting up to 27 per cent of the nation’s total electricity demand.

Premier Tim Houston unveiled the project, called West Wind, in June, positioning it as a cornerstone of Canada’s broader energy transition and aligning it with Prime Minister Mark Carney’s goal of making the country both a clean energy and conventional energy superpower. Three months later, Carney announced a slate of “nation-building” infrastructure projects the federal government would fast-track. While West Wind was not on the initial list, it was included in a second tier of high-potential proposals still under development.

The plan’s scale is unprecedented for Canada’s offshore energy industry, as organizations like Marine Renewables Canada pivot toward offshore wind to accelerate growth. However, enormous logistical, financial, and market challenges remain. Turbines will not be in the water for years, and the global offshore wind industry itself is facing one of its most difficult periods in over a decade.

“Right now is probably the worst time in 15 years to launch a project like this,” said an executive at a Canadian energy company who requested anonymity. “It’s not Nova Scotia’s fault. It’s just really bad timing.” He pointed to failed offshore wind auctions in Europe, rising costs, and policy reversals in the United States as troubling signals for investors, even as New York’s largest offshore wind project moved ahead this year. “You can’t build the wind and hope the lines come later. You have to build both — together.”

Indeed, transmission infrastructure is emerging as the project’s biggest obstacle. Nova Scotia’s local electricity demand is limited, meaning most of the power would need to be sold to markets in Ontario, Quebec, and New England. Of the $60 billion budgeted for West Wind, $40 billion is allocated to generation, and $20 billion to new transmission — massive sums that require close federal-provincial coordination and long-term investment planning.

Despite the economic headwinds, advocates argue that West Wind could transform Atlantic Canada’s energy landscape and strengthen national energy security, building on recent tidal power investments in Nova Scotia. Peter Nicholson, chair of the Canadian Climate Institute and author of Catching the Wind: How Atlantic Canada Can Become an Energy Superpower, believes the project could redefine Nova Scotia’s role in Canada’s energy transition.

“It’s very well understood where the world is headed,” Nicholson said, noting that wind power is becoming increasingly competitive worldwide. “We’re moving toward an electrical future that’s cleanly generated for economic, environmental, and security reasons. But for that to happen, the economics have to work.” He added that the official “nation-building” designation could give Nova Scotia “a seat at the table” with major utilities in other provinces.

The governments of Canada and Nova Scotia recently issued a notice of strategic direction to the Canada–Nova Scotia Offshore Energy Regulator, aligning with Ottawa’s plan to regulate offshore wind as it begins a prequalification process and designs a call for bids later this year. The initial round will cover just 3 GW of capacity — smaller than the originally envisioned 5 GW — but officials describe it as a first step in a multi-decade plan.

While timing and economics remain uncertain, supporters insist the long-term potential of offshore wind in Nova Scotia is too significant to ignore. As global demand for clean electricity grows and offshore wind moves toward a trillion-dollar global market, they argue, West Wind could help secure Canada’s place as a renewable energy leader — if government and industry can find a way to make the numbers work.

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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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