Why Electric Vehicles Are "Greener" Than Ever In All 50 States

BC EV Charging Network Funding accelerates CleanBC goals with new public fast-charging stations, supporting ZEV adoption, the Electric Highway, and rebates, lowering fuel costs and emissions across British Columbia under the Clean Transportation Action Plan.

Key Points

Funding to expand fast-charging stations, grow ZEV adoption, and advance CleanBC and the Electric Highway.

✅ $26M funds ~250 public fast-charging stations.

✅ Supports Electric Highway and remote access.

✅ Drives ZEV sales under CleanBC targets.

As British Columbians are embracing zero-emission vehicles faster than any other jurisdiction in Canada, the Province is helping them go electric with new incentives and $26 million in new funding for public charging stations.

“British Columbians are switching to clean energy and cleaner transportation in record numbers as part of our CleanBC plan and leading Canada in the transition to zero emission vehicles,” said Josie Osborne, Minister of Energy, Mines and Low Carbon Innovation, on Tuesday. “The new funding we are announcing today to expand B.C.’s public charging network will help get more EVs on the road, reduce our reliance on fossil fuels, and lower fuel costs for people.”

The Province’s newly released annual report about zero-emission vehicles (ZEV) shows they represented 18.1% of new light-duty passenger vehicles sold in 2022 – the highest percentage for any province or territory. To support British Columbians’ transition to electric vehicles and to help industry lower its emissions, year-end funding of $26 million will go toward the CleanBC Public Charging Program for light-duty vehicle charging.

The new funding will support approximately 250 more public light-duty fast-charging stations, including stations to complete the B.C. Electric Highway, a CleanBC Roadmap to 2030 commitment that will make recharging easier in every corner of the province.

The 2022 ZEV Update report highlights CleanBC Go Electric rebates and programs that have helped drive growth in the number of electric vehicles in B.C. The number of registered light-duty EVs rose from 5,000 in 2016 to more than 100,000 today – a 1,900% increase in the past six years. Last year, 30,004 zero-emission vehicles were bought in B.C., beating the previous record of 24,263 in 2021.

In addition, the report outlines progress in the installation of public charging stations across British Columbia, supported by B.C. Hydro expansion, which now has one of the largest public charging networks in Canada, with more than 3,800 charging stations at the end of 2022. That compares to just 781 charging stations in 2016.

The CleanBC Roadmap to 2030, released in 2021, details a range of expanded actions to accelerate the switch to cleaner transportation, including strengthening the Zero-Emission Vehicles Act to require 26% of light-duty vehicle sales to be ZEV by 2026, 90% by 2030 and 100% by 2035 – five years ahead of the original target, and implementing the Clean Transportation Action Plan.

George Heyman, Minister of Environment and Climate Change Strategy, said: “Transportation accounts for about 40% of emissions in B.C., which is why we are committed to accelerating requirements for ZEVs and setting new standards for medium- and heavy-duty vehicles. To support this uptake, we continue to expand B.C.’s electric vehicle charging network, including faster EV charging options, with a target of having 10,000 public EV charging stations by 2030.”

Blair Qualey, President and CEO, New Car Dealers Association of BC, said: “B.C.’s new car dealers are proud to be involved in a true partnership that has been so instrumental in B.C. establishing and maintaining a leadership position in zero-emission vehicle adoption. Ongoing investments that continue to support the CleanBC Go Electric rebate program, including home and workplace charging rebates, and the availability of adequate charging infrastructure for consumers and businesses will be critical to the Province meeting its ZEV mandate targets, while also creating the promise of a greener and stronger economic future for British Columbians.”

Harry Constantine, President, Vancouver Electric Vehicle Association, said: “Expanding the buildout of the Electric Highway and establishing a network of charging stations are critical steps for moving the adoption of electric vehicles forward as demand ramps up across B.C. This stands to benefit all British Columbians, including remote communities. We are very pleased to see the Province investing in these measures.”

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Alberta Leads Canada’s Renewable Surge showcases how the province is transforming its power grid with wind, solar, and hydrogen energy projects that reduce carbon emissions, create sustainable jobs, and drive Canada’s clean electricity future.

Key Points: Alberta Leads Canada’s Renewable Surge

It is a national clean energy initiative showcasing Alberta’s leadership in renewable electricity generation, grid modernization, and sustainable economic growth.

✅ Expands solar, wind, and hydrogen projects across Alberta

✅ Reduces emissions while strengthening grid reliability

✅ Creates thousands of clean energy jobs and investments

Alberta is rapidly emerging as a national leader in clean electricity, driving Canada’s transition to a low-carbon energy future. A federal overview highlights how the province has become the powerhouse behind the country’s renewable energy growth across the Prairies, phasing out coal ahead of schedule and attracting billions in clean-energy investment.

In 2023, Alberta accounted for an astonishing 92 percent of Canada’s increase in renewable electricity generation, reflecting a renewable energy surge across the province. Solar and wind developments have expanded dramatically, as new lower-cost solar contracts are signed, reducing the province’s reliance on natural gas and cutting emissions from the power sector. Alberta’s vast land area and strong wind and solar resources have made it an ideal location for large-scale renewable projects that are transforming its energy landscape.

Federal programs are helping fuel this momentum. Through the Smart Renewables and Electrification Pathways program, 49 Alberta projects have already received over $660 million in funding, with an additional $152 million announced in the 2024 federal budget. Flagship developments include the Forty Mile Wind Farm and the Big Sky Solar Power Project, each backed by $25 million in federal support. These investments are creating jobs, strengthening grid reliability, and positioning Alberta at the forefront of Canada’s clean energy transition.

Although fossil fuels still dominate Alberta’s electricity mix, a major change is underway. In 2022, coal and natural gas accounted for 81 percent of electricity generation, while renewables and other sources contributed 18 percent, and the province’s hydroelectric capacity remained comparatively small. However, Alberta has successfully phased out coal generation ahead of the federal deadline, marking a milestone achievement in the province’s decarbonization journey.

Alberta’s renewable expansion features some of the country’s most significant projects. The Travers Solar Project in Vulcan County generates up to 465 megawatts — enough to power about 150,000 homes. Indigenous-led solar initiatives are also expanding, underscoring the province’s solar power growth, supported by $160 million in federal funding that has already created more than 1,500 jobs. On the wind side, the 494-megawatt Buffalo Plains Wind Farm, Canada’s largest onshore installation, began operating in 2024, followed by the 190-megawatt Paintearth Wind facility, which signed a 15-year power purchase agreement with Microsoft.

Beyond wind and solar, Alberta is exploring new technologies to maintain a stable, low-carbon grid while addressing solar expansion challenges related to grid integration. The province is collaborating with Saskatchewan on the development of small modular reactors (SMRs) to provide reliable baseload power and support the long-term shift toward net-zero electricity by 2050. Projects integrating carbon capture and storage are also moving forward, such as the proposed Moraine Power Generating Project — a 465-megawatt natural gas plant that is expected to create more than 700 jobs during construction.

The economic potential of Alberta’s clean energy transformation is substantial. Clean Energy Canada estimates that between 2025 and 2050, the province could gain more than 400,000 new jobs in the clean energy sector — triple the number currently employed in the upstream oil and gas industry. These positions will span renewable generation, hydrogen production, grid modernization, and energy storage.

With strong federal backing, aggressive private investment, and rapid deployment of renewable energy, Alberta is redefining its energy identity. Once known for its fossil fuel resources, the province is now positioning itself as a powerhouse for both green energy and fossil fuels in Canada, demonstrating that economic growth and environmental responsibility can go hand in hand.

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The Netherlands grid crisis exposes how rapid renewable energy growth is straining transmission capacity. Solar, wind, and electric vehicle demand are overloading networks, forcing officials to urge reduced peak-time power use and accelerate national grid modernization plans.

Main Points

The Netherlands grid crisis refers to national electricity congestion caused by surging renewable energy generation and rising consumer demand.

✅ Grid congestion from rapid solar and wind expansion

✅ Strained transmission and distribution capacity

✅ National investment in smart grid upgrades

The Dutch government is urging households to reduce electricity consumption between 16:00 and 21:00 — a signal that the country’s once-stable power grid is under serious stress. The call comes amid an accelerating shift to wind and solar power that is overwhelming transmission infrastructure and creating “grid congestion” across regions, as seen in Nordic grid constraints this year.

In a government television campaign, a narrator warns: “When everyone uses electricity at the same time, our power grid can become overloaded. That could lead to failures — so please try to use less electricity between 4 pm and 9 pm.” The plea reflects a system where supply occasionally outpaces the grid’s ability to distribute it, with some regions abroad issuing summer blackout warnings already.

According to Dutch energy firm Eneco’s CEO, Kys-Jan Lamo, the root of the problem lies in the mismatch between modern renewable generation and a grid built for centralized fossil fuel plants. He notes that 70% of Eneco’s output already comes from solar and wind, and this “grid congestion is like traffic on the power lines.” Lamo explains:

“The grid congestion is caused by too much demand in some areas of the network, or by too much supply being pushed into the grid beyond what the network can carry.”

He adds that many of the transmission lines in residential areas are narrow — a legacy of when fewer and larger power plants fed electricity through major feeder lines, underscoring grid vulnerabilities seen elsewhere today. Under the new model, renewable generation occurs everywhere: “This means that electricity is now fed into the grid even in peripheral areas with relatively fine lines — and those lines cannot always cope.”

Experts warn that resolving these issues will demand years of planning and immense investment in smarter grid infrastructure over the coming years. Damien Ernst, an electrical engineering professor at Liège University and respected voice on European grids, states that the Netherlands is experiencing a “grid crisis” brought on by “insufficient investment in distribution and transmission networks.” He emphasizes that the speed of renewable deployment has outpaced the grid’s capacity to absorb it.

Eneco operates a “virtual power plant” control system — described by Lamo as “the brain we run” — that dynamically balances supply and demand. During periods of oversupply, the system can curtail wind turbines or shut down solar panels. Conversely, during peak demand, the system can throttle back electricity provision to participating customers in exchange for lower tariffs. However, these techniques only mitigate strain — they cannot replace the need for physical upgrades or bolster resilience to extreme weather outages alone.

The bottleneck has begun limiting new connections: “Consumers often want to install heat pumps or charge electric vehicles, but they increasingly find it difficult to get the necessary network capacity,” Lamo warns. Businesses too are struggling. “Companies often want to expand operations, but cannot get additional capacity from grid operators. Even new housing developments are affected, since there’s insufficient infrastructure to connect whole communities.”

Currently, thousands of businesses are queuing for network access. TenneT, the national grid operator, estimates that 8,000 firms await initial connection approval, and another 12,000 seek to increase their capacity allocations. Stakeholders warn that unresolved congestion risks choking economic growth.

According to Kys-Jan Lamo: “Looking back, almost all of this could have been prevented.” He acknowledges that post-2015 climate commitments placed heavy emphasis on adding generation and on grid modernization costs more broadly, but “we somewhat underestimated the impact on grid capacity.”

In response, the government has introduced a national “Grid Congestion Action Plan,” aiming to accelerate approvals for infrastructure expansions and to refine regulations to promote smarter grid use. At the same time, feed-in incentives for solar power are being scaled back in some regions, and certain areas may even impose charges to integrate new solar systems into the grid.

The scale of what’s needed is vast. TenneT has proposed adding roughly 100,000 km of new power lines by 2050 and investing in doubling or tripling existing capacity in many areas. However, permit processes can take eight years before construction begins, and many projects require an additional two years to complete. As Lamo points out, “the pace of energy transition far exceeds the grid’s existing capacity — and every new connection request simply extends waiting lists.”

Unless grid expansion keeps up, and as climate pressures intensify, the very clean energy future the Netherlands is striving for may remain constrained by the physics of distribution.

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Canada 2035 Zero-Emission Vehicle Mandate sets EV sales targets, raising concerns over affordability, battery materials like lithium and copper, charging infrastructure, grid capacity, renewable energy mix, and policy impacts across provinces.

Key Points

Mandate makes all new light-duty vehicles zero-emission by 2035, affecting costs, charging, and electric grid planning.

✅ 100% ZEV sales target for cars, SUVs, light trucks by 2035

✅ Cost pressures from lithium, copper, nickel; EVs remain pricey

✅ Grid, charging build-out needed; impacts vary by provincial mix

Whether or not you want one, can afford one or think they will do essentially nothing to stop global warming, electric vehicles are coming to Canada en masse. This week, the Canadian government set 2035 as the “mandatory target” for the sale of zero-emission SUVs and light-duty trucks as part of ambitious EV goals announced by Ottawa.

That means the sale of gasoline and diesel cars has to stop by then. Transport Minister Omar Alghabra called the target “a must.” The previous target was 2040.

It is a highly aspirational plan that verges on the delusional according to skeptics of an EV revolution who argue its scale is overstated, even if it earns Canada – a perennial laggard on the emission-reduction front – a few points at climate conferences. Herewith, a few reasons why the plan may be unworkable, unfair or less green than advertised.

Liberals say by 2035 all new cars, light-duty trucks sold in Canada will be electric, as Ottawa develops EV sales regulations to implement the mandate.

Parkland to roll out electric-vehicle charging network in B.C. and Alberta

Sticker shock: There is a reason why EVs remain niche products in almost every market in the world (the notable exception is in wealthy Norway): They are bloody expensive and often in short supply in many markets. Unless EV prices drop dramatically in the next decade, Ottawa’s announcement will price the poor out of the car market. Transportation costs are a big issue with the unrich. The 2018 gilets jaunes mass protests in France were triggered by rising fuel costs.

While some EVs are getting cheaper, even the least expensive ones are about double the price of a comparable product with an internal combustion engine. Most EVs are luxury items. The market leader in Canada and the United States is Tesla. In Canada the cheapest Tesla, the Model 3 (“standard range plus” version), costs $49,000 before adding options and subtracting any government purchase incentives. A high-end Model S can set you back $170,000.

To be sure, prices will come down as production volumes increase. But the price decline might be slow for the simple reason that the cost of all the materials needed to make an EV – copper, cobalt, lithium, nickel among them – is climbing sharply and may keep climbing as production increases, straining supply lines.

Lithium prices have doubled since November. Copper has almost doubled in the past year. An EV contains five times more copper than a regular car. Glencore, one of the biggest mining companies, estimated that copper production needs to increase by a million tonnes a year until 2050 to meet the rising demand for EVs and wind turbines, a daunting task given the dearth of new mining projects.

Will EVs be as cheap as gas cars in a decade or so? Impossible to say, but given the recent price trends for raw materials, probably not.

Not so green: There is no such thing as a zero-emission vehicle, even if that’s the label used by governments to describe battery-powered cars. So think twice if you are buying an EV purely to paint yourself green, as research finds they are not a silver bullet for climate change.

In regions in Canada and elsewhere in the world that produce a lot of electricity from fossil-fuel plants, driving an EV merely shifts the output of greenhouse gases and pollutants from the vehicle itself to the generating plant (according to recent estimates, about 18% of Canada’s electricity comes from coal, natural gas and oil; in the United States, 60 per cent).

An EV might make sense in Quebec, where almost all the electricity comes from renewable sources and policymakers push EV dominance across the market. An EV makes little sense in Saskatchewan, where only 17 per cent comes from renewables – the rest from fossil fuels. In Alberta, only 8 per cent comes from renewables.

The EV supply chain is also energy-intensive. And speaking of the environment, recycling or disposing of millions of toxic car batteries is bound to be a grubby process.

Where’s the juice?: Since the roofs of most homes in Canada and other parts of the world are not covered in solar panels, plugging in an EV to recharge the battery means plugging into the electrical grid. What if millions of cars get plugged in at once on a hot day, when everyone is running air conditioners?

The next few decades could emerge as an epic energy battle between power-hungry air conditioners, whose demand is rising as summer temperatures rise, and EVs. The strain of millions of AC units running at once in the summer of 2020 during California’s run of record-high temperatures pushed the state into rolling blackouts. A few days ago, Alberta’s electricity system operator asked Albertans not to plug in their EVs because air conditioner use was straining the electricity supply.

According to the MIT Technology Review, rising incomes, populations and temperatures will triple the number of air conditioners used worldwide, to six billion, by mid-century. How will any warm country have enough power to recharge EVs and run air conditioners at the same time? The Canadian government didn’t say in its news release on the 2035 EV mandate. Will it fund the construction of new fleets of power stations?

The wrong government policy: The government’s announcement made it clear that widespread EV use – more cars – is central to its climate policy. Why not fewer cars and more public transportation? Cities don’t need more cars, no matter the propulsion system. They need electrified buses, subways and trains powered by renewable energy. But the idea of making cities more livable while reducing emissions is apparently an alien concept to this government.

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Tesla Battery Day Innovations detail larger cylindrical EV cells with higher energy density, greater power, longer range, cobalt-free chemistry, automated manufacturing, battery recycling, and lower cost per kWh to enable an affordable electric car.

Key Points

Tesla Battery Day innovations are new EV cells and methods to cut costs, extend range, and scale production.

✅ Larger cylindrical cells: 5x energy, 6x power, 16% more range

✅ Automation and recycling to cut battery cost per kWh

✅ Near-zero cobalt chemistry, in-house cell factories worldwide

Elon Musk described a new generation of electric vehicle batteries that will be more powerful, longer lasting, and half as expensive as the company’s current cells at Tesla’s “Battery Day”.

Tesla’s new larger cylindrical cells will provide five times more energy, six times more power and 16% greater driving range, Musk said, adding that full production is about three years away.

“We do not have an affordable car. That’s something we will have in the future. But we’ve got to get the cost of batteries down,” Musk said.

To help reduce cost, Musk said Tesla planned to recycle battery cells at its Nevada “gigafactory,” while reducing cobalt – one of the most expensive battery materials – to virtually zero. It also plans to manufacture its own battery cells at several highly automated factories around the world.

The automaker plans to produce the new cells via a highly automated, continuous-motion assembly process, according to Drew Baglino, Tesla senior vice-president of powertrain and energy engineering, a contrast with GM and Ford battery strategies in the broader market today.

Speaking at the event, during which Musk outlined plans to cut costs and reiterated a huge future for Tesla's energy business during the presentation, the CEO acknowledged that Tesla does not have its new battery design and manufacturing process fully complete.

The automaker’s shares slipped as Musk forecast the change could take three years. Tesla has frequently missed production targets.

Tesla expects to eventually be able to build as many as 20m electric vehicles a year, aligning with within-a-decade EV adoption outlooks cited by analysts. This year, the entire auto industry expects to deliver 80m cars globally.

At the opening of the event, which drew over 270,000 online viewers, Musk walked on stage as about 240 shareholders – each sitting in a Tesla Model 3 in the company parking lot – honked their car horns in approval.

As automakers shift from horsepower to kilowatts to comply with stricter environmental regulations amid an age of electric cars that appears ahead of schedule, investors are looking for evidence that Tesla can increase its lead in electrification technology over legacy automakers who generate most of their sales and profits from combustion-engine vehicles.

While average electric vehicle prices have decreased in recent years thanks to changes in battery composition and evidence that they are better for the planet and household budgets, they are still more expensive than conventional cars, with the battery estimated to make up a quarter to a third of an electric vehicle’s cost.

Some researchers estimate that price parity, or the point at which electric vehicles are equal in value to internal combustion cars, is reached when battery packs cost $100 per kilowatt hour (kWh), a potential inflection point for mass adoption.

Tesla’s battery packs cost $156 per kWh in 2019, according to electric vehicle consulting firm Cairn Energy Research Advisors, with some studies noting that EVs save money over time for consumers, which would put the cost of a 90-kWh pack at around $14,000.

Tesla is also building its own cell manufacturing facility at its new factory in Germany in addition to the new plant in Fremont.

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US Plug-in EV Miles 2021 highlight BEV and PHEV growth, DOE and Argonne data, 19.1 billion electric miles, 6.1 TWh consumed, gasoline savings, rising market share, and battery capacity deployed across the US light-duty fleet.

Key Points

They represent 19.1 billion electric miles by US BEVs and PHEVs in 2021, consuming 6.1 TWh of electricity.

✅ 700 million gallons gasoline avoided in 2021

✅ $1.3 billion fuel cost savings estimated

✅ Cumulative 68 billion EV miles since 2010

Plug-in electric cars are gradually increasing their market share in the US (reaching about 4% in 2021), which starts to make an impact even as the U.S. EV market share saw a brief dip in Q1 2024.

The Department of Energy (DOE)’s Vehicle Technologies Office highlights in its latest weekly report that in 2021, plug-ins traveled some 19.1 billion miles (31 billion km) on electricity - all miles traveled in BEVs and the EV mode portion of miles traveled in PHEVs, underscoring grid impacts that could challenge state power grids as adoption grows.

This estimated distance of 19 billion miles is noticeably higher than in 2020 (nearly 13 billion miles), which indicates how quickly the electrification of driving progresses, with U.S. EV sales continuing to soar into 2024. BEVs noted a 57% year-over-year increase in EV miles, while PHEVs by 24% last year (mostly proportionally to sales increase).

According to Argonne National Laboratory's Assessment of Light-Duty Plug-in Electric Vehicles in the United States, 2010–2021, the cumulative distance covered by plug-in electric cars in the US (through December 2021) amounted to 68 billion miles (109 billion miles).

U.S. Department of Transportation, Federal Highway Administration, December 2021 Traffic Volume Trends, 2022.

The report estimates that over 2.1 million plug-in electric cars have been sold in the US through December 2021 (about 1.3 million all-electric and 0.8 million plug-in hybrids), equipped with a total of more than 110 GWh of batteries, even as EV sales remain behind gas cars in overall market share.

It's also estimated that 19.1 billion electric miles traveled in 2021 reduced the national gasoline consumption by 700 million gallons of gasoline or 0.54%.

On the other hand, plug-ins consumed some 6.1 terawatt-hours of electricity (6.1 TWh is 6,100 GWh), which sounds like almost 320 Wh/mile (200 Wh/km), aligning with projections that EVs could drive a rise in U.S. electricity demand over time.

The difference between the fuel cost and energy cost in 2021 is estimated at $1.3 billion, with Consumer Reports findings further supporting the total cost advantages.

Cumulatively, 68 billion electric miles since 2010 is worth about 2.5 billion gallons of gasoline. So, the cumulative savings already is several billion dollars.

Those are pretty amazing numbers and let's just imagine that electric cars are just starting to sell in high volume, a trend that mirrors global market growth seen over the past decade. Every year those numbers will be improving, thus tremendously changing the world that we know today.

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