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Canada’s clean energy sector is expanding as Indigenous communities lead electricity transmission projects, drive sustainable growth, and strengthen energy independence through renewable power, community ownership, and grid connections across remote and regional areas of Canada.

What is Canada’s Clean Energy Sector?

Canada’s clean energy sector encompasses industries and initiatives that generate, transmit, and manage low-carbon electricity to meet the country's national climate goals. It emphasizes Indigenous participation, renewable innovation, and equitable economic growth.

✅ Expands renewable electricity generation and transmission

✅ Builds Indigenous-led ownership and partnerships

✅ Reduces emissions through sustainable energy transition

Canada’s clean energy sector is entering a pivotal era of transformation, with Indigenous communities emerging as leading partners in expanding electricity transmission and renewable infrastructure, including grid modernization projects that are underway nationwide. These communities are not only driving projects that connect remote regions to the grid but also redefining what energy leadership and equity look like in Canada.

At a recent webinar co-hosted by the Canadian Climate Institute and the Indigenous Power Coalition, panellists discussed the growing wave of Indigenous-led electricity transmission projects and the policies needed to strengthen Indigenous participation. The event, moderated by Frank Busch, featured Margaret Kenequanash, CEO of Wataynikaneyap Power; Kahsennenhawe Sky-Deer, Grand Chief of the Mohawk Council of Kahnawà:ke; and Blaise Fontaine, Co-Founder of ProACTIVE Planning Inc. and Indigenous Power Coalition.

The discussion comes at a crucial moment for Canada’s clean energy transition. As the country races to meet its climate commitments and zero-emissions electricity by 2035 targets, demand for clean power is rising rapidly. Historically, energy development in Canada occurred on Indigenous lands without consent or fair participation, but today, Indigenous communities collectively represent the largest clean energy asset owners outside Crown and private utilities.

“There is a genuine appetite for Indigenous communities to not just own transmission projects but to also lead,” said Fontaine. He noted that Indigenous communities are increasingly setting the terms of engagement, selecting partners, and shaping projects in line with their cultural and environmental values.

One of the strongest examples of this transformation is the Wataynikaneyap (Watay) Power Project in northern Ontario, a 1,800-kilometre transmission line connecting 17 remote First Nations communities to the provincial grid. “Communities must fully understand what they are getting into, since it is their homelands that will be impacted,” said Kenequanash. She emphasized that the project’s success came from five years of inter-community meetings to agree on shared principles before any external engagement.

The panel also highlighted the Hertel–New York Interconnection Line, co-owned by Hydro-Québec and the Mohawk Council of Kahnawà:ke, as another milestone in Indigenous energy leadership. Sky-Deer noted that the project’s co-ownership model required Quebec’s National Assembly to pass Bill 13, a first-of-its-kind legal framework. “That was a breakthrough,” she said, “but it also shows that true partnership still depends on one-off exceptions rather than standard policy.”

Panellists agreed that Canada’s regulatory systems have not kept pace with Indigenous leadership. Fontaine called on governments to “think outside the box to avoid staying stuck in the status quo,” emphasizing the need for enabling policies that align with an electric, connected and clean vision for Canada while making Indigenous-led ownership the norm rather than the exception.

Financial readiness is another key factor driving Indigenous participation. Communities are now accessing capital through partnerships with financial institutions and government loan programs, and growing evidence that a 2035 zero-emissions grid is practical and profitable is strengthening investor confidence. The collaboration between the Mohawk Council of Kahnawà:ke and the Caisse de dépôt et placement du Québec exemplifies tailored financing and long-term investment that supports community ownership and sustainable growth.

True equity, however, goes beyond financial participation. “It’s not just about having a percentage stake,” Fontaine explained. “True equity means meaningful decision-making power and control.” Indigenous leaders are insisting on co-governance structures that align with their worldviews, prioritizing environmental protection, cultural respect, and intergenerational stewardship.

The benefits of this approach extend far beyond project economics. Communities involved in ownership experience tangible local benefits, including employment and training opportunities, as well as new investments in education and culture. Hydro-Québec’s $10 million contribution to the Kahnawà:ke Cultural Arts Center is one example of how partnerships can support cultural renewal and community development.

As Canada looks to build east–west electricity interties and expand renewable energy generation, including solar where Canada has lagged in deployment nationwide, Indigenous leadership is becoming increasingly central to national energy policy. Fontaine noted that this shift offers “even greater opportunities for Indigenous-led transmission as Canada connects its provinces rather than just exporting power south.”

In particular, Alberta's energy profile highlights both rapid growth in renewables and ongoing fossil fuel strength, informing intertie planning and market design.

On the National Truth and Reconciliation Day, panellists urged reflection on both the barriers that remain and the opportunities ahead. Indigenous leadership in Canada’s clean energy sector is proving that reconciliation can take tangible form, through ownership, partnership, and shared prosperity.

This transformation represents more than an energy transition; it’s a rebalancing of power, respect, and responsibility, carried out “in a good way,” as the panellists emphasized, and essential to building a clean, inclusive energy future for all Canadians while strengthening the global electricity market position of the country.

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Canada Clean Electricity Procurement advances federal operations with renewable energy in Alberta, leveraging RECs, competitive sourcing, Indigenous participation, and grid decarbonization to cut greenhouse gas emissions and stimulate new clean power infrastructure.

Key Points

A plan to procure clean power and RECs, cutting emissions in Alberta and attributing use where renewables are absent.

✅ RFPs to source new clean electricity in Alberta

✅ RECs from net new Canadian renewable generation

✅ Mandatory Indigenous participation via equity or set-asides

Public Services and Procurement Canada (PSPC) is taking concrete steps to meet the Government of Canada's commitment in the Greening Government Strategy to reduce greenhouse gas emissions from federal government buildings, vehicle fleets and other operations, aligning with broader vehicle electrification trends across Canada.

The Honourable Anita Anand, Minister of Public Services and Procurement, announced the Government of Canada has launched Requests for Proposal to buy new clean electricity in the province of Alberta, which is moving ahead with the retirement of coal power to clean its grid, to power federal operations there.

As well, Canada will purchase Renewable Energy Certificates (REC) from new clean energy generation in Canada. This will enable Canada to attribute its energy consumption as clean in regions where new clean renewable sources are not yet available. The Government of Canada is excited about this opportunity to stimulate net new Canadian clean electricity generation through the procurement of RECs and complementary power purchase agreements that secure long-term supply for federal demand.

Together, these contracts will help to ensure Canada is reducing its greenhouse gas footprint by approximately 133 kilotonnes or 56% of total real property emissions in Alberta. Additionally, the contracts will displace approximately 41 kilotonnes of greenhouse gas emissions from electricity use in the rest of Canada, supporting progress toward 2035 clean electricity goals even as challenges remain.

Through these open, fair and transparent competitive procurement processes, PSPC will be a key purchaser of clean electricity and will support the growth of new clean electricity and renewable power infrastructure, such as recent turbine investments in Manitoba that expand capacity.

The Government of Canada's Clean Electricity Initiative plans to use 100% clean electricity by 2022, where available, in alignment with evolving net-zero electricity regulations that shape supply choices, to reduce greenhouse gas emissions and stimulate growth in clean renewable power infrastructure. PSPC has applied the goals of the Government of Canada's Clean Electricity Initiative to its specific requirement for net new clean electricity generation to power federal operations in Alberta.  

These procurements will support economic opportunities for Indigenous businesses by encouraging participation in the move towards clean energy, seen in provincial shifts toward clean power in Ontario that broaden markets. Each Request for Proposal incorporates mandatory requirements for Indigenous participation through equity holdings or set-asides under the Procurement Strategy for Aboriginal Business.

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UK electric vehicle sales reached a record high in September, with battery and hybrid cars making up over half of new registrations. SMMT credits carmaker discounts, new models, and a £3,750 EV grant for driving strong demand across the UK market.

Why are UK Electric Vehicle Sales Surging to a Record High?

UK electric vehicle sales are surging to a record high because automakers are offering major discounts, more models are available than ever, and the government’s new £3,750 EV grant is making electric cars more affordable and appealing to both fleets and private buyers.

✅ BEV sales up nearly one-third in September

✅ Over half of all new cars are now electrified

✅ £3,750 EV grants boost consumer confidence

Electric vehicle (EV) sales in the United Kingdom reached a record high last month, marking a significant milestone in the country’s transition to cleaner transportation. According to the latest figures from the Society of Motor Manufacturers and Traders (SMMT), sales of pure battery electric vehicles (BEVs) surged by nearly one-third to 72,779 units in September, while plug-in hybrid registrations grew even faster.

The combined total of fully electric and hybrid vehicles accounted for more than half of all new car registrations, underscoring the growing appeal of electrified transport, alongside global EV market growth, among both businesses and private consumers. In total, 312,887 new vehicles were registered across the country — the strongest September performance since 2020, according to SMMT data.

SMMT chief executive Mike Hawes said the surge in electrified vehicle sales showed that “electrified vehicles are powering market growth after a sluggish summer.” He credited carmaker incentives, a wider choice of models, and government support for helping accelerate adoption, though U.S. EV market share dipped in Q1 2024 by comparison. “Industry investment in electric vehicles is paying off,” Hawes added, even as he acknowledged that “consumer demand still trails ambition.”

The UK government’s new electric car grant scheme has played a significant role in the rebound. The program offers buyers discounts of up to £3,750 on eligible EVs priced under £37,000. So far, more than 20,000 motorists have benefited, with 36 models approved for reductions of at least £1,500. Participating manufacturers include Ford, Toyota, Vauxhall, and Citroën.

Ian Plummer, chief commercial officer at Autotrader, said the grant had given a “real lift to the market,” echoing fuel-crisis EV inquiry surge in the UK. He noted that “since July, enquiries for new electric vehicles on Autotrader are up by almost 50%. For models eligible for the grant, interest has more than doubled.”

While the majority of BEVs — about 71.4% — were purchased by companies and fleets, the number of private buyers has also been increasing. Zero-emission vehicles now account for more than one in five (22.1%) new car registrations so far in 2025, similar to France’s 20% EV share record, highlighting the growing mainstream appeal of electric mobility.

The surge comes amid a challenging backdrop for the automotive sector, even as U.S. EV sales soared into 2024 across the Atlantic. The UK car industry is still reeling from the effects of US trade tariffs and recent disruptions, such as Jaguar Land Rover’s production shutdown following a cyberattack. Despite these hurdles, the strong September figures have boosted confidence in the industry’s recovery trajectory, and EU EV share grew during lockdown months offers precedent for resilience.

Among individual models, the Kia Sportage, Ford Puma, and Nissan Qashqai led overall sales, while two Chinese vehicles — the Jaecoo 7 and BYD Seal U — entered the top ten, reflecting China’s growing footprint in the UK market. Analysts say the arrival of competitively priced Chinese EVs could further intensify competition and drive prices lower for consumers.

With electrified vehicles now dominating new registrations and fresh government incentives in place, industry observers believe the UK is gaining momentum toward its long-term net-zero goals. The challenge, however, remains converting business fleet enthusiasm into sustained private-buyer confidence through affordable models, with UK consumer price concerns still a factor, reliable charging infrastructure, and continued policy support.

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EV Charging Infrastructure accelerates with federal funding, NEVI corridors, and Level 2/3 DC fast charging to cut range anxiety, support apartment dwellers, and scale to 500,000 public chargers alongside tax credits and state mandates.

Key Points

The network of public and private hardware, software, and policies enabling reliable Level 2/3 EV charging at scale.

✅ $7,500/$4,000 tax credits spur adoption and charger demand

✅ NEVI funding builds 500,000 public, reliable DC fast chargers

✅ Equity focus: apartment, curbside, bidirectional and inductive tech

Speaking in front of a line of the latest electric vehicles (EVs) at this month’s North American International Auto Show, President Joe Biden declared: “The great American road trip is going to be fully electrified.”

Most vehicles on the road are still gas guzzlers, but Washington is betting big on change, with EV charging networks competing to expand as it hopes that major federal investment will help reach a target set by the White House for 50% of new cars to be electric by 2030. But there are roadblocks – specifically when it comes to charging them all. “Range anxiety,” or how far one can travel before needing to charge, is still cited as a major deterrent for potential EV buyers.

The auto industry recently passed the 5% mark of EV market share – a watershed moment, arriving ahead of schedule according to analysts, before rapid growth. New policies at the state and local level could very well spur that growth: the Inflation Reduction Act, which passed this summer, offers tax credits of $4,000 to purchase a used EV and up to $7,500 for certain new ones. In August, California, the nation’s largest state and economy, announced rules that would ban all new gas-powered cars by 2035, as part of broader grid stability efforts in the state. New York plans to follow.

So now, the race is on to provide chargers to power all those new EVs.

The administration’s target of 500,000 public charging units by 2030 is a far cry from the current count of nearly 50,000, according to the Department of Energy’s estimate. And those new chargers will have to be fast – what’s known as Level 2 or 3 charging – and functional in order to create a truly reliable system, even as state power grids face added demands across regions. Today, many are not.

Last week, the White House approved plans for all 50 states, along with Washington DC, and Puerto Rico, to set up chargers along highways, unlocking $1.5bn in federal funding to that end, as US automakers’ charger buildout to complement public funds. The money comes from the landmark infrastructure bill passed last year, which invests $7.5bn for EV charging in total.

But how much of that money is spent is largely going to be determined at the local level, amid control over charging debates among stakeholders. “It’s a difference between policy and practice,” said Drew Lipsher, the chief development officer at Volta, an EV charging provider. “Now that the federal government has these policies, the question becomes, OK, how does this actually get implemented?” The practice, he said, is up to states and municipalities.

As EV demand spikes, a growing number of cities are adopting policies for EV charging construction. In July, the city of Columbus passed an “EV readiness” ordinance, which will require new parking structures to host charging stations proportionate to the number of total parking spots, with at least one that is ADA-accessible. Honolulu and Atlanta have passed similar measures.

One major challenge is creating a distribution model that can meet a diversity of needs.

At the moment, most EV owners charge their cars at home with a built-in unit, which governments can help subsidize. But for apartment dwellers or those living in multi-family homes, that’s less feasible. “When we’re thinking about the largest pieces of the population, that’s where we need to really be focusing our attention. This is a major equity issue,” said Alexia Melendez Martineau, the policy manager at Plug-In America, an EV consumer advocacy group.

Bringing power to people is one such solution. In Hoboken, New Jersey, Volta is working with the city to create a streetside charging network. “The network will be within a five-minute walk of every resident,” said Lipsher. “Hopefully this is a way for us to really import it to cities who believe public EV charging infrastructure on the street is important.” Similarly, in parts of Los Angeles – as in Berlin and London – drivers can get a charge from a street lamp.

And there may be new technologies that could help, exciting experts and EV enthusiasts alike. That could include the roads themselves charging EVs through a magnetizable concrete technology being piloted in Indiana and Detroit. And bidirectional charging, where, similar to solar panels, drivers can put their electricity back into the grid – or perhaps even to another EV, through what’s known as electric vehicle supply equipment (EVSE). Nissan approved the technology for their Leaf model this month.

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Chinese EV Makers in Europe target the EU market with electric SUVs, battery swapping, competitive pricing, and subsidies, led by NIO, Xpeng, MG, and BYD, starting in Norway amid Europe's zero-emissions push.

Key Points

Chinese EV makers expanding into EU markets with tech, pricing, and lean retail to gain share.

✅ Early launches in Norway leverage EV incentives

✅ Compete via battery swapping, OTA tech, and price

✅ Mix of importers, online sales, and lean dealerships

China's electric carmakers are darting into Europe, hoping to catch traditional auto giants cold and seize a slice of a market supercharged by the continent's EV transition towards zero emissions.

Nio Inc (NIO.N), among a small group of challengers, launches its ES8 electric SUV in Oslo on Thursday - the first foray outside China for a company that is virtually unheard of in Europe even though it's valued at about $57 billion.

Other brands unfamiliar to many Europeans that have started selling or plan to sell cars on the continent include Aiways, BYD's (002594.SZ) Tang, SAIC's (600104.SS) MG, Dongfeng's VOYAH, and Great Wall's (601633.SS) ORA.

Yet Europe, a crowded, competitive car market dominated by famous brands, has proved elusive for Chinese carmakers in the past. They made strategic slips and also contended with a perception that China, long associated with cheap mass-production, could not compete on quality.

Indeed, Nio Chief Executive William Li told Reuters he foresees a long road to success in a mature market where it is "very difficult to be successful".

Chinese carmakers may need up to a decade to "gain a firm foothold" in Europe, the billionaire entrepreneur said - a forecast echoed by He Xiaopeng, CEO of electric vehicle (EV) maker Xpeng (9868.HK) who told Reuters his company needs 10 years "to lay a good foundation" on the continent.

These new players, many of which have only ever made electric vehicles, believe they have a window of opportunity to finally crack the lucrative market.

While electric car sales in the European Union more than doubled last year and jumped 130% in the first half of this year, even as threats to the EV boom persist, traditional manufacturers are still gradually shifting their large vehicle ranges over to electric and have yet to flood the thirsty market with models.

"The market is not that busy yet, if you compare it with combustion-engine models where each of the major carmakers has a whole range of vehicles," said Alexander Klose, who heads the foreign operations of Chinese electric vehicle maker Aiways.

"That is where we think we have an opportunity," he added on a drive around Munich in a U5, a crossover SUV on sale in Germany, the Netherlands, Belgium and France, where new EV rules are aimed at discouraging purchases of Chinese models.

The U5 starts at 30,000 euros ($35,000) in Germany - below the average new car price and most local EV prices - before factoring in 9,000 euros in EV subsidies, though France's EV incentives have tightened for Chinese models - and comes in just four colours and two trim levels to minimize costs.

'GERMAN PEOPLE BUY GERMAN CARS'
As Chinese carmakers gear up to enter Europe, they are trying out different business models, from relying on importers, low-cost retail options or building up more traditional dealerships.

The new reality that top Western carmakers like BMW (BMWG.DE) and Tesla Inc (TSLA.O) now produce cars in technological powerhouse China, where the EV market is intensely competitive, has likely undermined past perceptions of low quality workmanship - though they can be hard to shake.

Antje Levers, a teacher who lives in western Germany near the Dutch border, and her husband owned a diesel Chevrolet Orlando but wanted a greener option. They bought an Aiways U5 last year after plenty of research to fend off criticism for not buying local, and loves its handling and low running costs.

She said people had told her: "You can't buy a Chinese car, they're plastic and cheap and do not support German jobs." But she feels that is no longer true in a global car industry where you find German auto parts in Chinese cars and vice versa.

"German people buy German cars, so to buy a Chinese car you need to have a little courage," the 47-year-old added. "Sometimes you just have to be open for new things."

NIO LANDS IN NORWAY WITH NOMI
Nio launches its ES8 electric SUV alongside a NIO House - part-showroom, part-cafe and workspace for customers in the capital of Norway, a country that's also the initial base for Xpeng.

Norwegian state support for EVs has put the country at the forefront of the shift to electric. It makes sense as a European entry point because customers are used to electric vehicles so only have to be sold on an unknown Chinese brand, said Christina Bu, secretary general of the Norwegian EV Association.

"If you go to another European country you may struggle to sell both," said Bu, adding that her organisation has talked extensively with a number of Chinese EV makers keen to learn market specifics and consumer culture before launching there.

She is uncertain, though, how consumers will react to Nio's approach of swapping out batteries for customers rather than stopping to charge them, a contrast to other EV battery strategies in the industry, or the carmaker's strategy of leasing rather than selling batteries to customers.

"But where the Chinese are really at the forefront is the technology," she added, referring in particular to Nomi, the digital assistant in the dashboard of Nio's cars.

NEWCOMERS' STRATEGIES DIVERGE
One size does not fit all. While Nio and Xpeng have been hiring staff building up their organizations in Norway, SAIC's MG works through a car importer to sell cars in a handful of European markets.

Aiways is trying an lower-cost approach to selling cars in Europe, though Klose says it varies by market.

In Germany, for instance, the company sells its cars through Euronics, an association of independent electronics retailers, rather than building traditional dealerships.

It aims to sell across the EU by next year and to enter the U.S. market by 2023, said Klose, a former Volvo and Ford executive.

Past failed attempts by Chinese carmakers to conquer Europe are unlikely to hurt Chinese EV makers today, as consumers have grown accustomed to electronics coming from China, he added.

Such failures included Brilliance in 2007, whose vehicle received one out of five stars in a German car crash test, damaging the brand.

"The fact there are more Chinese carmakers entering the market will also help us, as it will make Chinese brands more accepted by consumers," Klose said.

Selling cars to Europeans is a "tough business, especially if your product isn't well known," said Arnie Richters, chairman of Brussels-based industry group Platform for Electromobility.

"But if they bring a lot of innovation they have a lot of opportunity."

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Ford Oakville Electric Vehicle Complex will anchor EV production in Ontario, adding a battery plant, retooling lines, and assembly capacity for passenger models targeting the North American market and Canada's zero-emission mandates.

Key Points

A retooled Ontario hub for passenger EV production, featuring on-site battery assembly and modernized lines.

✅ Retooling begins Q2 2024; EV production slated for 2025.

✅ New 407,000 sq ft battery plant for pack assembly.

✅ First full-line passenger EV production in Canada.

Ford Motor Co. has revealed some details of its plan to spend $1.8 billion on its Oakville Assembly Complex to turn it into an electric vehicle production hub, a government-backed Oakville EV deal, in the latest commitment by an automaker transitioning towards an electric future.

The automaker said Tuesday that it will start retooling the Ontario complex in the second quarter of 2024, bolstering Ontario's EV jobs boom, and begin producing electric vehicles in 2025.

The transformation of the Oakville site, to be renamed the Oakville Electric Vehicle Complex, will include a new 407,000 square-foot battery plant, similar to Honda's Ontario battery investment efforts, where parts produced at Ford's U.S. operations will be assembled into battery packs.

General Motors is already producing electric delivery vans in Canada, and its Ontario EV plant plans continue to expand, but Ford says this is the first time a full-line automaker has announced plans to produce passenger EVs in Canada for the North American market.

GM said in February it plans to build motors for electric vehicles at its St. Catharines, Ont. propulsion plant, aligning with the Niagara Region battery investment now underway. The motors will go into its BrightDrop electric delivery vans, which it produces in part at its Ingersoll, Ont. plant, as well as its electric pickup trucks, producing enough at the plant for 400,000 vehicles a year.

Ford's announcement is the latest commitment by an automaker transitioning towards an electric future, part of Canada's EV assembly push that is accelerating.

"Canada and the Oakville complex will play a vital role in our Ford Plus transformation," said chief executive Jim Farley in a statement.

The company has committed to invest over US$50 billion in electric vehicles globally and has a target of producing two million EVs a year by the end of 2026 as part of its Ford Plus growth plan, reflecting an EV market inflection point worldwide.

Ford didn't specify in the release which models it planned to build at the Oakville complex, which currently produces the Ford Edge and Lincoln Nautilus.

The company's spending plans were first announced in 2020 as part of union negotiations, with workers seeking long-term production commitments and the Detroit Three automakers eventually agreeing to invest in Canadian operations in concert with spending agreements with the Ontario and federal governments.

The two governments agreed to provide $295 million each in funding to secure the Ford investment.

"The partnership between Ford and Canada helps to position us as a global leader in the EV supply chain for decades to come," said Industry Minister Francois-Philippe Champagne in Ford's news release.

Funding help comes as the federal government moves to require that at least 20 percent of new vehicles sold in Canada will be zero-emission by 2026, at least 60 per cent by 2030, and 100 per cent by 2035.

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