Ukraine's Green Fightback: Rising from the Ashes with Renewable Energy

New Brunswick EV Rebates deliver stackable provincial and federal incentives for electric vehicles, used EVs, and home chargers, supporting NB Power infrastructure, lower GHG emissions, and climate goals with fast chargers across the province.

Key Points

Stackable provincial and federal incentives up to $10,000 for EV purchases, plus support for home charging.

✅ $5,000 new EVs; $2,500 used; stackable with federal $5,000

✅ 50% home charger rebate up to $750 through NB Power

✅ Supports GHG cuts, charging network growth, climate targets

New Brunswickers looking for an electric vehicle (EV) can now claim up to $10,000 in rebates from the provincial and federal governments.

The three-year provincial program was announced Thursday and will give rebates of $5,000 on new EVs and $2,500 on used ones. It closely mirrors the federal program and is stackable, meaning new owners will be able to claim up to $5,000 from the feds as well.

Minister of Environment and Climate Change Gary Crossman said the move is hoped to kickstart the province’s push toward a target of having 20,000 EVs on the road by 2030.

“This incentive has to make a positive difference,” Crossman said.

“I truly believe people have been waiting for it, they’ve been asking about it, and this will make a difference from today moving forward to put new or used cars in their hands.”

The first year of the program will cost $1.95 million, which will come from the $36 million in the Climate Change Fund and will be run by NB Power, whose public charging network has been expanding across the province. The department says if the full amount is used this year it could represent a reduction of 850 tonnes of greenhouse gasses (GHGs) annually.

Both the Liberal and Green parties welcomed the move calling it long overdue, but Green MLA Kevin Arseneau said it’s not a “miracle solution.”

“Yes, we need to electrify cars, but this kind of initiative without proper funding of public transportation, urban planning for biking … without this kind of global approach this is just another swipe of a sword in water,” he said.

Liberal environment critic Francine Landry says she hopes this will make the difference for those considering the purchase of an EV and says the government should consider further methods of incentivization like waiving registration fees.

The province’s adoption of EVs has not been overly successful so far, reflecting broader Atlantic EV buying interest trends across the region. At the end of 2020, there were 646 EVs registered in the province, far short of the 2,500 target set out in the Climate Action Plan. That was up significantly from the 437 at the end of 2019, but still a long way from the goal.

New Brunswick has a fairly expansive network of charging stations across the province, claiming to be the first “fully-connected province” in the country, and had hoped that the available infrastructure, including plans for new fast-charging stations on the Trans-Canada, would push adoption of non-emitting vehicles.

“In 2017 we had 11 chargers in the province, so we’ve come a long way from an infrastructure standpoint which I think is critical to promoting or having an electric vehicle network, or a number of electric vehicles operating in the province, and neighbouring N.L.’s fast-charging network shows similar progress,” said Deputy Minister of Natural Resources Tom Macfarlane at a meeting of the standing committee on climate change and environmental stewardship in January of 2020.

There are now 172 level two chargers and 83 fast chargers, while Labrador’s EV infrastructure still lags in neighbouring N.L. today. Level two chargers take between six and eight hours to charge a vehicle, while the fast chargers take about half an hour to get to 80 per cent charge.

The newly announced program will also cover 50 per cent of costs for a home charging station up to $750, similar to B.C. charger rebates that support home infrastructure, to further address infrastructure needs.

The New Brunswick Lung Association is applauding the rebate plan.

President and CEO Melanie Langille said about 15,000 Canadians, including 40 people from New Brunswick, die prematurely each year from air pollution. She said vehicle emissions account for about 30 per cent of the province’s air pollution.

“Electric vehicles are critical to reducing our greenhouse gas emissions,” said Langille. “New Brunswick has one of the highest per capita GHG emissions in Canada. But, because our electricity source in New Brunswick is primarily from non-emitting sources and regional initiatives like Nova Scotia’s vehicle-to-grid pilot are advancing grid integration, switching to an EV is an effective way for New Brunswickers to lower their GHG emissions.”

Langille said the lung association has been part of an electric vehicles advisory group in the province since 2014 and its research has shown this type of program is needed.

“The major barrier that is standing in the way of New Brunswickers adopting electric vehicles is the upfront costs,” Langille said. “So today’s announcement, and that it can be stacked on top of the existing federal rebates, is a huge step forward for us.”

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British Columbia Green Infrastructure Funding expands CleanBC Communities Fund projects, from EV charging stations to sewage heat recovery, delivering low-carbon heat in Vancouver and supporting Indigenous communities and COVID-19 recovery through the Green Infrastructure Stream.

Key Points

A joint federal-provincial program backing CleanBC to fund EV chargers, sewage heat recovery, and low-carbon heat.

✅ Funds EV charging across Vancouver Island and northern B.C.

✅ Expands sewage heat recovery via Vancouver's NEU

✅ Joint federal, provincial, local, and Indigenous partners

The governments of Canada and British Columbia are investing in infrastructure to get projects under way that meet people's needs, address the effects of the COVID-19 pandemic, and help communities restart their economies.  

Strategic investments in green infrastructure are key to creating clean healthy communities, making life more affordable, and building a clean electricity future for Canada.

Today, the Honourable Jonathan Wilkinson, Minister of Environment and Climate Change and Member of Parliament for North Vancouver, on behalf of the Honourable Catherine McKenna, Minister of Infrastructure and Communities, and the Honourable George Heyman, B.C. Minister of Environment and Climate Change Strategy, announced funding for 11 projects, alongside initiatives like the province's hydrogen project, to help B.C. communities save energy and reduce pollution.  

In Vancouver, the Sewage Heat Recovery Expansion Project will increase the capacity of the Neighbourhood Energy Utility (NEU) to provide buildings in the False Creek area with low-carbon heat and hot water. The NEU recycles waste heat and uses a mix of renewable and conventional natural gas to reduce harmful emissions.

Funding is also going towards expanding the network of Level-2 electric vehicle (EV) charging stations across the province. More than 80 new stations will be installed in communities across mid-Vancouver Island, as well as northern and central B.C., making clean transportation options, supported by incentives for zero-emission vehicles, more viable for more people.

These, along with the other projects announced today, will create jobs and strengthen local economies now while promoting sustainable growth and residents' long-term health and well-being.

The Government of Canada is investing more than $28.5 million in these projects through the Green Infrastructure Stream (GIS) of the Investing in Canada plan, and local and Indigenous communities are contributing more than $13 million. The Government of British Columbia is contributing nearly $18 million through the CleanBC Communities Fund, part of the federal Investing in Canada plan's Green Infrastructure Stream, which also supports rebates for home and workplace charging initiatives.

Quotes

"Expanding electric vehicle charging stations across Vancouver Island will make clean transportation more viable for more people. Encouraging green energy solutions like this is essential to building strong resilient communities. Canada's Infrastructure plan invests in thousands of projects, creates jobs across the country, and builds stronger communities."

The Honourable Jonathan Wilkinson, Minister of Environment and Climate Change and Member of Parliament for North Vancouver, on behalf of the Honourable Catherine McKenna, Minister of Infrastructure and Communities

"This investment through the Green Infrastructure Stream is a great example of how federal partnerships with all levels of government can ensure a sustainable future for generations. Amidst COVID-19, we can rebuild better with a green recovery."

Hedy Fry, Member of Parliament for Vancouver Centre

"People deserve access to clean air, clean energy and clean economic opportunities and by investing in new clean infrastructure projects, we will reduce pollution, build better buildings, improve transportation options with EV charger rebates and make life more affordable for people. By working together with the City of Vancouver and other B.C. communities, along with the federal government, we're helping build back a stronger, better B.C. for everyone following the impacts of COVID-19 through our CleanBC plan."

The Honourable George Heyman, Minister of Environment and Climate Change Strategy Government

"This is an important investment when it comes to addressing the climate emergency our city is facing. Nearly 60 per cent of carbon pollution created in Vancouver comes from burning natural gas to heat our buildings and provide hot water. This investment from our provincial and federal partners will help us greatly expand the Neighbourhood Energy Utility to reduce our carbon footprint even further."

His Worship, Kennedy Stewart, Mayor of Vancouver

Quick facts

Through the Investing in Canada Plan, the Government of Canada is investing more than $180 billion over 12 years in public transit projects, green infrastructure, social infrastructure, trade and transportation routes, and Canada's rural and northern communities.
The Government of Canada has invested $4.2 billion in 525 infrastructure projects across British Columbia under the Investing in Canada plan.
To support Canadians and communities during the COVID-19 pandemic, a new stream has been added to the over $33-billion Investing in Canada Infrastructure Program to help fund pandemic-resilient infrastructure. Existing program streams have also been adapted to include more eligible project categories.
The new Canada Healthy Communities Initiative will provide up to $31 million in existing federal funding to support communities as they deploy innovative ways to adapt spaces and services to respond to immediate and ongoing needs arising from COVID-19 over the next two years.
The 11 projects are part of the first intake of the CleanBC Communities Fund, which committed more than $63 million in joint federal-provincial funding. Additional projects from the first intake will be announced soon.
The second intake for the CleanBC Communities Fund is now open for applications from local governments, Indigenous groups, not-for-profits and for-profit organizations in B.C.

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Electric Vehicle Charging Costs and Times explain kWh usage, electricity rates, Level 2 vs DC fast charging, per-mile expense, and tax credits, with examples by region and battery size to estimate home and public charging.

Key Points

They measure EV charging price and duration based on kWh rates, charger level, efficiency, and location.

✅ Costs vary by kWh price, region, and charger type.

✅ Efficiency (mi/kWh) sets per-mile cost and range.

✅ Tax credits and utility rates impact total ownership.

More and more car manufacturing companies dip their toes in the world of electric vehicles every year, making it a good time to buy an EV for many shoppers, and the U.S. government is also offering incentives to turn the tides on car purchasing. Electric vehicles bought between 2010 and 2022 may be eligible for a tax credit of up to $7,500. 

And according to the Consumer Reports analysis on long-term ownership, the cost of charging an electric vehicle is almost always cheaper than fueling a gas-powered car – sometimes by hundreds of dollars.

But that depends on the type of car and where in the country you live, in a market many expect to be mainstream within a decade across the U.S. Here's everything you need to know.

How much does it cost to charge an electric car?
An electric vehicle’s fuel efficiency can be measured in kilowatt-hours per 100 miles, and common charging-efficiency myths have been fact-checked to correct math errors.

For example, if electricity costs 10.7 cents per kilowatt-hour, charging a 200-mile range 54-kWh battery would cost about $6. Charging a vehicle that consumes 27 kWh to travel 100 miles would cost three cents a mile. 

The national average cost of electricity is 10 cents per kWh and 11.7 cents per kWh for residential use. Idaho National Laboratory’s Advanced Vehicle Testing compares the energy cost per mile for electric-powered and gasoline-fueled vehicles.

For example, at 10 cents per kWh, an electric vehicle with an efficiency of 3 miles per kWh would cost about 3.3 cents per mile. The gasoline equivalent cost for this electricity cost would be just under $2.60 per gallon.

Prices vary by location as well. For example, Consumer Report found that West Coast electric vehicles tend to be less expensive to operate than gas-powered or hybrid cars, and are often better for the planet depending on local energy mix, but gas prices are often lower than electricity in New England.

Public charging networks in California cost about 30 cents per kWh for Level 2 and 40 cents per kWh for DCFC. Here’s an example of the cost breakdown using a Nissan LEAF with a 150-mile range and 40-kWh battery:

Level 2, empty to full charge: $12
DCFC, empty to full charge: $16

Many cars also offer complimentary charging for the first few years of ownership or provide credits to use for free charging. You can check the full estimated cost using the Department of Energy’s Vehicle Cost Calculator as the grid prepares for an American EV boom in the years ahead.

How long does it take to charge an electric car?
This depends on the type of charger you're using. Charging with a Level 1 charger takes much longer to reach full battery than a level 2 charger or a DCFC, or Direct Current Fast Charger. Here's how much time you can expect to spend charging your electric vehicle:

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Hydrogen vs Battery-Electric Vehicles compare FCEV and BEV tech for range, charging and refueling, zero-emissions, infrastructure in Canada, highlighting urban commuting, heavy-duty use, fast 5-minute fills, 30-minute fast charging, and renewable hydrogen from surplus wind.

Key Points

Hydrogen FCEVs suit long range and heavy-duty use; BEVs excel in urban commutes with overnight charging.

✅ FCEVs refuel in about 5 minutes; ideal for long range and heavy duty.

✅ BEVs fit urban commuting with home or night charging; fewer stops.

✅ Hydrogen enables energy storage from surplus wind and hydro power.

We’re constantly hearing that battery-electric cars are the future, as automakers pursue Canada-U.S. collaboration on EVs across the industry, so I was surprised to see that companies like Toyota, Honda and Hyundai are making hydrogen fuel-cell cars. Which technology is better? Could hydrogen still win? – Pete, Kingston

They’re both in their electric youth, relatively speaking, but the ultimate winner in the race between hydrogen and battery electric will likely be both.

“It’s not really a competition – they’ll both co-exist and there will also be plug-in hydrogen hybrids,” said Walter Merida, director of the Clean Energy Research Centre at the University of British Columbia. “Battery-electric vehicles [BEVs] are better for an urban environment where you have time to recharge and fuel-cell electric vehicles [FCEVs] are better-suited for long range and heavy duty.”

Last year, there were 9,840 BEVs sold in Canada, up from 5,130 the year before. If you include plug-in hybrids, the number sold in 2017 grows to 18,560, though many buyers now face EV shortages and wait times amid high gasoline prices.

And how many hydrogen vehicles were sold in Canada last year?

#google#

None – although Hyundai leased out about a half-dozen hydrogen Tucsons in British Columbia for $599 a month, which included fuel from Powertech labs in Surrey.

In January, Toyota announced it will be selling the Mirai in Quebec later this year. And Hyundai said it will offer about 25 Nexos for sale.

“It’s chicken or egg,” said Michael Fowler, a professor of chemical engineering at the University of Waterloo. “Car manufacturers won’t release cars into the market unless there’s a refuelling station and companies won’t build a refuelling station unless there are cars to fuel.”

Right now, there are no retail hydrogen refuelling stations in Canada. While there are plans under way to add stations in B.C., Ontario and Quebec, we’re still behind Japan, Europe and California, though experts outline how Canada can capitalize on the U.S. EV pivot to accelerate progress.

“In 2007, Ontario had a hydrogen strategy and they were starting to develop hydrogen vehicles and they dropped that in favour of the Green Energy Act and it was a complete disaster,” Fowler said. “The reality is the government of the day listened to the wrong people.”

It’s tough to pinpoint a single reason why governments focused on building charging stations instead of hydrogen stations, Merida said.

“It’s ironic, you know – the fuel cell was invented in Vancouver. Geoffrey Ballard was one of the pioneers of this technology,” Merida said. “And for a while, Canada was a global leader, but eventually government programs were discontinued and that was very disruptive to the sector.”

HYDROGEN FOR THE MASSES?

While we tend to think of BEVs when we think of electric cars, fuel-cell vehicles are electric, too; the hydrogen passes through a fuel cell stack, where it mixes with oxygen from the atmosphere to produce an electric current.

That current powers electric motors to drive the wheels and extra energy goes to a battery pack that’s used to boost acceleration (it’s also charged by regenerative braking).

Except for water that drips out of the hydrogen car, they’re both zero-emission on the road.

But a big advantage for hydrogen is that, if you can find a station, you can pull up to a pump and fill up in five minutes or less – the same way we do now at nearly 12,000 gas stations.

Compare that with fast-charging stations that can charge a battery to 80 per cent in 30 minutes – each station only handles one car at a time. What if you get there and it’s busy – or broken? And right now, there are only 139 of them in Canada.

And at slower, Level 2 stations, cars have to be plugged in for hours to recharge.

In a 2018 KPMG survey of auto executives, 55 per cent said that moves to switch entirely to pure battery-electric vehicles will fail because there won’t be enough charging stations, and some critics argue the 2035 EV mandate is delusional given infrastructure constraints.

“Ontario just invested $20-million in public charging stations and that’s going to service 100 or 200 cars a day,” Fowler said. “If you were to invest that in hydrogen stations, you’d be able to service thousands of cars a day.”

And when you do charge at a station, you might not be using clean power, as 18% of Canada’s 2019 electricity came from fossil fuels according to national data, Fowler said.

“At least in Ontario, in order to charge at a public station during the day, you have to rev up a natural-gas plant somewhere,” Fowler said. “So the only way you’re getting zero emissions is when you can charge at night using excess nuclear, hydro or wind that’s not being used.”

But hydrogen can be made when surplus green energy is stored, Fowler said.

“In Ontario, we have lots of wind in the spring and the fall, when we don’t need the electricity,” he said.

And eventually, you’ll be able to connect your fuel-cell vehicle to the grid and sell the power it produces, Merida said.

“The amount of power generation you have in these moving platforms is quite significant,” Merida said.

There are other strikes against battery-electric, including reduced range by 30 per cent or more in the winter and the need to upgrade infrastructure such as electrical transformers so they can handle more than just a handful of cars on each street charging at night, Fowler said.

In that KPMG survey, executives predicted a nearly equal split between BEVs, FCEVs, hybrids and gasoline engines by 2040.

“Battery-electric vehicles will serve a certain niche – they’ll be small commuter vehicles in certain cities,” Fowler said. “But for the way we use cars today – the family car, the suburban car, buses and probably trucks – it will be the fuel cell.”

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Nova Scotia EV charging infrastructure remains limited, with only 14 fast chargers across the province. As electric vehicle adoption grows, urgent upgrades are needed to support long-distance travel and public charging convenience.

Nova Scotia EV charging infrastructure

Nova Scotia EV charging infrastructure refers to the province’s public and private network of stations that power electric vehicles (EVs).

✅ Limited availability of fast-charging stations for long-distance travel

✅ Growing demand as EV adoption increases province-wide

✅ Key factor in reducing range anxiety and promoting clean transportation

Nova Scotia’s EV charging network is struggling to keep pace with a growing fleet of electric vehicles. As of today, only 14 public DC fast chargers are operational across the province, a significant shortfall for drivers navigating long distances. This creates not only logistical hurdles but also growing consumer hesitation — particularly as EV sales continue to surge across Canada.

In response, the Canadian government has announced a $1.1 million (US$0.88 million) investment into a new smart-charging pilot program. Led by Nova Scotia Power, this initiative will explore how electric vehicles can better integrate with the local grid using a centralized, utility-managed control system. Up to 200 participants are expected to join the program, which aims to test both smart charging and vehicle-to-grid (V2G) technologies.

These systems allow EVs to act as distributed energy storage, helping to manage electricity demand and improve renewable energy integration — a strategy already being tested in other jurisdictions. For example, Ontario’s charging network expansion has provided a model for scaling fast-charging accessibility. Similarly, British Columbia has recently accelerated its rollout of faster charging stations to support mass EV adoption.

The Nova Scotia pilot will assess local EV charging behaviors, including drivers’ willingness to participate in V2G services based on incentives, driving patterns, and access to clean power. “We know customers want clean, affordable, reliable energy for their homes and businesses,” says Dave Landrigan, VP Commercial at Nova Scotia Power. “Through our electric vehicle smart charging pilot, we will test these technologies to learn how they can benefit all customers, creating clean, smarter options without changing a person’s driving habits.”

The funding comes through Natural Resources Canada’s Electric Vehicle Infrastructure Demonstration program, which supports the development of cutting-edge charging and hydrogen refueling solutions across the country. To date, the federal government has invested over $600 million to support EV affordability and infrastructure deployment, with a particular focus on a coast-to-coast fast-charging network.

At the same time, other provinces are stepping up their leadership roles. In Québec, Hydro-Québec is expanding its EV ecosystem through a strategic partnership with Propulsion Québec, a key industry cluster for sustainable mobility. Their focus includes reliable public charging, clean grid integration, and stakeholder collaboration — all essential factors for scalable transportation electrification.

“In Québec, we are fortunate to be able to make transportation electrification possible by easily replacing gas imported from outside with our clean energy,” said France Lampron, Director – Transportation Electrification at Hydro-Québec. “To do this, we need to develop synergies between various stakeholders in the sustainable mobility sector.”

While Nova Scotia’s current fast-charging availability is limited, the province now has an opportunity to follow a similar trajectory. With funding in place, stakeholder alignment, and public interest growing, the expansion of Nova Scotia EV charging infrastructure could soon match the pace of rising EV demand. As governments and utilities nationwide focus on electrification, Nova Scotia’s pilot may lay the groundwork for a more connected, cleaner transportation future.

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Global Renewable Capacity Additions 2023 surge on policy momentum, high fossil prices, and energy security, with solar PV and wind leading growth as grids expand and manufacturing scales across China, Europe, India, and the US.

Key Points

Record solar PV and wind growth from policy and energy security, adding 440+ GW toward 4,500 GW total capacity in 2024.

✅ Solar PV to supply two-thirds of additions; rooftop demand rising.

✅ Wind rebounds ~70% as delayed projects complete in China, EU, US.

✅ Grid upgrades and better permitting, auctions key for 2024 growth.

Global additions of renewable power capacity are expected to jump by a third this year as growing policy momentum, higher fossil fuel prices and energy security concerns drive strong deployment of solar PV and wind power, building on a record year for renewables in 2016, according to the latest update from the International Energy Agency.

The growth is set to continue next year with the world’s total renewable electricity capacity rising to 4 500 gigawatts (GW), equal to the total power output of China and the United States combined, and in the United States wind power has surged in the electricity mix, says the IEA’s new Renewable Energy Market Update, which was published today.

Global renewable capacity additions are set to soar by 107 gigawatts (GW), the largest absolute increase ever, to more than 440 GW in 2023. The dynamic expansion is taking place across the world’s major markets. Renewables are at the forefront of Europe’s response to the energy crisis, accelerating their growth there. New policy measures are also helping drive significant increases in the United States, where solar and wind growth remains strong, and India over the next two years. China, meanwhile, is consolidating its leading position and is set to account for almost 55% of global additions of renewable power capacity in both 2023 and 2024.

“Solar and wind are leading the rapid expansion of the new global energy economy. This year, the world is set to add a record-breaking amount of renewables to electricity systems – more than the total power capacity of Germany and Spain combined,” said IEA Executive Director Fatih Birol. “The global energy crisis has shown renewables are critical for making energy supplies not just cleaner but also more secure and affordable – and governments are responding with efforts to deploy them faster. But achieving stronger growth means addressing some key challenges. Policies need to adapt to changing market conditions, and we need to upgrade and expand power grids to ensure we can take full advantage of solar and wind’s huge potential.”

Solar PV additions will account for two-thirds of this year’s increase in renewable power capacity and are expected to keep growing in 2024, according to the new report. The expansion of large-scale solar PV plants is being accompanied by the growth of smaller systems. Higher electricity prices are stimulating faster growth of rooftop solar PV, which is empowering consumers to slash their energy bills, and in the United States renewables' share is projected to approach one-fourth of electricity generation.

At the same time, manufacturing capacity for all solar PV production segments is expected to more than double to 1 000 GW by 2024, led by China's solar PV growth and increasing supply diversification in the United States, where wind, solar and battery projects dominate the 2023 pipeline, India and Europe. Based on those trends, the world will have enough solar PV manufacturing capacity in 2030 to comfortably meet the level of annual demand envisaged in the IEA’s Net Zero Emissions by 2050 Scenario.

Wind power additions are forecast to rebound sharply in 2023 growing by almost 70% year-on-year after a difficult couple of years in which growth was slugging, even as wind power still grew despite Covid-19 challenges. The faster growth is mainly due to the completion of projects that had been delayed by Covid-19 restrictions in China and by supply chain issues in Europe and the United States. However, further growth in 2024 will depend on whether governments can provide greater policy support to address challenges in terms of permitting and auction design. In contrast to solar PV, wind turbine supply chains are not growing fast enough to match accelerating demand over the medium-term. This is mainly due to rising commodity prices and supply chain challenges, which are reducing the profitability of manufacturers.

The forecast for renewable capacity additions in Europe has been revised upwards by 40% from before Russia’s invasion of Ukraine, which led many countries to boost solar and wind uptake to reduce their reliance on Russian natural gas. The growth is driven by high electricity prices that have made small-scale rooftop solar PV systems more financially attractive and by increased policy support in key European markets, especially in Germany, Italy and the Netherlands.

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