The latest results are in: A full 25 per cent of new vehicle sales in B.C. were electric in the third quarter of this year, according to data from S&P Global.
That puts the province almost two years ahead of its 2026 sales requirement: 26 per cent in 2026, rising to 90 per cent in 2030.
Drivers are the winners under the province’s legislated EV sales targets, which deliver cost savings and greater vehicle choice to British Columbians, as automakers preferentially send cars to the province, both to supply consumer demand and to ensure they are staying compliant. Requiring automakers to sell more EVs also encourages them to bring more affordable models to market.
In fact, one study from Environmental Defence Canada found that national EV sales measure would lead to a 20 per cent reduction in prices. This translates to big benefits for British Columbian bank balances too: driving an EV can save as much as $3,000 a year, even taking into account upfront costs, according to Clean Energy Canada calculations.
That said, few industries enjoy being regulated, regardless of benefits for the consumer. Recently, an op-ed and poll led by the Canadian Vehicle Manufacturers’ Association claim to have found that just over half of respondents did not support the mandate. Crucially, however, just 15 per cent knew about the regulations beforehand, meaning opinions were formed based on the survey’s presentation of the policy. And the explanation implied that vehicle manufacturers would be faced with a straight-up $20,000 fine for every electric vehicle they failed to sell, with no alternative options. In reality, carmakers have many pathways: they can sell new EVs, they can sell used EVs, they can sell electric buses or trucks, they can buy extra credits from another automaker, or they can even enjoy a “grace” year to meet the requirement.
Similarly, many survey respondents indicated concerns that the grid could not support charging. Crucially, the surveyors omitted some important facts. BC Hydro anticipates the current EV sales requirement will increase provincial electricity demand by just 2 per cent in 2030. Meanwhile, the new Site C dam will add 8 per cent supply, and recently announced wind power projects another 8 per cent—putting the province well on track to meet an expected 15-per-cent increase in electricity demand by 2030.
It should also be said that not every automaker opposes the rules. EV leader Hyundai, for example, supports electric sales requirements. And in an interesting turn of events, American automakers are now calling on U.S. president-elect Trump to retain Biden’s tailpipe rules—designed, in part, to compel automakers to build more EVs—recognizing that going electric is the only way to protect their investments and compete on the global market. In this context, regulations even the playing field.
But while B.C.’s more ambitious measure is both achievable and beneficial, the road ahead could be made smoother. The province’s EV rebate has been key to its chart-topping EV sales success, but since the addition of income caps for rebate eligibility, sales have flatlined, allowing B.C.’s main EV adoption rival, Quebec, to pass us for the last few quarters.
In fact, S&P Global’s most recent third-quarter sales data has Quebec’s EV market share at 35 per cent to B.C.’s 25 per cent (although Quebec's sales numbers may be particularly high due to an upcoming decrease in the province's rebate amount).
Many EV-curious households are being deterred from an EV upon finding out they’re disqualified from help they could use. Think of the young family with decent incomes but very high living costs attached to kids and a mortgage in the city.
Charging access is another real barrier. At present, the U.S. Department of Energy estimates around 80 per cent of charging is done at home, a reality that is predicated on having access to power where you park your vehicle, which is not the case for many in apartment buildings.
There are a number of programs to help with existing lots, including government support for stratas to install EV charging. But the cheapest retrofit is one that doesn’t need to happen in the first place. Research has shown that equipping a new parking space with an EV charger is four times cheaper than upgrading an old one.
With B.C. currently building two and a half times more housing per capita than Ontario, according to the Canada Mortgage and Housing Corp., we have a critical window to ensure EV charging readiness in new builds. Many developers are already taking these steps, like Concord Pacific with a four-tower residential development complete with nearly 2,000 charging stations. But action at the provincial level by updating the building code would create a more standardized approach.
In short, B.C.’s EV regulations are helping British Columbians get behind the wheel of more affordable cars. The last thing we should do is reverse measures that help families. Instead, we should set them up for success.
Joanna Kyriazis is the Clean Energy Canada’s director of public affairs and Keri McNamara is the manager of reports and outreach at Clean Energy Canada.
