Where are the geographic…

Where are the geographic areas in Ontario where there are gaps in public EV charging infrastructure?

Stations at the periphery of public transit networks and intercity transportation hubs. In order to encourage EV adoption and at the use of mass transit, strong consideration should be made to deploying EV charging infrastructure at the entry points to transit networks. This would address range anxiety for automobile customers, reduce traffic congestion (and associated economic impacts), increase asset utilization, and maximize the benefits of the public's investment in public transit (e.g. mobility, environmental, economic, equity, safety, etc.).

Continuing to focus on the geographic areas between major cities, because deploying chargers in the downtown areas would work in conflict with many national, provincial, and municipal objectives, additional EV changing infrastructure could be located along major transportation corridors such as highway pit stops, malls (again, outside the downtown), etc.

In what kinds of situations are public EV chargers most useful (e.g., type of trip, length of trip, type of charging location)?

As an EV owner myself, public EV chargers are only required when taking longer trips between cities such as between Toronto, Ottawa, Montreal, and beyond.

While charging infrastructure within the city offers some comfort to ease range anxiety, I have never used a charger in the city. I charge at night and my commute is well within the range of my car - in fact, most EVs have a range that exceeds most people's daily commute. Further, those who have a commute beyond the range of a single charge would most benefit from the intra-city charging network.

What are the challenges with increasing public EV charging in Ontario and how could the government help address those challenges?

Speaking now as the TTC's ED of Innovation and Sustainably, the largest challenge for us to deploy public EV chagrining infrastructure the cost barrier - this work is currently unfunded. While some federal funding is available it does not cover the full cost and the city's funding is tied up with major works for transit vehicle electrification.

Other considerations:

- standardization of equipment interfaces, fees, and forms of payment would further ease adoption
- communication of benefits to prospective car buyers - with focus on perception of range constraints and cost benefits.
- recognition of public transit and public automobile charging infrastructure as benefitting all hydro rate payers and including the funding and provision of this infrastructure under the regulated side of the business for generators and local disruption companies (LDCs).
- deployment of energy storage by LDCs at locations where it can reduce peak grid demand, increase system resiliency, and reduce the GA, demand charges, etc.