To support the federal targets for zero-emission vehicle (ZEV) reaching 10% of new light-duty vehicle sales by 2025, 30% by 2030, and 100% by 2040, it is paramount that all Canadians have access to charging infrastructure, the lack of which remains one of the barriers to mass adoption of ZEVs.
There is increasing interest in the use of hydrogen and fuel cells to decarbonize energy use across economies around the world. With 185 countries including Canada being signatories to the Paris Agreement, there is now a global focus on reducing greenhouse gas (GHG) emissions, while working to achieve clean growth and long-term economic benefits. Hydrogen and fuel cells can reduce the environmental impact of economy-wide energy use, while supporting job creation and economic prosperity using innovative, clean technologies.
Since the original report in March 2017, there have been some significant market, policy, and program developments that support greater use of hydrogen and fuel cells across Canada’s economy. Fifteen key initiatives are detailed. While most items are specific to transportation, others represent developments that could help to increase capacity, build awareness, and spur greater interest in broader economy-wide hydrogen use.
The Government of Canada has signed the Paris agreement on climate change, committing to a reduction of greenhouse gas (GHG) emissions of 30% from 2005 levels by 2030, and has also adopted a target that 10% of new passenger vehicle sales be zero emissions vehicles (ZEVs) by 2025, 30% by 2030, and 100% by 2040. In order to achieve Canada’s GHG and ZEV goals, it will be necessary to ensure ready access to electric vehicle (EV) charging, particularly “at home” charging.
This report outlines considerations pertaining to establishing minimum requirements for EV charging infrastructure in buildings, and suggests strategies that Natural Resources Canada can take to advance provinces’ and local governments’ adoption of minimum requirements for EV charging infrastructure for residential building uses.
Passenger vehicle replacement tire standards can narrow or eliminate the gap between the new vehicle and replacement market and support the Pan-Canadian Framework on Clean Growth and Climate Change. Standards could potentially improve fuel efficiency by about 1.4-1.6%, which would avoid an estimated $300 million in consumer fuel purchases and 718,000 tons of greenhouse gas (GHG) emissions annually, while also reducing other air pollutants. Improving the rolling resistance of passenger vehicle replacement tires is a cost-effective option to avoid GHG emissions and reduce consumer fuel bills without negatively affecting safety or the marketplace.
This document outlines a roadmap for what success for greening government fleets will look like. The fleet of the future will be different than today's. It will be optimized and composed of a variety of low carbon vehicle technologies. Its vehicles will be operated efficiently. It will be cost-effective and fiscally responsible. It will have reduced emissions and energy use significantly when compared to the existing fleet. It will also be flexible and well positioned to adopt additional innovative new clean technologies as they enter the market. If followed, the advice and steps outlined in this guide will help to lay the foundation to support this transition over the next decade or more.
This study assessed the barriers to and opportunities for accelerated deployment of zero-emission vehicles in the Atlantic Canada and Prairie provinces. Via comprehensive research, aided by two workshops (one in Calgary and one in Fredericton) with local subject matter experts, the study found that certain barriers like lack of charging infrastructure, lack of local awareness and availability of zero-emission vehicles are common in both regions. Solutions tailored to these regions will be required to respond to more local barriers like the absence of a coordinated approach, the state of awareness of the rural versus urban population, or the fear that the uptake of electric vehicles will destroy more and more jobs in the oil and gas industry.
This study identified and described the data, analyses, and tools available and contrasted these with the information resources required to complete a future comprehensive national inventory and regional cost curve assessment. A high-level, order-of-magnitude national inventory of biomass resources and projections on future biomass production was also conducted.
This study examined the potential of switching to low carbon fuels (LCFs), associated costs and savings, GHG emission reductions, as well as the readiness of LCFs to be deployed in nine industrial sectors.
This study assessed the technological and market-related challenges of producing and deploying liquid drop-in fuels in the Canadian market, including evaluating the production potential and capacity (present and potential market size).
This study investigates the technical feasibility and value of using compressed biogas (CBG) as a vehicle fuel to displace diesel in converted farm vehicles. This report presents the entire process of fuelling farm vehicles with CBG including bolt-on biogas conditioning systems for existing biogas facilities to produce vehicle fuel, dual fuel vehicle conversion systems, capital and operating costs and considerations for improving future economics.
CSA Group conducted a North American Hydrogen Codes and Standards Forum (Forum) in Ottawa on March 22, 2017. The goal of the Forum was to assess current codes and standards activities and identify coordination opportunities to support hydrogen gas vehicles (HGVs) and related infrastructure in Canada, while harmonizing requirements with the United States. The discussion at the Forum highlighted the lack of current information on the Standards Development Organization landscape supporting relevant codes and standards and the need to coordinate activities between the numerous organizations and stakeholders involved.
This report focuses on (a) understanding the nature of the Canadian Heavy Duty Vehicle (HDV) - Class 8 registered tractor market operating in a “regional haul” model, (b) the experiences gained by the existing Canadian CNG / LNG heavy duty vehicle fleets and (c) the suitability of the ISX12 G (11.9L) Cummins-Westport CNG engine to service that market segment. The specific focus was the Category 1: Tractor Semitrailer with 4 and 5 axles.
The RCC was established by Prime Minister Stephen Harper and President Barack Obama in 2011 to increase regulatory coordination between Canada and the United States with the aim of reducing costs for businesses and consumers in both countries. The RCC, which covers 24 initiatives in its 2014 Joint Forward Plan, is one of four priorities in Canada’s Economic Action Plan. NRCan’s RCC initiatives include:
Survey the state of existing and planned renewable alternative to diesel blending infrastructure, and understand the types and sources of fuels that will be used to meet both federal and provincial renewable mandates.
The purpose of this study is to evaluate the potential for HDRD production and use in Canada. The study also looks at the production process, the properties, the compatibility with existing petroleum infrastructure, potential market penetration, and future development of HDRD.
This report presents the findings of an evaluation of Natural Resources Canada’s Alternative Transportation Fuels Sub-Sub Activity from 2004–05 to 2010–11. The evaluation focused on three programs: Ethanol Expansion Program; ecoENERGY for Biofuels Program; and the National Renewable Diesel Demonstration Initiative. It also covered the oversight of Sustainable Development Technology Canada NextGen Fund, policy, financial and technical analysis functions.
The Report on the Technical Feasibility of Integrating an Annual Average 2% Renewable Diesel in the Canadian Distillate Pool by 2011 provides the results of the NRDDI projects and other applicable research and experience in Canada and the United States to inform the development and implementation of the proposed regulation by Environment Canada.