Latest news with #TorontoHydro
3 days ago
- Automotive
Faster isn't always better. Slow-charging EVs could have big benefits
When Julia McNally decided to buy an EV and started her research, she came across a lot of articles and ads pushing an apparent must-have accessory — a speedy home charger designed specifically for EVs. Everything was pointing me to Level 2, recalled McNally, director of climate action at Toronto Hydro. She knew that all EVs can do Level 1 slow charging, or trickle charging, from a regular 120-volt wall outlet, adding about six kilometres of range per hour (except in very cold winter temperatures, which can slow charging speeds). And she already had an outlet of those in her backyard, near the alleyway where she planned to park her new Mini EV. But more than four out of five U.S. EV owners used Level 2 for home-charging in 2023, according to market research firm J.D. Power (new window) . Using a higher 240 voltage, often needed for a stove or dryer, Level 2 chargers can add about 30 to 50 kilometres of range per hour and refill a typical EV's entire 400-kilometre range overnight. Meanwhile, Level 3, or DC fast chargers, often installed along major highways, can add 250 kilometres of range per hour (some are even faster (new window) ) and charge a battery to 80 per cent in 30 minutes. Get more with a free CBC account Comment on articles, stay in the know with our newsletters and stream more on CBC Gem. Sign In (new window) Create a free account (new window) Why faster may not be better Some experts, such as Daniel Breton, CEO of Electric Mobility Canada, have argued people "really need" Level 2 chargers at home (new window) , as it can take days to charge an empty battery to full at Level 1. But most people don't drive the hundreds of kilometres needed to empty their battery each day — and there's a downside to faster charging. You're adding cost, McNally said — potentially thousands of dollars. Installing a Level 2 charger requires a licensed electrician, she said. In Toronto, it means consulting with Toronto Hydro and the Electrical Safety Authority. And homeowners often will need to increase the size of their electrical panel, adding additional costs. But it's something more Canadians may be thinking about soon, amid Canada's zero-emission vehicle mandate (new window) , requiring that 20 per cent of cars, vans and light trucks sold in Canada be electric, hybrid or hydrogen-powered cars by next year. The goal is to reach 100 per cent zero-emission vehicle sales by 2035. Conservative Leader Pierre Poilievre had vowed to scrap the target if elected (new window) , but with a Liberal re-election (new window) , the target still stands. WATCH | Can northern power grids handle electric vehicles and heat?: Début du widget Widget. Passer le widget ? Fin du widget Widget. Retourner au début du widget ? Can northern power grids handle electric vehicles and heat? Electric vehicles and electric heating are expected to put a strain on northern power grids. A new study out of Yukon University offers utilities some ways to fix that. The CBC's Liny Lamberink has more. Level 2 charging isn't just more expensive and logistically difficult for individual EV owners. In some Canadian communities, the aging electrical grid may not be able to handle too much Level 2 charging at once. For example, a recent Yukon University study found that if more northerners install Level 2 chargers and electric heating, that could cause problems for transformers (new window) — a key piece of equipment in local electricity distribution networks. At the time of the study, published last December, there were only 88 EVs in all of Yukon, and half of them were plug-in hybrids. Blake Shaffer, a University of Calgary associate professor, studied the situation in his community with local utility Enmax. He previously told CBC News (new window) that electricity distribution networks would need significant upgrades in order for all EV drivers to be able to charge at Level 2. That's where the real challenge of EVs comes about, he said, noting high costs for both individuals and electric utilities. McNally says Toronto Hydro has adequate capacity for whatever EVs and heat pumps come at us. She acknowledged, however, that in cases where someone does ask Toronto Hydro for extra capacity you need to pay for the upgrades. Meanwhile, Level 1 takes advantage of wall outlets that people often already have, including residents of apartments or condo buildings. In colder parts of Canada, many parking spaces have a plug intended for block heaters. (Although tenants may have to negotiate with their landlord to use it for charging (new window) .) WATCH | This electric vehicle owner says tenants who pay hydro should be able to plug in: Début du widget Widget. Passer le widget ? Fin du widget Widget. Retourner au début du widget ? This electric vehicle owner says tenants who pay hydro should be able to plug in Renters might find themselves in uncharted legal territory if their landlord wants to make them pay for charging their electric vehicles — even if electricity is included in their lease. Many people don't need Level 2 at home Living in Toronto, McNally doesn't drive 400 kilometres a day; typically, she only covers 600 kilometres in an entire month. So she knew that Level 1 charging was probably good enough for her needs. That's not unusual — even outside Canada's largest city. Shaffer studied the driving and parking habits of 129 EV drivers in Calgary from December 2021 to December 2022. (While that was during the tail end of the pandemic, Statistics Canada reports very similar commute times in Calgary in 2022 and 2024 (new window) .) The study found 29 per cent of drivers only ever needed Level 1 charging (new window) because they drove very little relative to the time they were parked. Another 53 per cent could use Level 1 most of the time, but might need to visit a public Level 2 or fast charging station up to once per month to top off their battery. WATCH | Canada needs more charging stations to hit EV targets: Début du widget Widget. Passer le widget ? Fin du widget Widget. Retourner au début du widget ? Canada needs more charging stations to hit EV targets Experts say Canada needs hundreds of thousands more charging stations to support electric vehicle targets, but it's unclear who's in charge of building them. The City of Vancouver estimates that the average driver can meet their daily driving needs in under four hours using a Level 1 charger and in about 45 minutes using a Level 2 charger (new window) . Either of those is plenty of time if people have a place to park and charge overnight. Level 1 can even work for drivers in rural communities. Rob van Adrichem lives in Prince George, B.C., and got an electric car this past summer. He only has Level 1 charging at home, but tops up at Level 2 chargers at the park or the library in town if he needs to. I'm finding Level 1 is no problem, he said. I think people get scared off on Level 2s because they think it's going to be thousands of dollars and I don't know that it's always necessary. Is it a tenant's right to charge an EV at their rental? (new window) Ali Mohazab is co-founder of a startup called Parkizio Technologies that helps people such as apartment dwellers access electricity for charging. He said people thinking about switching to an EV may imagine doing a variation of what they did with their gas car: driving to empty and then going to a gas station and filling the entire tank — something they're forced to do because they don't have a gas pump at their home. Mohazab said that gas mentality may not allow people to see that with an EV, every parking opportunity is a charging opportunity and it doesn't matter if you charge faster so your battery is full at 1 a.m. instead of 8 a.m. when you leave for work — you can just leave it plugged in overnight. He added, If you kind of look at your car as a, you know, cell phone with wheels, then it really makes sense. McNally has found that she doesn't even need to charge every day, even at Level 1. I charge about once a week, she said. Couldn't be easier. But how can you tell if Level 1 will be enough for you? Level 1 is probably enough for most people, Mohazab says, except those who drive all day for work, such as Uber drivers. McNally suggests this rule of thumb: If you drive less than 60 kilometres a day, you are probably just fine with the regular plug that is already at your house. She recommends that new EV owners start with Level 1 to keep things cheap and simple. Start there, see how it works, learn your patterns — and then if you really want Level 2, you can add that cost later. Emily Chung (new window) · CBC News
Yahoo
08-05-2025
- Business
- Yahoo
Toronto Hydro Corporation reports its first quarter financial results for 2025
TORONTO, May 8, 2025 /CNW/ - Toronto Hydro Corporation (Toronto Hydro) has announced its financial and operating results for the first quarter ended March 31, 2025. Selected financial and operational highlights (in millions of Canadian dollars)Three months ended March 312025 $ 2024 $Distribution revenue 240.2 225.2 Net income after net movements in regulatory balances 53.2 33.9 Capital expenditures 244.7 199.5 KEY FINANCIAL HIGHLIGHTS Distribution revenue for the three months ended March 31, 2025 was $240.2 million: Increase of $15.0 million compared to the comparable period in 2024 The increase was driven by higher 2025 distribution rates and higher electricity consumption, partially offset by lower revenue collected through Ontario Energy Board (OEB)-approved rate riders Net income after net movements in regulatory balances for the three months ended March 31, 2025 was $53.2 million: Increase of $19.3 million compared to the comparable period in 2024 The increase was primarily due to higher distribution revenue and lower net credit amounts deferred into regulatory accounts This was partially offset by higher operating expenses as well as higher depreciation and amortization expenses Capital expenditures for the three months ended March 31, 2025 were $244.7 million: Increase of $45.2 million compared to the comparable period in 2024 Capital initiatives in 2025 included the delivery of customer connections and replacement of overhead and underground infrastructure CORPORATE DEVELOPMENTS Effective March 19, James Hinds resigned from Toronto Hydro's Board of Directors and as a member of its Audit Committee for personal reasons. On April 8, Baoqin Guo was named Executive Vice President and Chief Financial Officer (CFO) effective May 12, 2025. Ms. Guo replaced Federico Zeni, who served as Interim CFO since November 2024. On April 25, DBRS Limited confirmed Toronto Hydro's issuer rating and senior unsecured debentures rating at "A" and its commercial paper rating at R-1 (low), each with stable trends. Effective April 29, as a result of her election to the Parliament of Canada, Councillor Jennifer McKelvie resigned from Toronto Hydro's Board of Directors. On May 8, Toronto Hydro's Board of Directors declared a dividend in the amount of $15.0 million with respect to the second quarter of 2025, which is payable to the City of Toronto by June 30, 2025. QUICK FACTS Toronto Hydro's financial and operational results are reported quarterly and available at and through Toronto Hydro is required to submit a plan for its proposed rates and spending to the OEB through an open and transparent process known as a rate application Toronto Hydro continues to invest in expanding, modernizing and sustaining the foundations of a safe, clean and reliable grid to serve the current and future electricity needs of Toronto. For more information about Toronto Hydro's 2025–2029 investment plan, please visit QUOTE "Toronto Hydro's strong first quarter performance reflects the disciplined execution of our regulator-approved long-term investment plan to deliver safe and reliable electricity to the communities we serve. We continue to make significant progress on key infrastructure investments, strengthen our cleantech partnerships and maintain operational excellence across our service area. As we look ahead, we remain focused on safely advancing grid resilience, supporting the clean energy transition and electrification, and delivering consistent value for our customers and shareholder." - Jana Mosley, President and CEO, Toronto Hydro ABOUT TORONTO HYDRO Toronto Hydro is a holding company which wholly owns two subsidiaries: Toronto Hydro-Electric System Limited (THESL) – distributes electricity; and Toronto Hydro Energy Services Inc. – provides streetlighting and expressway lighting services in the city of Toronto The principal business of Toronto Hydro and its subsidiaries is the distribution of electricity by THESL, which owns and operates the electricity distribution system for Canada's largest city. Recognized as a Sustainable Electricity Leader™ by Electricity Canada, it has approximately 797,000 customers located in the city of Toronto and distributes approximately 17 per cent of the electricity consumed in Ontario. SOCIAL MEDIA ACCOUNTS X: Instagram: FORWARD-LOOKING INFORMATION Certain information included in this news release constitutes "forward-looking information" within the meaning of applicable securities legislation. All information, other than statements of historical fact, which address activities, events or developments that we expect or anticipate may or will occur in the future, are forward-looking information. The words "anticipates," "believes," "budgets," "continual," "could," "estimates," "expects," "intends," "may," "ongoing," "outlook," "plans," "seek," "will," or the negative or other variations of these words or other comparable words or phrases, are intended to identify forward-looking information, although not all forward-looking information contains these identifying words. The purpose of the forward-looking information (including any financial outlook) contained herein is to provide Toronto Hydro's current expectations regarding its future results of operations, performance, business prospects and opportunities, and readers are cautioned that such information may not be appropriate for other purposes. All forward-looking information is given pursuant to the "safe harbour" provisions of applicable Canadian securities legislation. Specific forward-looking information in this news release includes, but is not limited to, statements regarding the payment of dividends to the City of Toronto and Toronto Hydro's continuing investments in its grid, including those outlined in its five-year investment plan. The forward-looking information reflects Toronto Hydro's current beliefs and is based on information currently available to Toronto Hydro. The forward-looking information is based on estimates and assumptions made by Toronto Hydro's management in light of past experience and perception of historical trends, current conditions and expected future developments, as well as other factors that management believes to be reasonable in the circumstances, including, but not limited to: the amount of indebtedness of Toronto Hydro; changes in funding requirements; the future course of the economy and financial markets; no unforeseen delays and costs in Toronto Hydro's capital projects; no unforeseen changes to project plans; compliance with covenants; the receipt of favourable judgments; no unforeseen changes in electricity distribution rate orders or rate-setting methodologies; no unfavourable changes in environmental regulation; the ratings issued by credit rating agencies; the level of interest rates; Toronto Hydro's ability to borrow; and assumptions regarding general business and economic conditions. Forward-looking information is subject to risks, uncertainties and other factors that could cause actual results to differ materially from historical results or results anticipated by the forward-looking information. The factors which could cause results or events to differ from current expectations include, but are not limited to: risks associated with the execution of Toronto Hydro's capital and maintenance programs necessary to maintain the performance of aging distribution assets and make required infrastructure improvements, including to deliver a modernized grid and meet electrification requirements to achieve government net-zero greenhouse gas (GHG) emissions targets; risks associated with capital projects; risks associated with changing weather patterns due to climate change and resultant impacts to electricity consumption based on historical seasonal trends; risks associated with terrorism and pandemics, and Toronto Hydro's limited insurance coverage for losses resulting from those events; risks of changing government policy and regulatory requirements, including in respect of climate change and the energy transition and trade matters; risks of municipal government activity, including the risk that the City could introduce rules, policies or directives, including those relating to net-zero GHG emissions targets, that could potentially limit Toronto Hydro's ability to meet its business objectives as laid out in its Shareholder Direction principles; risks of Toronto Hydro being unable to retain necessary qualified external contracting forces relating to its capital, maintenance and reactive infrastructure programs; risk that Toronto Hydro is not able to arrange sufficient and cost-effective debt financing to repay maturing debt and to fund capital expenditures and other obligations; risk that Toronto Hydro is unable to maintain its financial health and performance at acceptable levels; risk of downgrades to Toronto Hydro's credit rating; risks related to the timing and extent of changes in prevailing interest rates and discount rates and their effect on future revenue requirements and future post-employment benefit obligations; risks arising from inflation, the course of the economy and other general macroeconomic factors; risk associated with the impairment to Toronto Hydro's image in the community, public confidence or brand; risk associated with Toronto Hydro failing to meet its material compliance obligations under legal and regulatory instruments; and risks associated with market expectations with respect to increases in demand for electricity. Toronto Hydro cautions the reader that the above list of factors is not exhaustive, and there may be other factors that cause actual events or results to differ materially from those described in forward-looking information. Some of the other factors are discussed more fully under the heading "Risk Management and Risk Factors" in Toronto Hydro's Management's Discussion and Analysis for the years ended December 31, 2024 and 2023, available at and through All forward-looking information in this document is qualified in its entirety by the above cautionary statements. Furthermore, unless otherwise stated, all forward-looking information contained herein is made as of the date hereof, and Toronto Hydro undertakes no obligation to revise or update any forward-looking information as a result of new information, future events or otherwise, except as required by law. SOURCE Toronto Hydro-Electric System Limited View original content to download multimedia: Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
CBC
08-05-2025
- Automotive
- CBC
Who needs Level 2 EV charging? Drivers share their experiences
Social Sharing Many EV owners could have access to cheap and easy charging at home with an ordinary power outlet, we reported last week. That's called Level 1 charging. It adds about six kilometres of range per hour, and is typically cheaper and easier than installing a faster charger. But some people say they do need Level 2 charging, which uses a special charger and higher voltage to add 30 to 50 kilometres of range per hour. We heard from EV drivers across the country who shared their experiences. Here are things they suggest considering. How much you drive — and availability of public chargers Julia McNally, director of climate action at Toronto Hydro, had suggested Level 1 will probably work for someone who drives less than 60 kilometres per day. We heard from some readers who may commute less than that, but need Level 2 charging at home because they take long trips without EV infrastructure nearby. Marlon Hagerty, who lives outside Thunder Bay, Ont., commutes 22 kilometres to work each way. But he said his family often takes 400-kilometre round trips to the cottage. There's no public Level 2 or 3 charging on en route, so they need to fully charge their car before leaving. Waiting for his car to charge to full at Level 1 isn't practical, he wrote, but he added, "I think if there is great Level 3 [public fast-charging] infrastructure in the future, then yes, Level 1 at home should be less of an issue." WATCH | Electric vehicle owners struggle to find charging stations: Electric vehicle owners struggle to find charging stations 1 year ago Duration 2:06 The size of your EV or battery Just as larger gas-powered vehicles consume more gas per kilometre, larger EVs consume more electricity per kilometre. Louis-Guillaume Rigaud of Ottawa owns a Kia EV9, a larger SUV with three rows of seats, which he drives 50 kilometres per day. Even in ideal temperatures, he says, it took nine or 10 hours to fully charge with a Level 1 charger — and far longer when the temperatures were very cold or very hot. "My own experience in the first three months of ownership before I installed the Level 2 charger was that this wasn't sustainable and forced me to visit additional charging stations at much greater cost," he wrote. Your parking situation and the local climate Level 1 charging can get slow in low temperatures — something to consider if you live somewhere with cold winters and have outdoor parking. Jim Holtom lives in Kanata, Ont., in a 10-unit condo building with Level 1 charging. "It works fine [even in winter] because the indoor parking is heated," he said. But his cottage near Lindsay, Ont., also only has Level 1 charging, and he parks outdoors. That's OK for 10 months of the year, he said. "But in January to February, Level 1 charging can struggle.…The battery must be sufficiently warm to be charged. Most of the Level 1 charge current goes to heating the battery." He estimates cold temperatures can cut Level 1 charging speed down to 1.5 to three kilometres of added range per hour of charging or even close to nothing, if it's cold enough. "I can confirm that when evening temperatures dip to -20C, you can pretty much give up on charging using L1.... Level 2 chargers provide more power so that more power is available to heat the battery," he said. "A Level 2 charger can keep a car parked outside fully charged all year long." WATCH | Do EVs lose more range in the winter than gas vehicles?: Do EVs lose more range in the winter than gas vehicles? 3 years ago Duration 2:05 Time-of-use electricity rates Some regions have cheaper electricity rates at certain times — usually late at night. For example, Ontario residents on the "ultra-low overnight" rate are charged 2.8 cents/kWh of power between 11 p.m. and 7 a.m., compared to 28.4 cents/kWh between 4 p.m. and 9 p.m. Some readers who drive longer distances said this helps a Level 2 charger pay off, since they can't fully charge within the low-rate window with a Level 1. Brandon Pinkney of Gads Hill, Ont., wrote that he drives about 60 to 100 kilometres per day, and thinks he could get by with Level 1 charging if he started using it earlier at a higher electricity rate. But a Level 2 charger lets him start at 11 p.m. and still be fully charged in the morning. "This roughly results in 1/3 the energy cost vs Level 1, and will fully pay for my Level 2 charger and install within a year or two of ownership," he wrote. What to take from this? Consider how much you drive, whether you have indoor or outdoor parking, the size of your vehicle and local electricity rates when deciding if you need a Level 2 charger.
CBC
01-05-2025
- Automotive
- CBC
Faster isn't always better. Slow-charging EVs could have big benefits
Social Sharing When Julia McNally decided to buy an EV and started her research, she came across a lot of articles and ads pushing an apparent must-have accessory — a speedy home charger designed specifically for EVs. "Everything was pointing me to Level 2," recalled McNally, director of climate action at Toronto Hydro. She knew that all EVs can do Level 1 slow charging, or "trickle charging," from a regular 120-volt wall outlet, adding about six kilometres of range per hour. And she already had one of those in her backyard, near the alleyway where she planned to park her new Mini EV. But more than four out of five U.S. EV owners used Level 2 for home-charging in 2023, according to market research firm J.D. Power. Using a higher 240 voltage, often needed for a stove or dryer, Level 2 chargers can add about 30 to 50 kilometres of range per hour and refill a typical EV's entire 400-kilometre range overnight. Meanwhile, Level 3, or DC fast chargers, often installed along major highways, can add up to 250 kilometres of range per hour and charge a battery to 80 per cent in 30 minutes. Why faster may not be better Some experts, such as Daniel Breton, CEO of Electric Mobility Canada, have argued people "really need" Level 2 chargers at home, as it can take days to charge an empty battery to full at Level 1. But most people don't drive the hundreds of kilometres needed to empty their battery each day — and there's a downside to faster charging. "You're adding cost," McNally said — potentially thousands of dollars. Installing a Level 2 charger requires a licensed electrician, she said. In Toronto, it means consulting with Toronto Hydro and the Electrical Safety Authority. And homeowners often will need to increase the size of their electrical panel, adding additional costs. But it's something more Canadians may be thinking about soon, amid Canada's zero-emission vehicle mandate, requiring that 20 per cent of cars, vans and light trucks sold in Canada be electric, hybrid or hydrogen-powered cars by next year. The goal is to reach 100 per cent zero-emission vehicle sales by 2035. Conservative Leader Pierre Poilievre had vowed to scrap the target if elected, but with a Liberal re-election, the target still stands. WATCH | Can northern power grids handle electric vehicles and heat?: Can northern power grids handle electric vehicles and heat? 5 months ago Duration 2:33 Level 2 charging isn't just more expensive and logistically difficult for individual EV owners. In some Canadian communities, the aging electrical grid may not be able to handle too much Level 2 charging at once. For example, a recent Yukon University study found that if more northerners install Level 2 chargers and electric heating, that could cause problems for transformers — a key piece of equipment in local electricity distribution networks. At the time of the study, published last December, there were only 88 EVs in all of Yukon, and half of them were plug-in hybrids. Blake Shaffer, a University of Calgary associate professor, studied the situation in his community with local utility Enmax. He previously told CBC News that electricity distribution networks would need "significant" upgrades in order for all EV drivers to be able to charge at Level 2. "That's where the real challenge of EVs comes about," he said, noting high costs for both individuals and electric utilities. McNally says Toronto Hydro has adequate capacity for "whatever EVs and heat pumps come at us." She acknowledged, however, that in cases where someone does ask Toronto Hydro for extra capacity "you need to pay for the upgrades." Meanwhile, Level 1 takes advantage of wall outlets that people often already have, including residents of apartments or condo buildings. In colder parts of Canada, many parking spaces have a plug intended for block heaters. (Although tenants may have to negotiate with their landlord to use it for charging.) WATCH | This electric vehicle owner says tenants who pay hydro should be able to plug in: 6 months ago Duration 3:25 Renters might find themselves in uncharted legal territory if their landlord wants to make them pay for charging their electric vehicles — even if electricity is included in their lease. Many people don't need Level 2 at home Living in Toronto, McNally doesn't drive 400 kilometres a day; typically, she only covers 600 kilometres in an entire month. So she knew that Level 1 charging was probably good enough for her needs. That's not unusual — even outside Canada's largest city. Shaffer studied the driving and parking habits of 129 EV drivers in Calgary from December 2021 to December 2022. (While that was during the tail end of the pandemic, Statistics Canada reports very similar commute times in Calgary in 2022 and 2024.) The study found 29 per cent of drivers only ever needed Level 1 charging because they drove very little relative to the time they were parked. Another 53 per cent could use Level 1 most of the time, but might need to visit a public Level 2 or fast charging station up to once per month to top off their battery. WATCH | Canada needs more charging stations to hit EV targets: Canada needs more charging stations to hit EV targets 1 year ago Duration 1:59 The City of Vancouver estimates that the average driver can meet their daily driving needs in under four hours using a Level 1 charger and in about 45 minutes using a Level 2 charger. Either of those is plenty of time if people have a place to park and charge overnight. Level 1 can even work for drivers in rural communities. Rob van Adrichem lives in Prince George, B.C., and got an electric car this past summer. He only has Level 1 charging at home, but tops up at Level 2 chargers at the park or the library in town if he needs to. "I'm finding Level 1 is no problem," he said. "I think people get scared off on Level 2s because they think it's going to be thousands of dollars and I don't know that it's always necessary." Ali Mohazab is co-founder of a startup called Parkizio Technologies that helps people such as apartment dwellers access electricity for charging. He said people thinking about switching to an EV may imagine doing a variation of what they did with their gas car: driving to empty and then going to a gas station and filling the entire tank — something they're forced to do because they don't have a gas pump at their home. Mohazab said that "gas mentality" may not allow people to see that with an EV, "every parking opportunity is a charging opportunity" and it doesn't matter if you charge faster so your battery is full at 1 a.m. instead of 8 a.m. when you leave for work — you can just leave it plugged in overnight. He added, "If you kind of look at your car as a, you know, cell phone with wheels, then it really makes sense." McNally has found that she doesn't even need to charge every day, even at Level 1. "I charge about once a week," she said. "Couldn't be easier." But how can you tell if Level 1 will be enough for you? Level 1 is probably enough for most people, Mohazab says, except those who drive all day for work, such as Uber drivers. McNally suggests this rule of thumb: "If you drive less than 60 kilometres a day, you are probably just fine with the regular plug that is already at your house." She recommends that new EV owners start with Level 1 to keep things cheap and simple. "Start there, see how it works, learn your patterns — and then if you really want Level 2, you can add that cost later."
Yahoo
02-04-2025
- Business
- Yahoo
Toronto Hydro supporting Hydro One's power restoration efforts
Toronto Hydro answering call for help after Ontario ice storm over the March 29 weekend. TORONTO, April 2, 2025 /CNW/ - Toronto Hydro is pleased to support Hydro One's restoration efforts in central and eastern Ontario with over 70 members of the Toronto Hydro skilled worker community, following an ice storm that caused significant damage throughout Hydro One's service territory over the weekend. Hydro One is dealing with significant damage due to freezing rain and ice accumulation. The storm is the most severe weather event the utility has faced since the ice storm of 1998, Hydro One said on social media. Hydro One made a formal request for storm assistance through the Ontario Mutual Assistance Group (OnMAG) and accepted Toronto Hydro's storm assistance proposal. QUICK FACTS Hydro One Limited, through its wholly-owned subsidiaries, is Ontario's largest electricity transmission and distribution provider with approximately 1.5 million valued customers Toronto Hydro and Hydro One are members of the Ontario Mutual Assistance Group (OnMAG). OnMAG offers emergency coordination and best-practice sharing between the member Ontario electrical utility companies. The aim of this group is to bolster capabilities within the province to respond to province-specific emergencies QUOTE "This weekend's ice storm heavily impacted our neighbours in eastern and central Ontario, and we're proud to offer our skilled workers to support power restoration efforts. Our crews are assisting Hydro One in restoring service to Ontarians as quickly as possible." Lauren Harris, Corporate Spokesperson, Toronto Hydro About Toronto Hydro The Corporation is a holding company which wholly owns two subsidiaries: Toronto Hydro-Electric System Limited (THESL) – distributes electricity; and Toronto Hydro Energy Services Inc. – provides streetlighting and expressway lighting services in the city of Toronto The principal business of the Corporation and its subsidiaries is the distribution of electricity by THESL, which owns and operates the electricity distribution system for Canada's largest city. Recognized as a Sustainable Electricity Leader™ by Electricity Canada, it has approximately 796,000 customers located in the city of Toronto and distributes approximately 18 per cent of the electricity consumed in Ontario. Social Media AccountsX: Facebook: SOURCE Toronto Hydro Corporation View original content to download multimedia: Sign in to access your portfolio
