Toronto EV driver can't use closest overnight charging station because of permit restrictions

A Toronto-based Uber driver spends nearly half an hour most days walking back and forth between an on-street electric vehicle (EV) charging station and his home.

John Chen says he could cut that walk down to eight minutes each way if the city allowed him to use a closer charging station in his neighbouring permit parking zone.

He can't charge his EV at home because he doesn't have a designated parking spot and relies on street parking.

Despite living on the edge of his own parking zone near Coxwell Avenue and Dundas Street, Chen says the city told him he can't get a permit for the other zone to use the closer charger overnight.

"I just think it's dumb considering the city really wants people to get electric vehicles," said Chen, who rents an EV. "This is certainly not helping with their targets."

The city's net zero emissions strategy includes a 2030 goal of 30 per cent of registered vehicles in Toronto being electric. But EV experts told CBC the city needs to rapidly increase the pace and scale of EV infrastructure if it hopes to meet its targets.

A recent report from the Toronto Parking Authority (TPA) found that Toronto's charging capacity is well below industry standards. At the current pace, the report said there will only be one public charger for every 70 electric vehicles by 2040, despite the International Energy Association's recommended ratio of one charger for every 10 EVs.

The Atmospheric Fund (TAF), a Greater Toronto and Hamilton Area climate agency, says every solution needs to be on the table.

"We need to invest more in expanding the network as quickly as possible, so that folks outside of a permitting zone can have new chargers within their permitting zone," said Ian Klesmer, director of strategy and grants for TAF. 

"We need to be thinking about how to streamline permitting processes to make it as easy as possible for people to access existing infrastructure."

Chen told CBC Toronto he only puts up with the inconvenience of charging because as a ride-sharing driver, his savings from not buying gas make it worthwhile.

He drives a Polestar 2. He says he averages about 300 kilometres a day driving for Uber, and that the car's battery range is between 300 and 400 km, depending on how much highway driving he does.

To incentivize EVs in the short term, Chen argues the city should make EV charging stations exempt from on-street permit parking restrictions, or allow EV drivers to obtain permit parking for whatever zone has the closest charger to their home. 

CBC Toronto asked the city why there aren't permit parking exemptions or special permits for EV drivers. In a statement, a city spokesperson said parking permits are issued regardless of vehicle type, so there's "an equitable distribution" to all residents who rely on them.