Electric Vehicle (EV) ChargeON

What is OVIN?
The Ontario Vehicle Innovation Network (OVIN) administers the program and issues funding to successful applicants on behalf of Ministry of Transportation (MTO).

Is the submission legally binding or not?
After the application period closes, accepted applicants will be notified and provided a Project Agreement to sign. The submission becomes legally binding upon signing a Project Agreement.

Does site need to be brand new?
Yes. The program aims to expand the charging network across Ontario so we are focusing on new locations.

Are the fleet operations also part of this or is it just limited to public charging?
This is limited to public charging.

Is it a ‘first come, first serve’?
No, the EV ChargeON program is not first come, first served. There is a defined application window, after which all submissions are evaluated competitively. Funding decisions will be communicated in April 2026, ahead of the construction season.

Please refer to Section 1.6 of Program Guide for key dates and project timelines.

Is it possible to receive funding for major restoration projects if all chargers in an existing installation are broken or abandoned?
Sites that already have existing chargers are not eligible for funding, even if the application proposes adding new chargers to the site.

How would the washroom access score change based on 24/7 vs limited?
Sites with washrooms will score higher than sites without washrooms. Washroom access will be is evaluated based on public vs. private access, not on hours of operation. Sites with a public washroom (free to use) are preferred. Private washrooms that require a purchase are still considered but score lower than public access. Sites with no washroom access do not receive any additional consideration.

Are the costs of electrical capacity upgrades to support a Level 3 charging station considered an eligible expense?
Funding applies only to customer-side electrical work necessary for EVSE installation, which may include service panels, wiring, and eligible transformers. Transformers qualify for funding only if they are owned by the applicant, dedicated exclusively to EVSE, and meet voltage limits of ≤35 kV primary and ≤600 V secondary. Shared-use transformers, substation equipment, and any utility-owned assets are ineligible. Program funding does not cover utility-owned grid connectivity costs, such as upstream transformers, substations, or primary distribution line upgrades.

Please refer to Section 2.3 of Program Guide for more details.

Is there any variation allowed between the requested funding amount and the actual expenses?
Yes. The funding agreement will be based on your submitted cost estimates, and it is recommended to include a contingency amount in your budget to account for potential variations.

If actual eligible expenses differ from the estimates, the final reimbursement will reflect the actual costs incurred, subject to program rules and eligibility criteria. This means the amount indicated in your agreement may not match the final payment if costs change.

For details, refer to Section 2.4 (Eligible Expenditures) and Section 6.1 (Funding Agreement) of the Program Guide.

Is there preferred vendors to procure for the chargers?
No, as long as they meet the minimum requirements.

Please refer to Section 2.3 of Program Guide for more details.

Most of Level-3 chargers comes with multi ports, so 1 (one) Level-3 charger with two ports is eligible or need to install 2 (two) Level-3 chargers?
Under the EV ChargeON eligibility requirements (Section 2.3 of the Program Guide):

• If Level-3 chargers are not co-located with Level-2 ports, the site must have a minimum of two Level-3 ports.
• If Level-3 chargers are co-located with Level-2 ports, the site must have at least one Level-3 port.

The guide also clarifies that tandem installations are required to meet these minimums—meaning a single multi-port charger on its own does not fulfill the redundancy requirement unless there is another public Level-3 charger within 2 km of the proposed site. So:

• One Level-3 charger with two ports can meet the minimum port requirement, but if it is the only charger at the site and there is no other public Level-3 charger within 2 km, you will need to install two separate Level-3 chargers to provide redundancy.

For full details, see Section 2.3 – Site, Infrastructure, and Project Requirements in the Program Guide.

Is visitor parking in Multi Res (Multi-residential or Multi-tenant properties) eligible?
No, in order to be eligible, parking needs to be publicly accessible and not restricted to visitors or residents.

Is there a limitation for business that choose to use load sharing on Level 3 chargers where demand supply and availability is limited?
There is no limitation up front. Project funding will not be based on charger output but rather overall eligible expenses of the project. Load sharing is encouraged as a best practice to manage supply constraints, especially in rural and remote areas where electrical capacity my be limited.

Applicants should still ensure that:

• The site meets minimum port requirements and redundancy rules outlined in Section 2.3 of theProgram Guide.
• Chargers comply with all technical and operational standards, including uptime targets and accessibility requirements.

For full details, refer to Section 2.3 – Site, Infrastructure, and Project Requirements and Section 5 – Merit Criteria in the Program Guide.

Does this allow for private-public partnerships where public sector owns the lands and grants access for private sector entity to own/operate/maintain the EV charging infrastructure (full risk transfer to private sector entity). Should the public sector entity be the lead applicant or private sector entity (given they will own the assets and grant would likely flow through to entity)?
Yes, public-private partnerships are allowed. The organization that owns and operates the charging infrastructure should be the lead applicant, as they will be responsible for meeting program requirements and maintaining the assets for five years.

The main difference in these arrangements relates to funding eligibility:

• Public sector applicants may qualify for a higher proportion of reimbursable expenses compared to private businesses.
• Private sector applicants will follow the standard business funding limits outlined in the Program Guide.

For details on applicant eligibility and funding proportions, please refer to Section 2.1 (Eligible Applicants) and Section 3.1 (Maximum Provincial Funding Contribution) in the Program Guide.

Are private gated pay-for-use parking lots are eligible?
Gated pay-for-use lots are eligible if they are accessible to the general public. If the lot is not accessible 24/7, the project can still apply but will only qualify for the minimum reimbursement rate of 25% of eligible expenses.

Regarding multi-unit residential buildings (MURBs):

• Paid parking in a MURB is eligible if it is open to the general public (not restricted to residents).
• Restricted visitor parking in a MURB is ineligible because it is limited to visitors and does not meet the public accessibility requirement.

For full details, see Section 2.3 – Site, Infrastructure, and Project Requirements and Section 3.1 – Maximum Provincial Funding Contribution in the Program Guide.

Do we need to submit full documentation, like site plan at the time of application?
Yes, a site plan is required for this intake. However, it does not need to be an engineered drawing or highly technical. A simple plan is acceptable as long as it clearly shows the required elements outlined in Section 2.3 of theProgram Guide, such as:

• Location of EV charging stations
• Lighting
• Entrance and exit points
• Adjacent street or public right-of-way

Appendix H of the Program Guide provides examples of acceptable site plans.

How open are you to car dealerships?
They are eligible to apply as long as the chargers are publicly accessible and not restricted to dealership customers. The site must also meet all requirements outlined in Section 2.3 of theProgram Guide, including:

• Clear signage indicating public access
• Visibility from the street
• Compliance with accessibility, lighting, and other site standards

If these conditions are met, dealerships can participate in the program.

Is there additional consideration if solar is included?
Yes. If solar infrastructure is used to power the EV chargers, the associated costs can be considered eligible expenses under the program. These costs should be included in your budget under the appropriate category (e.g., capital expenses) and supported with documentation.

Please note:

• The solar installation must directly support the EV charging infrastructure.
• All other program requirements still apply (e.g., site accessibility, minimum port requirements, and compliance with Section 2.3 of the Program Guide).

Including solar may also strengthen your application under Merit Criteria (Section 5), as projects that incorporate innovative or sustainable energy solutions can receive additional points.

You mention signage, but don’t most people rely on the charging apps for locations and availability at their EVCS’s?
While many EV drivers use apps to locate charging stations, signage remains very important for several reasons:

• Not everyone has reliable internet access at all times, especially in rural or remote areas.
• Physical signage provides an analog way to identify the location, which is critical for visitors or those unfamiliar with the area.
• Signage also serves as a clear indicator to potential customers that the site is publicly accessible, helping avoid confusion about whether chargers are restricted to certain users (e.g., dealership customers or residents).

The Program Guide (Section 2.3) requires signage that meets provincial standards and includes wayfinding from the nearest street or parking lot entrance, along with station terms of use.

In a situation where the facility would need to make some electrical upgrades to support the chargers, these expenses are not eligible for reimbursements?
Funding applies only to customer-side electrical work necessary for EVSE installation, which may include service panels, wiring, and eligible transformers. Transformers qualify for funding only if they are owned by the applicant, dedicated exclusively to EVSE, and meet voltage limits of ≤35 kV primary and ≤600 V secondary. Program funding does not cover utility-owned grid connectivity costs, such as upstream transformers, substations, or primary distribution line upgrades. Shared-use transformers, substation equipment, and any utility-owned assets are ineligible.

Do projects that include more than one connector type get scored favourably? Can you tell me whether a NACS adaptor attached to a CCS plug would qualify for additional scores? 
To clarify, no specific connector types will be scored at a premium; the scoring does incentivize projects with more than one connector type (connector type agnostic). We would consider a NACS adaptor attached to a CCS plug satisfying the criteria of having more than one connector type.

In the context of multi-stall EV charging installations, what is the typical maximum amperage allocation or fuse protection provided per parking spot? Specifically, how is electrical capacity distributed across individual stalls — for example, do we see dedicated 200–600A circuits per Level 2 charger, or are shared-load management systems now the standard approach for optimizing panel capacity in larger deployments?
We recommend to contacting your local LDC or charging provider to get specific details on electrical systems design per parking spot.

If you do have Federal funds secured, does it limit the % of funding received by OVIN?
Yes, the stacking limit is according to the type of organization.

Please refer to Section 3.3 of Program Guide for more details.

If the site has received ZEVIP funding of 50% and is not open 24/7 and is in urban area what stacking limit will apply?
In the case the charger operates less than 24/7/365 the stacking limit applied will be eligible up to 25%.

If the parking lot is restricted for certain access or seasonally operated, but the charger is able to be operated 24/7, that will be entitled to receive more funding and not restricted to 25%.

Please refer to Section 3.1 of Program Guide for more details.

Is the range of funding (25-75%) determined based on scoring?
No, the funding percentage is not determined by scoring. The reimbursement range (25%–75%) is based on applicant type, project location and site accessibility.

Scoring affects project selection, not the reimbursement percentage.

Please refer to Section 3.1 of Program Guide for more details.

Question regarding the ‘sites open less than 24/7/365 requirement: Does the “site” include the parking lot? We are a municipality and while the building is not open 24/7/365, the parking lot and charging stations would be available.
The requirement applies to public access to the chargers, not the building. If the parking lot and charging stations are accessible to the public 24/7, the site meets the full accessibility requirement and can qualify for higher reimbursement rates (up to 75% for municipalities).

If the chargers are not accessible 24/7 (e.g., gated or restricted during certain hours), the project is still eligible but will only qualify for the minimum reimbursement rate of 25%.

For details, see Section 2.3 – Site, Infrastructure, and Project Requirements in the Program Guide.

Last time there was limited funding based on the power per port, is it the same thing this time? For example if that is above 100 kilowatt per port, you get 75,000 or is it a total project up to a million?
This intake does not use a per-port funding cap. Funding is based on total eligible project expenses, not on charger output or kilowatt rating.

The maximum provincial contribution is $1,000,000 per project, regardless of the number of ports or their power level (see Section 3.1 – Maximum Provincial Funding Contribution in the Program Guide).

Reimbursement rates depend on applicant type, location and site accessibility, not charger capacity. So, unlike previous rounds, there is no fixed dollar amount per port—funding is calculated on the total eligible costs for the project, subject to the program’s stacking and eligibility rules.

Are theGreater Toronto Area and Golden Horseshoe eligible?
Yes. Locations within the Greater Toronto Area (GTA) and the Golden Horseshoe are eligible for EV ChargeON funding. These regions fall under Southern Ontario for the purposes of funding calculations.

For confirmation and to check exact boundaries, please refer to the interactive funding map on the EV ChargeON website, which shows the regional breakdown used for eligibility and funding percentages.

Question regarding max funding contributions, do hospitals fall under ‘businesses’ and will be restricted to 75% max stack funding?
Yes, hospitals are considered part of the broader public sector (along with universities, colleges, school boards, and similar organizations) which fall under the same funding allowances as businesses.

Is a major road considered only an MTO highway?
Not necessarily. For highway/corridor projects, eligibility and scoring are based on priority routes identified by Natural Resources[PCV((1]  Canada (NRCan), not just MTO highways.

Please refer to the NRCan Electric Vehicle Charging Planning Map, also available on the EV ChargeON website under “Find Location”, to see the designated corridors and their demand ratings.

Key points:

• If your site is outside an existing municipality and not identified as a route on the NRCan map (i.e., no priority score from 1–5), it will receive a geographic score of zero for corridor evaluation.
• If your site is within a municipality and more than 1.6 km from a highway, it will be evaluated as a community site instead of a corridor site.

For details, see Section 5 – Merit Criteria in the Program Guide and check the map on the EV ChargeON website.

Please refer to Section 3.1 and 3.2 of Program Guide for more details.

Do commercial spaces qualify as public access (i.e coworking spaces 24/7 access)?
The requirement applies to public access to the chargers, not the building. If the parking lot and charging stations are accessible to the public 24/7, the site meets the full accessibility requirement and can qualify for higher reimbursement rates.

If the chargers are not accessible 24/7 (e.g., gated or restricted during certain hours), the project is still eligible but will only qualify for the minimum reimbursement rate of 25%.

For details, see Section 2.3 – Site, Infrastructure, and Project Requirements in the Program Guide.

Can we include the costs of grid upgrade into the project cap through our application?
Please include grid upgrade costs in your Total Project Cost (TPC) when submitting your application. All costs—eligible and ineligible—must be reported in the budget for transparency and to enforce stacking rules.

However, please note:

• Grid upgrade costs are generally ineligible for reimbursement under EV ChargeON. Program funding applies only to customer-side electrical work necessary for EVSE installation, which may include:
  • Service panels
  • Wiring
  • Eligible transformers
• Transformers qualify for funding only if:
  • They are owned by the applicant
  • Dedicated exclusively to EVSE
  • Meet voltage limits of ≤35 kV primary and ≤600 V secondary
• Shared-use transformers, substation equipment, and any utility-owned assets are ineligible.
• Program funding does not cover utility-owned grid connectivity costs, such as upstream transformers, substations, or primary distribution line upgrades.

Even if these costs are not reimbursable, they should still be included in the TPC because stacking limits are calculated based on total project costs:

• Businesses: Combined federal + provincial funding cannot exceed 75% of TPC.
• Municipalities, Indigenous communities, broader public sector, and not-for-profits: Combined federal + provincial funding cannot exceed 90% of TPC.

For details, refer to Section 2.4 – Eligible Expenditures, Section 3.3 – Stacking of Government Funds, and Appendix G – Budget Template in the Program Guide.

Does the point system determine who gets the incentive, or the percentage of incentive? For the one who receives 25% score, does it get denied, or just gets less reimbursement?
The point system is used only to rank applications competitively and determine which projects are recommended for funding. It does not affect the percentage of incentive you receive.

Funding percentage (25%–75% of eligible costs) is based on program rules, such as:

• Project location (e.g., Northern Ontario vs. Southern Ontario)
• Applicant type (e.g., municipality, business)
• Site access

Scoring determines whether your project is selected for funding and its priority compared to other applications. Higher scores improve your chances of being approved.

A project with a low score (e.g., 25%) is not automatically denied, but it is less likely to receive funding because the program is competitive and funds are limited. If approved, the reimbursement rate still follows the program’s set rules—not the score.

Do all the projects get funding essentially?
No. Not all projects receive funding. The EV ChargeON Program is a very competitive program and funding is limited. Here’s how it works:

Step 1: Eligibility Check

Projects must meet all mandatory eligibility requirements (e.g., minimum number of chargers, site plan, operations and maintenance plan, secure funding).

Step 2: Merit-Based Evaluation

Eligible projects are scored and ranked based on program priorities (e.g., geographic need, technology, user amenities, future-proofing). Higher scores improve chances of approval.

Where is the “line in the sand” for Northern Ontario as opposed to Southern Ontario?
Please refer to the interactive map above and the outline in Section 3.2 of Program Guide.

What if we want to implement an EV charging Station in a town with less than 170k but we a business, do we get 75% or 50% refund?
If the site is located at Southern Ontario area, as a business the application would be eligible for up to a 50% reimbursement. If it is located at Northern Ontario area, the application would be eligible for up to a 75% reimbursement. Please refer to the map on EV ChargeON program website or Section 3.2 of Program Guide for more details.

Can one project have multiple sites? Can one company submit multiple applications?

Yes, every project/application will correspond to a single site. Please submit multiple applications per site and each will have a cap of up to $1 million.

Last time there was a form or a certificate that supported to be filled by the hydro company in terms of power confirmation, is there anything required this time?
The form has been removed from the process this time, but we strongly recommend that applicants consult their Local Distribution Company (LDC) early in the process to understand ongoing electricity costs and connection requirements.

If your project is approved, you will need to confirm that the necessary electrical connections have been made and ensure you are aware of all costs over the five-year term of the funding agreement. This includes distribution rates and any other charges that could impact your budget.

Understanding these costs upfront will help you plan effectively and avoid unexpected expenses after installation.

Can you resubmit if you have been denied previously?
Yes, we do encourage submitting your application again.

Getting power upgrade estimates from authorities takes long time, so is possible we can add power upgrade cost later on, after submitting application?
We recommend two options for handling the power upgrade cost in your budget:

• Provide an estimated cost as a placeholder. You can research typical upgrade costs online or use publicly available utility pricing information to create a reasonable estimate.
• Note in the budget section that you are awaiting a formal estimate. This ensures transparency and allows us to assess your application without delay.

Please keep in mind that power upgrade costs may not always be eligible for rebate funding. Eligibility depends on the type of upgrade and program criteria.

If you have any challenge receiving information from LDC, please connect with Business Development Managers/ Sector Managers (OVIN) using the Intake Form.

For a Corridor, what is considered as a major road?  Would L2 chargers close to a corridor be at a disadvantage in the scoring?
Corridor and community classifications are determined using Natural Resources Canada’s (NRCan) Electric Vehicle Charging Planning Map, which identify priority areas for highway corridors and community locations.

Corridor projects focus on major highways and primary provincial routes shown on the NRCan maps. These areas are prioritized for DC Fast Chargers (Level 3) to support long-distance travel.

Community projects focus on local charging needs within towns, cities, and areas away from major highways, as identified on the NRCan maps.

If you propose Level 2 chargers near a corridor, your project will not be penalized, but it may score lower under Corridor criteria because Level 2 charging does not align as strongly with the corridor objective of enabling quick, long-distance travel.

If your site primarily serves local users (e.g., residents, businesses, visitors), consider applying under the Community Charging category instead.

Please refer to Section 5 of Program Guide for more details.

For a Community, it says that sites will be scored on charger proximity, traffic, and population. Can you please elaborate on how this works?
Community projects will be scored based on various factors, e.g., proximity to existing chargers, density of chargers per population, population density, and adjacent traffic volume. The geographic score will comprise a proportion of the overall project score.  

The points calculation showing on the presentation deck, it gives four different scenarios, will there be a calculator for applicants to access, for example, there’s .4 in the third criteria on that table, how would that point?
No. The points calculation shown in the presentation deck is for illustration purposes only. It demonstrates how different project scenarios might score based on the merit criteria outlined in the Program Guide.

At this time, the program will not provide a scoring calculator for applicants to self-assess their projects. If you have questions about how your project aligns with the criteria or want guidance on strengthening your application, please connect with Business Development Managers/ Sector Managers (OVIN) using the Intake Form.

Is there additional consideration if solar is included?
Yes. If solar infrastructure is used to power the EV chargers, the associated costs can be considered eligible expenses under the program. These costs should be included in your budget under the appropriate category (e.g., capital expenses) and supported with documentation.

Please note:

• The solar installation must directly support the EV charging infrastructure.
• All other program requirements still apply (e.g., site accessibility, minimum port requirements, and compliance with Section 2.3 of the Program Guide).

Including solar may also strengthen your application under Merit Criteria (Section 5), as projects that incorporate innovative or sustainable energy solutions can receive additional points.

The criteria/examples seem to have a preference towards public corridor over community. Can you confirm this is the case?
This is not the case. The EV ChargeON Program does not favour one category over the other. Both Public Corridor Charging and Community Charging projects are equally important and evaluated using separate scoring frameworks tailored to their objectives:

• Corridor projects focus on enabling long-distance travel and filling gaps along highways and major roads.
  • Community projects focus on local charging needs for residents, businesses, and visitors who lack access to private charging.

Each category has its own priority areas and scoring approach based on geographic need and program objectives. The examples in the Program Guide are illustrative only—they do not indicate preference or weighting between corridor and community projects.

Our agreement of purchase and sale will be completed December 18th, by which we will have full ownership. Can we still submit the application by December 15th?
The application period has been extended to January 15, 2026, so you can still submit your application after December 18 once ownership is finalized.

However, if you plan to submit before ownership is complete, you must provide proof of access to the site (e.g., a signed agreement or Site Access Verification Form) as outlined in the Program Guide. This ensures that you have legal authority to install and operate the chargers for at least five years.

When ownership is finalized, you can update your documentation to reflect full property ownership if requested by OVIN during the review process.

Is the presentation of the webinar session available for download?
Please click here to review the webinar session.

Is the slide deck available?

Please click here to review the slide deck.