Stephanie Medeiros on EV Infrastructure in Canada, Innovative Technologies, Well-Planned Charging Networks, & Commercial Fleets
September 3, 2026
By Blake Marchand
In this Q&A with Stephanie Medeiros, the Head of Mobility at Schneider Electric Canada provides insight into her perspective on EV charging infrastructure in Canada, factors that will contribute to growing EV adoption, grid modernization for commercial fleets, the role of Vehicle-to-Grid and other innovative approaches to electrification.
The focus of Medeiros’ role is the full electrification ecosystem. Schneider Electric is a company that provides end-to-end capability.
“Ultimately,” she said, “our goal is to support organizations through a smooth and practical transition to electrification. We want Schneider Electric to be recognized for bringing together the right mix of technology, expertise, and customer support to help Canada move from planning for an electric future to actively operating in one reliably, efficiently, and sustainably.”
With respect to EV Charging, that includes:
Home and depot charging (AC), EV Connect for charger management, energy management and PME integration, plus installation and commissioning. Fleet and complex‑site expertise is another area of focus for Schneider, providing end-to-end solutions for commercial fleets, airports, and other complex transportation hubs.
Medeiros has established a strong track record within the EV space as a leader and champion of innovative projects, partnerships, and technologies. Prior to her role with Schneider, she led a Global Accounts and Partnership team for ABB E-Mobility. She was named to Canada’s Clean50 leaders in 2023, she serves on the Board of Directors for Electric Mobility Canada and is an Advisory Board Member at Battery Associates.
Below you will find my questions listed in bold followed by Medeiros’ responses.
When it comes to EV charging, recent federal investments have included $84.4 million for 122 projects to install more than 8,000 chargers across Canada, $1.5B investment through CIB for EV infrastructure, a five-year affordability program offering $2,500-$5,000.
What are some of your takeaways from those measures? Do you see those as a positive step, what are some examples of work that is needed to support adoption?
SM: From my perspective, the recent federal measures are a meaningful step in the right direction, but they’re a starting point, not the finish line. The $84.4M for 8,000 new chargers and the $1.5B Canada Infrastructure Bank commitment for large‑scale EV infrastructure directly support one of the biggest barriers to adoption: accessible, reliable charging. They also complement the federal $2,500–$5,000 affordability incentives, which continue to play an important role in helping first‑time EV buyers and smaller fleets.
As more models enter the market, it’s important that Canada stays aligned with the North American Charging Standard (NACS), which is quickly becoming the dominant connector across the continent. A single, unified standard makes charging simpler for drivers, reduces compatibility issues, and ensures that new vehicles can reliably use the growing network of public and private chargers. Maintaining that consistency helps avoid the kind of fragmented charging ecosystem we’ve seen in other regions and supports a smoother, more confident transition to EVs.
There’s still meaningful work to be done, particularly around permitting and utility coordination, where projects can face delays of six months or more due to approvals and grid‑connection processes. Streamlining these steps, especially for fleet depots, will be just as important as funding the hardware itself.
We also need stronger support for underserved regions and use cases, since rural corridors, northern communities, and heavy‑duty applications require targeted infrastructure strategies rather than relying solely on passenger‑vehicle chargers in urban centres. Finally, long‑term clarity on standards, incentives, and timelines will give fleets and investors the confidence they need to commit to electrification at scale.
From your perspective, what are some of the factors that will contribute to growing EV adoption and establishing more robust infrastructure in Canada?
SM: I tend to look at adoption and infrastructure as two sides of the same coin. You can’t solve one without the other.
1. Total cost of ownership and fuel volatility: High and volatile fuel prices are putting real pressure on fleets that haven’t yet electrified, while electricity costs are comparatively stable. That stability, combined with lower maintenance costs, is making the economics of EVs increasingly compelling for commercial operators. Fleet electrification is becoming urgent because electricity costs are stable compared to volatile fuel prices.
2. Reliable, well‑planned charging networks: Canada is targeting 100% zero‑emission light‑duty vehicle sales by 2035, but we still see gaps in multi‑unit residential buildings, rural areas, and along heavy‑duty freight corridors. Public investments like the 8,000 new chargers are important, but we also need:
• Home and workplace charging for everyday convenience
• Depot and fleet charging with smart load management
• High‑power DC fast charging along key corridors
Schneider Electric’s portfolio spans solutions to support charging at home and workplace, software, and energy management, which allows us to design infrastructure that grows with demand rather than becoming a bottleneck.
3. Education and the customer journey: One gap I see is that many organizations are still forced to stitch together hardware from one vendor, software from another, and energy management from a third. That makes the journey complex and risky. Schneider Electric brings these elements together, offering hardware, software, installation, energy management, and a charger management system (EV Connect) under one roof, which simplifies decision‑making and accelerates deployment.
What needs to be considered when it comes to modernizing Canada’s grid for mass electrification, especially for commercial fleets and underserved provinces?
SM: When we talk about “grid readiness,” it’s not just about adding capacity. It’s about using capacity intelligently.
1. Smart, managed charging: If every fleet depot or apartment building charges vehicles at full power at the same time, we will strain local grids. But with energy management systems, load balancing, and time‑of‑use strategies, we can stagger charging, prioritize critical vehicles, and avoid unnecessary infrastructure upgrades. Schneider Electric’s energy management and microgrid solutions are designed precisely for this kind of optimization, integrating EV charging with building loads and on‑site generation.
2. Planning for fleets and heavy‑duty use cases: Commercial fleets, buses, and trucks have very different profiles than passenger vehicles. They often require:
• High‑power charging
• Depot‑scale infrastructure
• Close coordination with utilities
Underserved provinces and rural utilities may need additional support (both technical and financial) to plan for these loads. That’s where federal programs and tools like the CIB’s infrastructure initiative can help de‑risk investments.
3. Data‑driven grid integration at complex sites like airports, ports, and large campuses, we’re already using platforms such as Power Monitoring Expert (PME) to give operators real‑time visibility into energy flows, including EV charging. In Vancouver, for example, airport modernization and net‑zero goals are driving interest in integrated energy and charging solutions, and Schneider Electric is supporting that journey through advanced monitoring and control.
4. Equity and regional balance: Modernization plans must also consider regional equity, ensuring that northern, Indigenous, and rural communities are not left behind. That means tailored solutions, including microgrids, distributed energy resources, and right‑sized charging infrastructure that reflects local realities rather than a one‑size‑fits‑all model.
What is the role/potential of Vehicle to grid in the electrification transition? BC Hydro announced a V2G pilot using electric school buses late last year, do you see more projects like this happening around the country? Are there any other innovative approaches happening right now that you see having an outsized impact moving forward?
SM: Vehicle-to‑grid (V2G) is one of the most exciting tools in the electrification toolbox, but it has to be deployed thoughtfully.
1. V2G as a grid resource: In principle, V2G allows parked EVs to act as flexible energy assets, providing services like peak shaving, backup power, and even ancillary grid services. For fleets with predictable schedules (like school buses), this is especially promising. BC Hydro’s pilot using electric school buses is a great example of how we can test these concepts in a controlled, high‑impact environment.
2. Where I see V2G going in Canada: I do expect to see more pilots across the country, particularly with:
• School buses and municipal fleets
• Corporate campuses with large parking lots
• Airports and ports, where vehicles dwell for long periods
However, widespread V2G adoption will require clear regulatory frameworks, interconnection standards, and business models so that fleet operators are fairly compensated and utilities can rely on these resources.
3. Other innovations with outsized impact:
• Smart, bidirectional charging at the building level: Even before full V2G, vehicle‑to‑building (V2B) can provide resilience for critical facilities.
• Integrated airport electrification: Airports are electrifying not just passenger vehicles but also ground support equipment and thermal vehicles, and they have strict carbon targets.
• Digital twins and advanced analytics: Using digital tools to simulate load growth, charging patterns, and grid impacts helps utilities and large customers plan investments more accurately and avoid over‑ or under‑building infrastructure.
This article was originally published by Power & Telecom Industry in April 2026
