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Clear out junk files and repair common Windows errorsFree Scan →Scan for outdated or missing drivers - takes under a minuteDriver Scan →Electric medium- and heavy-duty truck sales are growing worldwide, but the growth is concentrated: the International Energy Agency (IEA) counted more than 90,000 sales in 2024, with China accounting for over 80%. Canada’s latest figures tell a more muted story: zero-emission vehicles were 1.4% of new medium- and heavy-duty vehicle registrations in 2024, down from 1.9% in 2023. These figures use different measures, so they show a broad contrast—not a directly comparable market-share gap.
What the latest figures show
| Measure | Latest reported figure | What it means |
|---|---|---|
| Global electric medium- and heavy-duty truck sales | More than 90,000 in 2024 | A worldwide sales count, reported by the IEA in 2025. |
| China’s share of global electric medium- and heavy-duty truck sales | More than 80% | The IEA’s reported share of global sales in its 2024 reporting. |
| Electric truck sales in Canada | Almost 2,000 in each of two consecutive years | A sales count cited by the IEA in 2025; it is not a registration share. |
| Zero-emission share of new Canadian medium- and heavy-duty vehicle registrations | 1.4% in 2024, down from 1.9% in 2023 | A registration share reported by Environment and Climate Change Canada in 2025. |
The measures should not be put on one scale as if they shared a denominator. The global figures describe sales volumes and China’s share of those sales; Canada’s percentage describes the share of new registrations classified as zero-emission. Vehicle classes, powertrain definitions and reporting periods may also differ. IEA’s 2025 heavy-duty electric vehicle analysis and Canada’s 2024–25 emissions-plan progress report provide the underlying figures.
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Why worldwide growth does not mean broad adoption
More than 90,000 global sales is meaningful growth, but it does not mean electric trucks are advancing evenly across countries or vehicle classes. The concentration in China is the clearest signal: over four in five of the global electric medium- and heavy-duty truck sales in the IEA’s reporting were there. A fast-growing global total can coexist with limited uptake in other markets.
For trucks to reach mass adoption, the IEA says their total cost of ownership must compete with diesel. That calculation can depend on acquisition and financing costs as well as how a vehicle is used over time. The IEA identifies possible support mechanisms for nascent markets, including purchase subsidies, leasing arrangements, concessional finance, government-backed credit, road tolls linked to CO2 emissions, and guarantees related to asset utilisation or residual value. These are potential adoption levers, not proof that any single cost or policy factor caused Canada’s lower uptake. The IEA’s discussion of heavy-duty electric vehicle adoption outlines these conditions.
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Where Canada stands against its targets
Environment and Climate Change Canada’s 2025 progress report records a decline in the zero-emission share of new medium- and heavy-duty vehicle registrations, from 1.9% in 2023 to 1.4% in 2024. That is the latest reported registration-share measure in the cited figures; it should not be confused with the IEA’s separate estimate of almost 2,000 electric truck sales for a second consecutive year.
The federal government’s stated ambition is for zero-emission vehicles to reach 35% of medium- and heavy-duty vehicle sales by 2030. It also sets a 100% target by 2040 for a subset of vehicle types, based on feasibility. Those are policy ambitions, not evidence that the market is currently on track to meet them. The federal progress report provides the figures and target wording.
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Canadian policy varies by province
Canada’s market does not have a single provincial policy environment. Transport Canada’s evaluation describes British Columbia and Quebec as having longstanding incentive programs and zero-emission vehicle sales mandates, alongside federal incentives intended to support adoption. This establishes that policy settings vary within Canada, but it does not quantify the effect of those programs on medium- and heavy-duty truck sales. Transport Canada’s evaluation of vehicle purchase incentives gives this policy context.
How to compare truck adoption fairly
A useful country-to-country comparison needs the same vehicle classes, time period and type of metric. Before drawing conclusions, check:
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- Share or count: Is the figure a percentage of new sales or registrations, or a total number of vehicles sold?
- Vehicle scope: Are the same medium- and heavy-duty classes included?
- Powertrain definition: Does “electric” or “zero-emission” cover the same vehicle types in both datasets?
- Time period: Do the reporting years match?
- Market conditions: How do total cost of ownership, financing options and policy support compare?
The available figures establish a strong contrast between global growth—concentrated in China—and Canada’s small, declining registration share. They do not provide a complete, like-for-like global-versus-Canada market-share comparison or establish one cause for Canada’s slower adoption.
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