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2021-06-23 Planning Board PacketPlanning Board Remote Zoom Meeting Agenda 121 5th Ave. N. Edmonds, WA 98020 www.edmondswa.gov Michelle Martin 425-771-0220 Wednesday, June 23, 2021 7:00 PM Virtual Online Meeting Remote Meeting Information Join Zoom Meeting: https://zoom.us/j/98720508263?pwd=VUhBN090aWQvSkhJNOtTb3NhQytBQT09 Meeting ID: 987 2050 8263. Passcode: 155135. Call into the meeting by dialing: 253-215-8782 Land Acknowledgement for Indigenous Peoples We acknowledge the original inhabitants of this place, the Sdohobsh (Snohomish) people and their successors the Tulalip Tribes, who since time immemorial have hunted, fished, gathered, and taken care of these lands. We respect their sovereignty, their right to self-determination, and we honor their sacred spiritual connection with the land and water. 1. Call to Order Attendee Name Present Absent Late Arrived 2. Approval of Minutes A. Generic Agenda Item (ID # 5623) Approval of Minutes Background/History N/A Staff Recommendation Approve minutes from May 26th meeting. ATTACHMENTS: • PB210526d (PDF) Planning Board Page 1 Printed 611812021 Remote Zoom Meeting Agenda June 23, 2021 3. Announcement of Agenda 4. Audience Comments 5. Administrative Reports 6. Public Hearings 7. Unfinished Business 8. New Business A. Generic Agenda Item (ID # 5624) Climate Action Plan Update Background/History See narrative. Staff Recommendation N/A ATTACHMENTS: • CAP Survey Summary (PDF) B. Generic Agenda Item (ID # 5626) Code Amendment to Provide Development Standards for Electric Vehicle (EV) Charging Infrastructure Background/History This is a continuation of Planning Board discussions from 6/8/21. At the last meeting, staff provided an introductory look at EV charging infrastructure and its ties to City's Sustainability and Climate Action Plan goals. Staff Recommendation Discuss proposed code change and schedule a public hearing. ATTACHMENTS: • Attachment 1- Draft Code Amendment (PDF) • Attachment 2- Presentation (PDF) • Attachment 3- Summary of Best Practices in EV Ordinances (PDF) • Attachment 4- Costs Associated With Non -Residential Electric Vehicle Supply Equipment (PDF) C. Generic Agenda Item (ID # 5628) Code Amendment to Provide Development Standards for Bicycle Parking Background/History This is a new code amendment discussion. Staff Recommendation Planning Board Page 2 Printed 611812021 Remote Zoom Meeting Agenda June 23, 2021 a A. 10. 11 12. Discuss proposed code change and potentially schedule a public hearing. ATTACHMENTS: • Attachment 1- Draft Code Amendment (PDF) • Attachment 2- Presentation (PDF) Planning Board Extended Agenda Generic Agenda Item (ID # 5629) Review of Extended Agenda Background/History The Planning Board maintains an extended agenda of future topics. Staff Recommendation Review the extended agenda. ATTACHMENTS: • Attachment 1: Extended Agenda (PDF) Planning Board Chair Comments Planning Board Member Comments Adjournment Planning Board Page 3 Printed 611812021 2.A Planning Board Agenda Item Meeting Date: 06/23/2021 Approval of Minutes Staff Lead: Rob Chave Department: Planning Division Prepared By: Michelle Martin Background/History N/A Staff Recommendation Approve minutes from May 26th meeting. Narrative May 26th minutes attached. Attachments: PB210526d Packet Pg. 4 2.A.a CITY OF EDMONDS PLANNING BOARD Minutes of Virtual Meeting Via Zoom May26, 2021 Chair Rosen called the virtual meeting of the Edmonds Planning Board to order at 7:00 p.m. LAND ACKNOWLEDGEMENT FOR INDIGENOUS PEOPLES We acknowledge the original inhabitants of this place, the Sdohobsh (Snohomish) people and their successors the Tulalip Tribes, who since time immemorial have hunted, fished, gathered, and taken care of these lands. We respect their sovereignty, their right to self-determination, and we honor their sacred spiritual connection with the land and water. BOARD MEMBERS PRESENT Mike Rosen, Chair Richard Kuen Judi Gladstone Matt Cheung Todd Cloutier Roger Pence Alicia Crank, Vice Chair BOARD MEMBERS ABSENT Nathan Monroe (Excused) STAFF PRESENT Rob Chave, Planning Division Manager Leif Bjorback, Building Official Angie Feser, Parks, Recreation and Cultural Services Director Steve Duh (Consultant) Mike Rosen: It's 7:00. So, we'll call our May 26 meeting to order. I'm going to do things a little bit out of order tonight since we are welcoming two new members. So, let's start with rollcall, and then let's do a round of quick introductions. [Roll call was completed, with Nathan Monroe having an excused absence] [Todd Cloutier read the Land Acknowledgement] Q Packet Pg. 5 2.A.a Mike Rosen: Thanks, Todd. So, now we have approval of the minutes. We did not have our minutes at the last meeting for April 28th. So, we have two sets to approve. Did anybody have any questions, concerns, changes for the April 28th minutes? Hearing none, can I get a motion to approve? Roger Pence: So move. Mike Rosen: Second. Thanks, Todd. Any discussion? Alicia Crank: They're different. Mike Rosen: All right. All in favor of approving April 28th say "Aye" or raise your hand. [The April 28t" minutes were approved unanimously] Mike Rosen: So, May 12th. Let's sort of discuss. They are different, and significantly different. Instead of notes, they look like transcripts. So, Rob can you explain the difference, and if this is something that will be long term? Rob Chave: Our minute taker, I think she'd probably been doing minutes for something like 20 plus years, decided to retire. So, we actually contacted — or tried to contact — other minute takers that we knew of in the area, but we got no responses at all. We've therefore gone in a different direction. There are several companies that allow you to upload video or audio, and they produce a transcript. So, we've been experimenting with those to see how they work. The result is less expensive than our minute taker was, but what you got before was an edited, summarized version that in many ways is easier to read. This new version is certainly more complete, but not as nicely summarized. So, at least for the time being this is probably the way we're going to go, but we may do a request for qualifications or proposals to see if somebody in the area will respond. But at this point, this is our best option. This is what we're doing for Architectural Design Board, Planning Board, and Historic Preservation. Mike Rosen: Thanks, Rob. So, I think we should also, at some point, if this does become long term, check in with the council, since they have said to us that they use our minutes as a way to inform our opinions and discussions as it informs their decisions. So, we might want to check in and see if there's anything different we can provide them, or if they're happy with the new format. So, we'll stand by for that. So, May 12th, does anybody have any concerns or questions about those minutes? Alicia Crank: I move that we approve them. Todd Cloutier: Second. Mike Rosen: Thanks, Todd. Any discussion? All in favor? Planning Board Minutes April 28, 2021 Page 2 Packet Pg. 6 2.A.a Judi Gladstone: I don't have anything to say in particular about the May 12th meeting notes, because I wasn't there. But I know through my work, I've always been pretty particular about notes because they can be really important in terms of reflecting back on what you have discussed. And I have a little bit of concern of continuing with the transcript that we are supposed to approve, because that means I'm reading all 18 pages of that. And I, personally, am never going to remember what everybody said. And if I'm approving something, I want to be sure that I think it's accurate. So, I don't mean to raise issues on the get go, but I personally would not like to be in a position of having to approve a transcript. Alicia Crank: I totally agree with you, Judi. What I will say that, anecdotally, since meetings have been moved to the virtual setting, they tend to go longer, and I've seen that in other groups that I've been in. I'm actually not surprised, from what Rob said, about not getting any takers, because a traditional in -person meeting that might go an hour and half or two hours are now going several because people are coming in late or being verbose or anything like that. So, I'm not necessarily surprised that there were no takers to take on the role in virtual meeting because they have been trending longer, but I totally understand what you're saying. Rob Chave: Yes. And just for clarity, you're not being asked to approve a transcript. They're still portrayed as minutes. Matt Cheung: Yes. I would just echo what Judi says as far as— It is a lot easier to read minutes as opposed to almost basically a transcript, review it. And I think if someone else was trying to review it, it'd be a lot easier to get the summation, but I understand the situation that you don't have anybody right now, but it is definitely preferable. I thought reading the old minutes was much easier to get to the core points of what we were trying to get across. Mike Rosen: Thank you, Matt. I think we had a motion and a second to approve. If there's no further discussion, all in favor of approving, say "aye" or wave at me. Minutes are approved. So, we'll now announce the agenda before we do the agenda. First, we'll have audience comments, then review and/or explore the director's reports if there's any comments or questions. Rob Chave: I noticed a couple of people. So, I will just run down the list of attendees. Natalie Seitz: I'm commenting tonight on the city's intent to regulate the maintenance of trees on private property which I understand this group will considering. I would like to speak tonight specifically about the relationship between trees and property insurance and the right of way. In general, my understanding is that damage that is reasonably foreseeable is the liability of the property owner. This includes damage caused by trees. As I had previously commented, there are many ways that trees can cause hazard and damage, including damage to sidewalks which may result in injury, falling limbs on property such as cars and houses which also may result in injury. Trees can also cause Planning Board Minutes April 28, 2021 Page 3 Packet Pg. 7 2.A.a damage to foundations, water, wastewater, and storm sewer lines. As I have also previously commented, homeowners may already be required to pay additional insurance premiums for trees on their property. Once it becomes reasonably foreseeable that a tree will cause damage, property owners must address the hazard or risk losing insurance coverage for damages created by the tree. Addressing the hazard often means removal. Removal, while not cheap, just does definitely address the hazard for the property owner and the insurance company at what is, in many cases, the minimum cost to the homeowner. I do not believe that the city should in any way fine, fee, or hinder a property owner from addressing hazards to the satisfaction of their insurance carrier. As a side note, in these cases, tree replacement clauses are typical and are why I've previously and ardently commented that the city's proposed actions had the effect of placing a permanent encumbrance on certain less developed properties in the city. One area that private property insurance does not cover is adjacent public land. The requirement for property owners to maintain vegetation including trees on adjacent public property is, in my view, a significant liability for affected property owners. This is a known impact in the city of Seattle and has been the subject of a "Get Jesse" segment. I was disheartened to learn about the city of Edmonds Code Chapter 9.2.060 and 18.85 from the Urban Force Management Plan. In my experience, property owners do not receive notice of these responsibilities during the purchase of a house, and they do place a significant burden and liability. Case law including Wuthrich versus King County has found that roadside vegetation is part of the roadway, and lack of maintenance can create liability for traffic accidents. Private property owners are not public works employees and have limited knowledge of the Manual for Uniform Traffic Control or other guidelines that are required near roadways. And again, adjacent property owners do not insure public property against potential damages or persons who may claim an obstructed view after a traffic accident. Safe roadways are a city responsibility. If the city is serious about maintaining trees on the landscape, the city can start with its property and right of way. It would certainly be a starting point in trading that this a tree "community resource" as a community responsibility. Thank you for your time and consideration of these comments. Mike Rosen: Thank you. We all received the director's report. And I guess one of the things that was not into it that was recently announced was Shane's retirement effective July 1st, if you didn't know that. Are there comments or questions on the director's report? Alicia Crank: So, just a comment about the Sound Transit piece, putting on my commissioner's hat for the Airport Commission. We are actually going to have a Sound Transit presentation at our July meeting. We meet the fourth Thursday of that month, so the date is escaping me at the moment. But they did a great presentation around their extension into Snohomish County at the Snohomish County Tomorrow's steering committee meeting back in December. Planning Board Minutes April 28, 2021 Page 4 Packet Pg. 8 2.A.a And so, I requested that they do something similar for the Airport Commission since part of it is the connection to Paine Field as well as other neighboring communities around Edmond. So, I just wanted to drop that little tidbit in there. It was a very good presentation. It was succinct but detailed. And so, if you're interested in hearing more about what they're going to be doing in this area and north, maybe put that on your calendar, but I'll get the exact date for you. But it's the fourth Thursday in July at 6 p.m. Mike Rosen: Thanks, Alicia. Any other comments? Yes, Roger. Roger Pence: I noticed under the Snohomish County Tomorrow listing on Shane's report, the buildable lands report update that they apparently received at their May 13th meeting. I have a particular interest in that topic as it pertains to the city of Edmonds, because it will be a significant factor in the evaluation and handling of the Housing Commission work when we get to that point. So, I'm hoping we can be briefed up on that at some appropriate time. Thank you. Mike Rosen: Thank you for that, Roger. Agreed. Any other comments or questions related to the director's report? All right. Thanks, everyone. So, our next agenda item is a development activities report. Is that Leif? Leif Bjorback: Yes. Thank you for the opportunity. My name is Leif Bjorback. I am the building official for the Development Services Department. Rob Chave: So, this is the development activities report. We do this each year, highlighting some of the projects that are going on in the city. Customer service is No. 1 for us, because we're dealing with customers constantly, ranging from builders and contractors to homeowners and businesses. So, there were huge changes this past year, as you can imagine, with the pandemic taking hold. We had to really shift gears in a hurry back in March of last year. We had some sort of an online presence already, but actually it was fairly modest. What we had to do was change completely to do everything online and electronically. Where we used to take in and stamp plans, paper, and that sort of thing, everything is digital these days. All the reviews, the correspondence, everything else is a digital document now and is stored electronically with the permit. Operating with a skeleton in -office staff, we have protocols to follow when we're in the office. Basically people have set up home offices with city equipment, and we are working on our office computers but remotely through equipment that the information services division provided to each employee who's able to work remotely. And what's that meant is — in combination with upgrading our permitting software, changing how the interface goes online, everything is digital at this point, and we expect that that's going to continue into the future. We have virtual meetings. We still have what we call development review committee meetings, where somebody who wants to find Planning Board Minutes April 28, 2021 Page 5 Packet Pg. 9 2.A.a out whether what they're thinking of doing is feasible or how the city codes would work, we have a remote meeting with them and they're able to discuss their plans with representatives of the different departments. Leif Bjorback: So, if you remember a year ago or more when the first proclamation came out from the governor's office, it really stopped all construction projects that were not deemed as essential. And essential meant being related to food supplies, grocery stores, auto repair shops, medical facilities, and that type of thing. And so, you'll see that our numbers of inspections went way down because only a few projects that we had were permitted and considered to be essential facilities. Rob Chave: And one other thing the city did was extend the life of permits for another four months, understanding that people were going to be thrown off by the pandemic. This slide actually shows a portal. It's called MyBuildingPermit.com. They're a consortium of cities. Leif Bjorback: There's 18 or 19. Rob Chave: These are mostly in King County, but several in Snohomish County as well, and they share m a common portal. We joined this, and it's kind of the front end to our permitting system, and it enables people to have a common interface and entry into the various jurisdictions' o permitting systems. And in some cases, they're builders or contractors who work in multiple jurisdictions, and it very much eases the way for them to be able to operate with L different cities. Q- Q. a Staff participates in various committees with this consortium trying to further develop and improve that interface over time. This portal is connected into our own internalLO permitting system, which is called TRAKiT, and that operates only within the city on our N network, but the interface is to this online portal. m Leif Bjorback: You want me to talk about the streateries, Rob? Rob Chave: I think mostly you have a lot more to do with it. It was a pretty quick city response, realizing that restaurants were no longer able to seat patrons within their restaurants. And so, just like other cities throughout the region, the city passed a series of ordinances, kind of interim emergency ordinance to allow this type of thing to occur in the right of way. And there was a cap on it up to 20 streateries. I think there haven't been that many permitted so far, 15 so far up to date. The business owners actually organized and came up with a common setup so that there could be some uniformity to it, which also reduced the costs and the stress of each business having to reinvent the wheel for each streatery that they wanted to do. So, I think if you've been around downtown especially, you've noticed these things, and I think they've been quite successful. Roger Pence: A quick question on the streateries, Rob. Are those to be temporary and will go away at a certain time? And if so, when is that estimated to be? Planning Board Minutes April 28, 2021 Page 6 Packet Pg. 10 2.A.a Rob Chave: I believe the ordinance expires at the end of this year. It will be determined whether anything like it continues in the future, but the specific ordinance the council adopted is only through the end of the year. Next is a chart that we update each year. It shows the number of building permits that we process in the city — that's that red line — versus the total development services revenue that we get. As you might expect because it was a pandemic year this past year, our number of permits dropped slightly from the previous several years. But relative to the long history of permitting in the city, it still is a very high rate. And the revenue, again, also showed a decline in 2020 versus 2019, but certainly not as steep a decline as — It didn't go back to where it was, say, 10 years ago. So, all that's to say that we are still very, very busy. This shows you just an encapsulation of numbers of permits, though we did a lot more single family — new single family in particular —this past year. We still had a couple of large projects resulting in 200-plus units of apartment or condominium development. And the bread and butter of what we do is v, actually the small stuff: additions, alterations, especially mechanical and plumbing m permits. 0 Mike Rosen: Rob, I was curious in this one that the number went up in 2020, but the average dropped Ta like eight percent, and I was curious what might cause an average drop of eight percent. L So, if you take the number, the $13 million valuation, divide by 32, and that gives you the a average of for 2020 $413,000.00. The year before, it was $449,000.00. So, that's an eight a percent drop. So, there was more activity, but valuation per was less, and I was just curious if — Leif Bjorback: It's really important to remember when you take a look at these numbers that fluctuate year to year, it's more important to consider the trend over time. And so, you might have a number of permits being reviewed, or large projects being reviewed, in any particular year. And then, the revenue actually is delayed until the following year. And so, it naturally goes up and down. And these numbers can be skewed quite easily by one big project, and we'll show you some of those bigger projects on the slideshow. Rob Chave: Yes. And you especially see it on that line that summarizes apartments/condos. The first takeaway from that is we don't have a lot of permits. There were only four in 2019 and two in 2020, but the number of units can change a lot. The project on Highway 99 had a very large impact in terms of valuation, number of units, and so forth. Edmonds is largely an infill community, so a couple of large projects can make a huge impact on total revenue and valuation that comes in, in any particular year. And this is just some statistics on engineering. Again, very slight decline on number of permits issued in 2020. This isjust a quick summary of some of the impact fees and facility charges which are utilities that the city saw in 2020. Solar permits. Back in 2014, 2015, there were a couple of significant campaigns to really encourage people to "solarize" in the community, and we saw a significant rise in the number of solar installations that Planning Board Minutes April 28, 2021 Page 7 Packet Pg. 11 2.A.a occurred in those years. More recently, there's solar permitting has decreased from those big bumps during those concerted campaigns, but we're still seeing a steady stream of solar installations going forward at a higher level than before the solar campaigns. Leif Bjorback: So, you can see that that 7,000 figure for numbers of inspections performed by Development Services staff. So, we inspect from water heater change -outs and furnaces, reroofs, remodels, additions, new homes, schools, commercial buildings, lots of tenant improvements. So, we do a wide variety of building inspections, and then engineering staff does a lot of inspections like you see on the curb forms there next to the roadway. So, this slide just gives you an idea of what happened last year compared to the year before, and this 17.4 figure in 2020 was definitely COVID impacted. And so, we were just about 24 inspections a day, and last year dropped because we had inspectors that were doing rainy day projects and not doing inspections all day. I believe the next slide is going to show us the COVID dip — that's what I like to call it — in March, April, and May. But you can see when construction got released and allowed to continue, we bounced up back to the June number of 462 inspections in that particular month. And v, then, we basically returned to normal numbers having missed a number of inspections m during the dip. So, now, we're going to start showing you some slides of development around town. 0 Ta You'll notice that the projects are clustered either in the downtown area or in the south L part of the city along Highway 99 and Edmonds Way. We're going to start off with a a sampling of new single-family homes. a I can say if you were to drive around the city, you might notice new homes being built all throughout the city. And at the time we put this slideshow together a few weeks ago, there were actually 48 issued permits in active status for new single-family homes. And if you recall that one chart we were just looking at, there were 26 in one year, 32 the next, and right now, we're on pace to do between 40 and 50. So, that number, when you see it next year, will be increased. There's more examples of typical styles of construction. Here's a new townhome project breaking ground on 82nd Place near Five Corners. Now, let's move from residential into our list of significant commercial projects starting with a couple that have recently been completed. The waterfront center received its certificate of occupancy in January. And here's Kahlo's Cantina, which is a new Mexican restaurant that just received its certificate of occupancy a few weeks ago. This building was completely renovated, and you may remember it as the old Skipper's restaurant. Next, let's look at some projects that are currently under construction. Here, we have a four -unit apartment building on Bell Street in finishing stages. The Nyland Apartments on 244th consists of 19 units in two buildings, and that's also nearing completion. Graphite Studios on Main Street, this will be a community art studio with gallery and a cafe. Main Street Commons, you are all aware of, I'm sure, driving down Main Street. Looking at the inset rendering, you'll see that there's actually two buildings that are going to be there at Planning Board Minutes April 28, 2021 Page 8 Packet Pg. 12 2.A.a the end of the project. The one in Phase 1 is a complete renovation of the existing retail building, which was originally built in 1954, and it will house a restaurant and family entertainment center. Then, Phase 2 will include a two-story office and event space and an exterior plaza, which is planned as a pedestrian art alley. And if you drive down Highway 99, you can't miss this project. The GRE Apartments are going to have five levels of apartments over two levels of parking. Paradise Heights is a three -building project with four units each, and it's just off Edmonds Way. This is Kisan Townhomes, and permits have been issued for the first phase of this project, which will ultimately be 18 units in four different buildings. And I might say that we have been seeing an increase in townhouse style construction over what we've seen in the recent past, and I can say that is holding true for multifamily construction in general. Here, we are going to start looking at projects that are not yet permitted but are in the pipeline towards obtaining a permit. The Anthology project will consist of 127 units of independent senior living. Here are some townhomes that are going to go in on the east side of 99. Civic Field is a city project, and it's recently gone out for a rebid. The city is hopeful to get them some good construction numbers and move forward with this project. Meadowdale Beach Park is a Snohomish County project. It lies mostly outside of the city as does the project area. You can see by the red line on the map, however, that Edmonds city limits does encroach partway into the park. And improvements will be made to the picnic area, the estuary, and the railroad bridge will be replaced. Right now, it looks like most if not all of the project may be delayed until next year due to seasonal construction restrictions on some of the critical pieces of that project. The wastewater treatment plant is in for review for a permit. They're planning to replace the old sewage sludge incinerator with a new pyrolysis processing system. The Apollo Apartments on Highway 99 will be five stories of apartments built with modular construction over two stories of parking, and this involves removal of the Sunset office building. And the modular construction is something that we don't see a lot of, but it's going to be a project that's going to be similar to putting a Lego project together. Pre - finished modules will be hauled to the site and just placed together and then structurally connected to complete the building. These next two slides show a couple of townhome style projects. Sunde Townhomes in 238th Street is in the design review stage, and Hunter Townhomes on 215th has actually applied for their building permits. I think you folks are probably familiar with the concept of planned residential developments, or PRDs. This one is in the early stages in the pipeline, is actually— We've sat down with these folks for a pre -application meeting. Here are a couple of slides showing potential projects being considered by the Port of Edmonds. Both are likely to take place next year. Planning Board Minutes April 28, 2021 Page 9 Packet Pg. 13 2.A.a This one is a possible mixed -use building. And here is a layout of repairs and improvements to the boardwalk adjacent to the Edmonds Marina. Westgate Station is a mixed -use building that's under design review. And Woodway Station is a two-story commercial office building in the south part of town currently in the design review stage as well. Here's our last project that we have photos or renderings of. And the Pine Park project is a mix of townhouse -style units and live/work units, which are dwelling units that incorporate business space fronting on the public sidewalk at street level. The project is currently in the design review stage of the permitting process. And this actually brings us to the end of our slideshow. And I might say that — as you can see by these various projects — development projects in Edmonds remain at a fairly robust level. Now, we're going to turn it over to you folks to see if you have any questions. Mike Rosen: Thanks, Leif and Rob. Anybody have any questions or comments? Roger Pence: If you could back up two slides, I think. The two-story office. That's the old Shell station, isn't it? Down there south of Westgate? ;n m Leif Bjorback: Yes. This is right on 100th, it's a wedge-shaped lot with a two-story office -type building, S which was the old gas station. o ca Roger Pence: I'm just wondering, it's a very suburban orientation with the parking out front. I thought L we had moved beyond that design concept and were trying to put more of the structures a closer to the street with the parking behind. Can you talk a little bit about how this? a Rob Chave: Yes. This is an isolated neighborhood commercial zone. So, it doesn't have any sort of a special plan or special zoning that would do what you're talking about, Roger. It's kind of a residual that came into the city when it was annexed. Roger Pence: So, we've only made adjustments in certain zones, and not in all zones. Rob Chave: True. Now, our neighborhood business district is a holdover from the old suburban style, and there're a couple of locations where it still holds sway. This is one. Up on Puget Drive, that little strip up there is another one. Third one I can think of is up in Perrinville. Todd Cloutier: I'll just mention to Roger that the buildings pushed to the street concept is something that took years, and it was only done at the big zones like Five Corners and Westgate. Roger Pence: Well, I guess when you look at little, tiny business nodes like the intersection here that this building is on, I see potential for a microscale urban village where we could get some more desirable developments in a way that would fit with the surrounding — the single- family neighborhoods, the single-family homes — better than this. And maybe that's something that we should be pursuing. Mike Rosen: Any other comments or questions before we move into the next agenda item. All right. Well, thank you. And Leif, you're always welcome to stay, if you'd like. Planning Board Minutes April 28, 2021 Page 10 Packet Pg. 14 2.A.a Mike Rosen Angie Feser: Steve Duh: All right. So, thus ends that portion of the agenda. Now, moving to new business, our first Parks Recreation Open Space work session for the PROS Plan. Great, thank you. Angie Feser, Director of Parks, Recreation, and Cultural Arts, and Human Services Department. I'd like to introduce our consultant, Steve Duh, of Conservation Techniques. He is our selected consultant for our 2022 Parks Recreation Open Space, also known as the PROS Plan update. Last time I updated the Planning Board, we talked about the selection process. So, you're aware of that. I just wanted to mention that Conservation Techniques has been serving local jurisdictions in the greater Puget Sound area for 15 years and has completed more than 100 park system planning projects for communities across the western United States since 2006. Steve has a short presentation for us tonight about the introducing the consultant team, going over the project timeline, discussing community engagement, and also then we have a series of questions that were distributed in the agenda packet tonight for the discussion that Steve will facilitate. I also, just real quickly, wanted to again address that Jay Sandborn and Kim Anderson are joining us tonight. They're two of our recreation coordinators in our department who have shown some professional development interests in the PROS Plan. So, with that, I'm going to turn it over to Steve. Thank you, Angie. And good evening, members of the board. Yes. My name's Steve Duh with Conservation Techniques. And as Angie offered in an introduction, our firm, Conservation Techniques has been serving public clients since 2006. Our core focus is parks, recreation, and open space planning. So, projects like the PROS Plan update is really our core business, and represents probably 95 percent of our work. So, we're currently working in a number of jurisdictions across Washington, helping them get ready to submit updated PROS Plans to the recreation and conservation office, which is the agency for grants and funding of parks and outdoor recreation. And I'll touch a little bit more on that in a moment. But our firm is excited to work with Edmonds. And really, at the very front end of the project, we really just geared up about a month ago — not even a month ago — and we're already making great strides forward in terms of starting to frame the project and frame the public process that will go a long way in helping update the goals, the policies, and ultimately define the specific lists of projects that'll be part of the PROS Plan. So, I do have a presentation. I'll share my screen. Let me get that up for you. And I'll just walk you through a little bit about the PROS Plan. And hopefully, you can see the screen. If I can get a nod from someone — Okay, great. Before I dive into the PROS Plan proper, aside from Conservation Techniques, my firm, the team also includes a Seattle -based public relations company called PRR. And they are based in Seattle, but they have offices across the U.S., and they bring a strong public involvement and communications portfolio to the project. So, we're excited to be working Planning Board Minutes April 28, 2021 Page 11 Packet Pg. 15 2.A.a with them. Our firm's worked with them on a few other projects. And for this project, they're going to play a significant role in public process, and I will touch on that here shortly. So, in terms of just a real high-level overview of the PROS Plan — or the Parks, Recreation, and Open Space Plan —just wanted to offer a little bit for you. Because these plans are only updated every six or so years, changing members on the board or just foggy memories — like mine, sometimes — can be a useful way to just review some of the basics. So, the Parks, Recreation, and Open Space Plan, again, is a six -year plan and guide for managing and enhancing the city's parks, open space, recreation programs, other recreation opportunities, and is really specific to the needs and interests of the Edmonds community. The current plan was adopted in 2016, and again, these have six -year windows on them in part because the Recreation and Conservation Office — the RCO — has a grant program that requires jurisdictions who are pursuing grant dollars — state or federal grant dollars for park projects, that they have an updated plan every six years. So, there is a cycle to having these plans put together and put through a public process to keep them fresh and current. So, again, the plan is really a policy and strategic guide for the department and for the city. It will be a standalone plan, but likely be a plan that's referenced in the comprehensive plan. It also is a capital planning tool in the sense that it will have specific park and capital projects that will be sequenced in time with cost estimates and prioritized. So, that would help inform future budgets and future grant requests and allow the city to be strategic in community investments for park and outdoor recreation spaces across the city. And last, it's really also a communications tool. It'll help tell the reader and the community where the city is today in terms of how parks and recreation offerings are provided, what's available, but it's also a forward -looking document. And it will provide that roadmap for telling the story of what the community has interest in today, where the current priorities are, and provide the roadmap for ways to get there in terms of recommendations, strategies, specific implementation tools, and again the capital plan project list. So, the PROS Plan, again, is strategic in nature, and it really focuses on three core -type questions: What are the city strengths? And what are the areas for improvement? What are the community's needs now and for the future, 5 to 10 years down the road? And where should the city really focus its effort and its resources to implement projects and to make incremental improvements to the parks and recreation system over time? And public process is a critical piece in the plan, and we'll dedicate a substantial amount of energy to making sure we hear from the Edmonds community. Wanted to offer a quick snapshot timeline, just so you have the sense of the trajectory of the project. As I mentioned earlier, we're really just starting. And in this startup phase, it's a bit about getting to know the city, getting our feet grounded and knowing which end is up and which way west is, so we can look at the water on those nice summer days. Planning Board Minutes April 28, 2021 Page 12 Packet Pg. 16 2.A.a But the early part of the project is also about setting that base framework for moving through the project. So, initially, it's about developing a public involvement plan strategy. So, we have a clear set of tasks to identify how we're connecting with the community, and when we're connecting with the community. It also includes taking a deeper dive into updated demographics to know more about the community today, looking at developing updated mapping and recreation trend analyses, but also doing physical inventory of all the parks and recreation spaces across the city. And the inventory itself will provide a solid baseline for understanding the current snapshot of how Edmonds is providing recreation opportunities today. And from that, we'll put together a conditions assessment that, in a sense, grades the city by park, by amenity, and we can have graphics that really pop out information about where the city might need to focus some energy and where things are doing really, really well. So, that's the first phase of work. With that, the next phase is really about understanding the community's interests and priorities, so looking at the overall needs assessment. And here, we would build on information we learned from community survey and other outreach. And I should also mention that the public process — the public engagement process [audio cuts out] [01:09:16] on top of this, and that's the next slide. So, if you've got questions, hold on to those for a second. Let me work through the timeline. But in terms of the needs assessment, it's when we start to kind of scratch away at the updating of goals and policies, looking deeper at the analyses such as levels of service, whether the current standards are appropriate or need to be adjusted, and start to formulate ideas about where the city might want to go based on what we hear from the community, based on what we hear from staff and this board and City Council. Then, we'll move into kind of the plan development phase where we really take a deep dive into priorities and strategies and ideas, what does into that project list, and start to develop the plan document. With the planning process, we'll also be doing a SEPA checklist and checking those boxes that we need to [audio cuts out] for a plan document. And then, moving into plan review and approval at the end of the year and into early next year with review by this board as well as City Council. The intended completion date is no later than late February, in part because the RCO has not only a requirement for a six -year plan, but a six -year plan adopted at a specific date. So, the requirement is that plans need to be finalized and approved by or before March of next year. [Audio cuts out] kind of helps define our project timeline. In terms of community engagement, we have a very robust public process as part of this plan. Meeting with this board is one of many steps. And you can see on the graphic that there are a number of other tactics that we'll be using to really get to know what the community is thinking in terms of their interests and their priorities. One of the initial ways in which we're going to do that is through a community survey. And that community survey is just about ready launch. It'll be live next week, and it's a two -prong attack on a community survey. Planning Board Minutes April 28, 2021 Page 13 Packet Pg. 17 2.A.a In one vein, it is a random sample, statistically valid, mail -based survey. So, we'll be mailing out print copies to a random sample at 2,500 households, and they will receive the print version with a return envelope, but they'll also have instructions to take the same survey online if they choose. So, they can save the stamp. Then, we also have an identical version of the survey that's online only that's for the broader community. So, we'll stagger the release of that to let the folks who received the print version have kind of a first go, but then we'll be very heavy in promotions for the online general community - wide survey. And that survey, again, is identical, and the dataset is going to be kept separate. So, we'll have the dataset from the statistically valid random sample, and we'll have the data set from the general online version of the community survey. So, we can compare and contrast responses, and ultimately aggregate to just know that a lot of people provided feedback to the plan. With the community survey, the city is also taking a wonderful leap forward. I would say step, but it's more of a leap, in that the community survey will also be translated into three other languages. It'll be translated into Spanish, Korean, and Chinese, and that's really to promote the city's effort to want to reach out to and connect with the different community groups that make up Edmonds. So, the community survey will be a four - language survey, and that will be online. And the community survey in those other languages will be a way to start to have conversations with members of hose other language community groups and get their feedback, and hopefully build relationships over time. In addition to the community survey, there's a number of other tactics that we're going to use. We'll have public meetings. The first one will be virtual. The second one may be virtual. It depends on where we are with COVID, but we're planning the first one to be virtual. And that virtual meeting will be an online open house where community members will dial in like this meeting. We have the presentation. We have polling questions. We have other questions that people can respond to, allow people to chat, maybe small group sessions, and really dive a little deeper into what we learned from the survey. So, the first public meeting is really a springboard off the community survey. And then, the second public meeting would be more geared toward priorities and preferences to help really refine and define where the plan ultimately goes. While those things are going on, we'll also be doing stakeholder discussions with key stakeholders of community -based organizations, key partner, key individuals, folks like the school district, to really get a broader sense of partnership opportunities, ways in which recreation services could be provided or are being provided. And it just adds richness to the conversation with the community about parks and recreation. Then, we're also going to be doing pop-up event sessions where we show up with display boards and talk to people at farmers' market or other events that occur during the summer, but we will also be coordinating our efforts with the efforts of the Highway 99 Planning Board Minutes April 28, 2021 Page 14 Packet Pg. 18 2.A.a revitalization plan. So, this project and PRR, our public involvement firm on the team, will be working in concert with the Highway 99 project to expressly reach out to the underrepresented communities and, again, communities from those different language groups. So, we're really trying to pack a big punch in doing coordinated planning with these two projects to really maximize public process during the time. So, we're not asking folks to come to multiple meetings or engage in multiple different ways, but we'll do it all at once. All throughout the process, we'll be doing updates to the city webpage, and for pushing out materials and promotions via social media, et cetera. And then, like I mentioned earlier, ultimately going to City Council for review and approval. That's a lot. And I just wanted to also stress that our primary interest tonight was to get to some questions and see if you can give us some guidance, as we're just starting this project, about what your thoughts are about in terms of where Edmonds is today, where you might see Edmonds six years from now and 2031, what might be missing, and what the city could be doing more or less of. So, you can see onscreen the same questions that v, were provided in your packet, and I will turn this slidesharing off just so we can see each m other a little bit, but I have got my copy here in front of me, and we can just reference those questions. So, I'm going to end the slideshow. o Ta Mike Rosen: But before we jump into the questions, I'd like to give people an opportunity, if they do L have any questions or comments based on your presentation. a a Steve Duh: Super. Mike Rosen: Alicia? Alicia Crank: Hi. Just to kind of maybe frontload the rest of what other conversations might come out. I'm wondering, when you talk about doing the community meetings and first starting out virtual, has there been any discussion or planning around subsequent meetings being at the very least hybrid, so that even if we get to the point of people feeling safe enough to come out, that there's still some accessibility and other issues that may still lend to having a virtual application to those meetings, so that those who couldn't normally participate could still do it? Mike Rosen: Yes. That's a great question, and our scope does accommodate the idea of hybrid or in - person sessions as allowed through COVID protocols. So, our hope, obviously, is to be in front of people and talking one-on-one as well. So, those are just more rich and more interesting conversations, sometimes, than through the computer. Alicia Crank: Absolutely. Look, no, and I appreciate that. And as an introverted extrovert, I miss being around people, too. But then, also, working with persons with disabilities, though, there's been so much more — They felt much more connected to things over the past year or so because they've been able to attend meetings virtually, where that wasn't an option Planning Board Minutes April 28, 2021 Page 15 Packet Pg. 19 2.A.a before. So, my hope is that that doesn't go away even when we get to the point of being able to meet in person. Richard Kuen: I just want to kind of add on that, as well. I think Alicia bring up a really good point. I think we all want to be back into in -person meetings. Seeing people in 3D is way more fun than — as much fun as virtual is. But having that option as we get back into that, eventually — hopefully, sooner rather than later. I think having that as an option for not only people with disabilities, with young families at home. That's something that I've — you know. I've got a young family as well, and we talked to a lot of other families that just aren't as engaged because they can't. They just honestly can't be. Right? But through this pandemic and through the adoption of Zoom or whatever these different types of video chats are, they've been able to be more engaged. So, I would really like to see that as an option. I would love to be in person, obviously, but I think that having that as an option I think makes a ton of sense. And I think you'll get a lot more people, especially talking about parks and whatnot, engage with that. Mike Rosen: Thank you. I have a request and a question. The request would be that things I have heard m in the past are — And first, let me say, that is a very robust public engagement process, and thank you. That is, in my opinion, a good example of what we ought to be doing more o of. So, I really appreciate the different methodologies and how robust it is. My request is, something that typically happens that I've heard more than once, is at the end of a L process after a robust public engagement process is, "I didn't know. I didn't get a chance, a and I have strong opinions about that." a So, my request would be that that be sort of set up as a goal, words we won't hear. So, even though you offer those opportunities, if people don't know they exist, we've failed. And if they aren't convenient to them, we failed. So, that would be the request, is that somewhere in there is a goal that we don't hear those words, and that we all win the lottery, and the sun rises in the east. My question is related to the statistically valid survey. Most surveys are — regardless of how you reach out to people, they're self-selecting. So, I am wondering if you will be doing — because of the diversity of the community — and my guess is you want to do a lot of crosstabs like by neighborhood or by gender or by if there are kids in the home or by economic capabilities or whatever language — that you will need to make each of those crosstabs statistically valid and to make sure that you are representing the population as it is. Will you be doing quotas and/or waiting to make sure that we aren't just relying on the self-selection to analyze the data? Steve Duh: Yes, great question. And as far as the demographics, the survey will capture certain demographics to help us with subgroup analysis. So, we'll be looking at households with children under 18, what region of Edmonds do you people live in, and a few others. So, we will have that ability to do those crosstabs against those subgroups. So, that's that. And then, with regard to waiting, we'll look at waiting depending on the responses. So, we can only wait to the degree we have strong responses per subgroup or per category that we're really trying to analyze against. Planning Board Minutes April 28, 2021 Page 16 Packet Pg. 20 2.A.a And our experience actually over the last several years with doing surveys of this nature is that we're typically getting around 20, 22 percent response rate on our mail surveys. So, we are getting generally 400 to 500 responses from the mail survey, so well above the 300 you typically need to meet bare minimum, five percent, plus or minus factors. So, that's a good thing, and that enables us to look a little deeper into those subgroups to make sure we've got a balanced representation from that community. Mike Rosen: Awesome, thank you. If anybody else — I'm sorry, Angie. It looks like you wanted to weigh in. You can do that as well. Angie Feser: I just wanted to add one little piece to that, too. On the survey, we have a map that people self -identify where they reside. And we have five zones, and those are broken up and the edges are based on census tracks. So, we have a whole other layer of data, too, that we can apply to survey results as well. So, we were pretty strategic about that as well. Mike Rosen: Sweet. Thank you. Judi? ;n m Judi Gladstone: Yes. So, having gone through the survey on the housing commission and a lot of that, it was all exclusively self-select. I'm just wondering how you're going to weigh how you're o going to consider the self-select versus the random — statistically random, because I think it can really skew the results. And will you be doing the same kind of tabs just to make L sure one doesn't end up magnifying something because you've got an active group that a weighs in versus a silent group that doesn't say anything? a Steve Duh: Yes, good question. And part of the reason we keep data in separate buckets, per se, is to accommodate the analysis between the general public online version and the targeted random sample. So, as we look through the data, we will be comparing the two data sets, and we'll call out those areas where there's a statistical difference in responses between one group versus another group in those answers. Mike Rosen: Matt, looked like you had something. Matt Cheung: Yes. Just to reinforce the importance of really getting a variety— and be proactive to really get a good variety of responses. I recall back when we were doing a survey, or we were getting responses back for I think — Was it Civic Field? And I think the vast majority of all of the responses, all were about how important the petanque was to our city. We had probably about 10 or 15 people. And based on the survey, you'd probably think that our city was in love with petanque. But it sounds like it was a very vocal group, but they all came, and they were all very active. And so, they got their message across, but I don't think we had enough [inaudible] [01:26:13] groups from —There weren't any other active groups who were pushing their activity. And so, we just heard a lot of people pushing for one thing. And that was the first time I had even heard of petanque, but the vast majority of all of the people who showed up at the meeting asking for a petanque field, that was [inaudible] Civic Field. Planning Board Minutes April 28, 2021 Page 17 Packet Pg. 21 2.A.a Mike Rosen: Thanks, Matt. So, we want to make sure that these guys leave with information that they can use, and they sent us — Hopefully, you all did your own homework. They sent us the five questions in advance. I will point out that even though they claim it's five questions, there were 12 question marks. So, we do need to be somewhat tight in our responses to these. And I'll remind you that, also, you don't have to be brilliant immediately tonight. As you think about it or as our discussion spawns other ideas, you can please send additional comments to these questions to Angie by the end of the week by Friday. So, with that — and I would also recommend that we do these one at a time, so we don't drift, and it's easy for you guys to understand. So, Steve, did you have a specific way you wanted to go through it or—? Steve Duh: Let's just go through it in order. So, the first pairing of questions is really about value, and what do you value about Edmonds parks, recreation programs, and other open spaces. And then, separately, what kind of memories do you want to have residents hold about the city's recreational offerings and its resources. So, what does Edmonds mean to you for parks and recreation effectively. Mike Rosen: Todd? Todd Cloutier: For me, one of the key draws when I first moved here was just the abundance of parks. It didn't have — not all the biggest parks. It's not Central Park. You're not going to go riding horses. But just to be able to take my kids down the street. I don't have to get in my car and drive to go to a park. Every neighborhood should be able to walk to a park, and I think that's a key thing, a metric we almost meet. And that's one we should make sure we stick to and even try to improve in those few places we don't. Mike Rosen: Richard? Richard Kuen: Kind of along the lines, I'd just add on to that. I wrote down "community." That's the biggest thing. And I guess you can define it a bunch of different ways, but I feel like in our community — I live in Seaview neighborhood, and Seaview Park was redone. And when that was redone, we used to take our kids. My wife and I used to take our kids there. And there was a sense of community because there's a lot of people that could walk there, but once it was redone, it just revitalized it. And it's amazing how many more families have come and stayed at the park and have conversed, that go to different schools and whatnot. So, I would just say community. That's what I would love to get out of it. Mike Rosen: Yes. Judi? Judi Gladstone: For me, it's some of the gems of the city. The first one that comes to my mind is the Yost Pool and Park, amazing trail in the middle of an urban area. And the other is the beach where we can feel like we're hanging out and we can spend the day there. And I live in a parks desert. I cannot walk to a park. So, those parks become more valuable. a Planning Board Minutes April 28, 2021 Page 18 Packet Pg. 22 2.A.a Mike Rosen: Yes. Alicia? Alicia Crank: Judi stole my word. I was going to say "park desert." As someone who used to live, who spent seven years at 236th and 99 for seven years, I appreciated that I could get in a car and in five minutes be at one of those great parks or be at the water. I loved that, but it was not a walkable situation. So, I think I value the fact that it was somewhat close by and that there was an abundance of it and there was water. You have the waterparks and stuff, too. So, I love the diversity. I value the diversity of the parks and open space, but definitely would like to see a bit more spread out, especially with the previous presentation. Like I said, I lived at 236th and 99, so I saw the big crane of the production as being done at 234. 1 saw that all day. And to know that the Sunset Building, which is across the street from where I used to live, is also going to go through construction soon. So, I think more now than ever, my hope is that somewhere amidst all that if there's some greenspace that's created for the number of people that will be coming into that section, as well as those that are already there. Mike Rosen: For me, I appreciate the holistic approach. It's not for Edmonds just about park lands. It's plazas and boulevards and gardens, and it's more holistic in terms of the property. There's open sites, some land. You guys manage things over water, under water, buildings, pools. And that through all those different tools that we're calling parks, there are physical — You're approaching the physical benefits, the psychological benefits, the social benefits, the economic benefits to the community, the environmental assets or benefits that parks provide, the social interaction which creates social cohesion. You are doing education, and you're also advancing the arts and culture. So, I appreciate that it's not just about dirt. Should we jump into the memories? Yes, Matt. It looked like you raised your hand. I'm sorry, Steve. Were you going to say something? Matt Cheung: I just want to say, I really love the variety that we have basically something for everybody. We have just so many, and it's always fun to find new things out there that you didn't know existed just because it was in a different neighborhood. I went to a park, and then found out there's a zipline. That's pretty cool. Some people may not know that there's scuba divers, or that you might not know where all the different dog parks and all the — It's really amazing just to have a huge diversity of different activities and for all different interests and for different people. For some people, what things are more for active stuff for some people, and more scenic stuff for some other people. So, just maintaining a wide variety of activities and environments is just great. Mike Rosen: So, let's go to the 16. What kinds of memories do we want residents to hold about our resources? Anybody want to go first. I'll give you mine. So, in my experience, when people a Planning Board Minutes April 28, 2021 Page 19 Packet Pg. 23 2.A.a tell stories or hold memories, they're either about a personal interaction, a critter interaction, or a place. Like, "Look at the canyon or mountain or flower." So, in terms of the memories, my guess is they will be based on similar kinds of things. And I think that it's usually a, "Here's what happened to me. Here's what made it happen, how it made me feel." And then, there where. Right? So, that to me — the parks are the triggers for those kinds of things. And the kind of person I am, I couldn't stop myself from writing tagline for you, and here you go, "Edmonds Parks, purveyors of extraordinary moments, memories, and connection." Alicia Crank: That's a lot of words. Mike Rosen: It's a great tagline. Alicia Crank: That's a lot of syllables. Mike Rosen: All right. Alicia, you had some memory thoughts. Alicia Crank: Honestly, when I think about it — encapsulate — I would think the memory that I would want the residents to have is that it was in abundance and it was easy, that there's always a variety. And I think we have that. And so, the hope is just to continue to have that happen. Because I've lived in communities where you had to drive to other communities to be able to enjoy things like swimming and hiking and bird watching. So, I think that's the initial reflex memory. I would like people to be able to kind of drawn to is that, "Oh. All of this was here. It was accessible and in my community." Mike Rosen: Anybody else have a 113 response? Looks like we're ready for 2A, and there is a B, C, and D. Steve Duh: Well, we can consider — I'm sorry, Judi. If you wanted to jump in? Judi Gladstone: Well, I was just going to say that, to me, memories are about spending time with people, your family, your friends. And having places that we want to do that with seems important for parks. And so, to build those memories or places where you are going to do things with people, whether it's bird watching or it's playing in a pool or hiking or whatever. Steve Duh: Great, thanks. And as far as the next question, we don't necessarily need to take each one piece by piece, but I just wanted to offer a running list of some things to think about. And feel free to offer your thoughts on any of them. And the next question's really about thinking forward. So, again, the plan is a six -year plan, but let'sjust jump forward 10 years to 2031. We'll be flying our cars around all electric. Everything's great. But really, diving into parks and recreation. What do you see happening in Edmonds for active recreation spaces, for conservation and open space, for programs, or for trails or waterfront access? Anything come to mind? What vision do you have of the city? Or what kind of projects would you like to see happen in the next 10 years. Planning Board Minutes April 28, 2021 Page 20 Packet Pg. 24 2.A.a Todd Cloutier: I'll go again. I know it's an ongoing saga, but I'd love to see the beach all connected with a continuity of walkways and beach access. Also, on the beach, I see people out there with their paddleboards and things, but some people can't afford to have or haul a paddleboard and things like that. Wouldn't it be great if we had some sort of rent -a- board? You go other places, there's small shacks where they rent larger equipment like that that most people can't afford or can't haul. That makes it a lot easier. So, yes, like Alicia was saying, you make it easy for people to go and enjoy themselves, like we do at Yost. It's awesome. Huge parking lot right next to the pool, multiple ways to get in and out of the trails. It's great. But the beach? Not so much. It's hard to get to, unless you're going to the scuba end. Then you can't get enough parking anyway. And then, once you get there, you're not really sure where you can and can't go. That just needs to be fixed. That's the only spot that really comes to mind. But I also just want to put in a plug for these very small improvements can have a really big impact. I live down the street from a tiny little pocket park at 7th and Elm. You probably don't even know it's a park. You drive by. There's just a little dividing fence, two - feet high, and a couple of trees. And it's where people like me come and just take their dogs for a quick walk or take the kids out and throw the ball for a few minutes. That's it. But when the city came and put in a garbage can, you can't imagine the improvement of that park just because people — you know, dog waste and things like that, food waste, whatever it was. They didn't have a place to put it. Make it easy. And I know it's more maintenance dollars to keep that can going, but it's cleaned up that park. And then, they put in a picnic table and covered up the marshy area with wood chips. There you go. It made it easy. There was a place in the park that was unusable, made it usable, and also made it more usable by having seating. So, tiny improvements can have a huge impact in those pocket parks. Mike Rosen: Alicia? Alicia Crank: I'm going to second Todd on the concept of having a boathouse or something at the water. I forget we don't have a chat feature here. I was going to put the link. But what it reminds me of is — again, my former community in Mountain View. If you go to shorelinelake.com, that's what the city's separate website for that. So, there's like a boathouse that's on the manmade lake there where you can rent the boards and canoes and stuff like that. And I think that's honestly pretty, actually more feasible now, especially with the waterfront center being there now. Because if you go to the shorelinelake.com site, you'll see, too, that they also had a dining area where people could go and have lunch and so on and so forth. I think with the creation of the new waterfront center that it's even more feasible to do something of that nature. But I'll leave it at that. Mike Rosen: Judi, looked like you were ready to — Planning Board Minutes April 28, 2021 Page 21 Packet Pg. 25 2.A.a Judi Gladstone: Yes. I love the idea of having all that available, kind of like Green Lake. They have a place there where you can rent it. Yes, yes. That's what brought to my mind. I think that would be fabulous. And this may be getting into another question, and it relates to my comment earlier. I really hope that in 10 years that we do have more of these little pocket parks that are available to al neighborhoods and utilizing the potential partnerships that are there. So, right near my house, there is a church with a huge vacant lot, and it's the church where they were talking about doing a low-income development. And it's like I had this vision of part of the lot maybe being low income, and then having a park there that can be shared, that integrates the different economic and the different social and becomes really a tool for bringing neighborhoods together. Thinking about it around equity, social integration aspect of it as well as what it does recreationally. And I think schools are another one we're utilizing that. And the recent Madrona renovation I think did a fairly decentjob of that, because their field and their playground is open, much more open and available to the community than it was before. Mike Rosen: Nice. I would add under what I'd like to see in 10 years is more of them. We stopped m making land a while ago, and I would love — It is best if they can be in the — We're trying to preserve land and all the biodiversity protection that comes with that. So, acquisition o would be awesome. And I'm also a very large fan and supporter of the 4th Avenue Ta Corridor for an awful lot of reasons. So, I'd love to see that thriving in 10 years as well. L Roger, you've been kind of quiet. You wanna —? I know you'll offer it if you have it, but a just want to make sure you're - a Roger Pence: Well, I was thinking I talked a lot in the earlier phases of our meeting tonight. The one thing that is rattling around in my mind, and I guess it guess it goes with the second bullet somewhat. One thing that I would like to see in 10 years, or less for that matter, is no more cries from citizens about the need to stop a development on a precious patch of forest land or otherwise be asking for — Let me pause and rephrase. The things like Perrinville Woods, that has had some attention now. There's a prospective development project on it, 14 lots that would require a huge amount of earthwork and tree demolition. And it would be nice if that could be acquired and added to our inventory of natural areas in the city, so we didn't have to have these neighborhood battles in the future over the development of land that most of us would argue should not be developed. Mike Rosen: All right. I think we're ready for the — oh, sorry. Richard? Richard Kuen: Yes. I guess I was going to second it, but Alicia beat me to seconding it, but I guess I'll third it, what Todd mentioned. I think that that's just a huge part, having a place on the beach where you can really utilize it, renting canoes, renting kayaks. I know Mount Lake Terrace for their park was looking at doing something like that. I think I might have talked to Steve or somebody about that. I think that would be just a great addition down the road for us Planning Board Minutes April 28, 2021 Page 22 Packet Pg. 26 2.A.a in Edmonds. One of the things that I wrote down in my prework for this — The city's done a great job, I think, just in the last couple years of being more inclusive with parks. I mentioned Seaview Park. And we've seen just a huge, huge groundswell of so many more people utilizing, and it's just done great things for the community. I know Civic is going to be a destination for that, and I think that that's just amazing. I think Judi mentioned it. Alicia mentioned it. Places where people can come to Edmonds and talk about memories and things that you're going to remember and think about with your community and kids and family going forward. I would just like to see that continue, and it doesn't have to be to that extent necessarily. But the more that we can keep that in mind for our seniors, for our people with disabilities, I think it just would add to what we're doing at Edmonds already. So, definitely keep that one in mind, the inclusion. Mike Rosen: All right. I think we're — Angie Feser: Mike, if I might interject to — I want to pose the question around recreation programming, too. That's the R in PROS. And thinking about summer camps and youth sports and adult athletics, special events, community events, enrichment programs or environmental education programs, Beach Rangers and the like. Each of you may have different involvement — different levels of involvement — in our programs or none at all. But what might be lacking? Do you feel there's a need in our community for recreation programming? Alicia Crank: I'll piggyback off of that, then. Going back to the aquatics park. I know, recently, at our last Hazel Miller Foundation board meeting where we were awarding grants, one of the ones that we awarded is a Salish-focused group that wants to bring canoeing to the Edmonds School District students. So, they're going to supply their own and do all that, but I think that's an example of being able to have an aquatic area where you can rent those things and have access to it, and then build recreational programming around that. So, I think that would be an example of something future for a recreational program. Angie Feser: Matt, did I see your hand up? Yes, there we go. Matt Cheung: Yes. Yes. I always think it would be kind of cool if there is some volunteer -driven classes or programming where maybe people have something that they specialize in, that they know that they can actually be — they'd be willing to teach other people. Maybe something like mushrooms, mushroom identification or something like that, or maybe you'd want to teach people how to build fires or something like that. Maybe that's not a good idea. I don't know. I'm just trying to think of all the different things that maybe we don't need, but an actual professional, maybe an actual class, maybe someone — people in the community — have some skill or talent, something that they're really passionate about that they're interested in getting other people involved in, but they're willing to teach a class or teach some sort Planning Board Minutes April 28, 2021 Page 23 Packet Pg. 27 2.A.a of workshop. And other people in the community can bring their kids to learn how to ride a bike or something like that. I don't know. Mike Rosen: Judi? Judi Gladstone: One thing. I think there's a lot of good programs in the city now. And the two things that come to my mind: One is building off of, and that's the day camp. It is really one of the best day camps around, but it really needs to be more oriented to working parents, because I think there's a lot of people that can't utilize the camp because the hours are so limited. And I think if there were a way to expand on that, I think that would be really great because it's a really good camp. The other thing I wonder about, and I have to confess my ignorance on all the programming that Edmonds does. So, it could be that it already exists, and I just don't know about it. But that's expanding the cultural type of experiences. So, my daughter did Irish dance, and she had to Mount Lake Terrace in Shoreline to get that. She couldn't get it in Edmonds. There may be singing. There may be types of art that are for different cultures that people can be exposed to and open up our eyes in their own insular type of communities. So, those are my two thoughts. Mike Rosen: Richard? Richard Kuen: One thing that I know recentlyjust happened, and I don't know if this falls into what we're talking about. If it doesn't, just tell me to be quiet. But I know Y just eliminated the Penguin Swim Team locally at Yost, and I know that that's been something that's kind of been on and off. And obviously, pandemic hasn't helped with that, but I think that that's something that's really important for families and kids and adults as well, but kids specifically, to have something where they can learn, where they can be a part of a team. And Klahaya is great. We're part of Klahaya, but it's like a five-year wait to get on to Klahaya. Right? Having something that it can be community based, I think it would just be great to get it figured out. And I don't know if it's at Yost. I know putting in a pool somewhere, obviously, you need that land that Mike's talking about that we've stopped building. It's tougher to come by. But something like that I think would great to have more consistency with. Mike Rosen: Todd? Todd Cloutier: I know recently we stopped publishing the CRAZE. Without having something in front of people, how do we know if Irish dance is offered? You're going to have to ask the question, because it won't be in your mailbox. And in our house, we used to just take that thing and sit down and flip around and say, "Maybe I'll take hula classes." You don't know. And we would never have those things to even look at without having the magazine in our hands. Planning Board Minutes April 28, 2021 Page 24 Packet Pg. 28 2.A.a I know it's old school, and this world is supposed to be on demand, but the other problem is we're not Google advertising our classes. So, how are people every going to find out about it unless they've lived here forever, and they already know those things. New family moves in. They don't know that there used to be a CRAZE. They don't even know that Frances Anderson exists. So, I guess what I'd like to see in the PROS Plan is an assessment of: How's our attendance going? How did people learn about these things? Are these people who have taken classes before? And see if we start seeing fewer new students, we got a problem. Alicia Crank: There's still a digital divide, too. Todd Cloutier: Yes, absolutely there is, and a time divide. People don't have time to sit around and ask those questions and go searching for answers. Mike Rosen: I would offer that I really like that you're going to use data to drive these decisions. So, what are people looking for and wanting? I would also encourage that unless we can do something better, different, or of better value, we probably shouldn't. And if other people are doing it, let's provide the gap, or if it's better, different, or better value. And my other thought was that I'm guessing words you've never said out loud are, "We have all the time and staff and money that we're ever going to need to run our city parks." So, I'm also a fan of doing things well, and you do a lot now, and you're going to get an even longer laundry list. And I'm not a gardener, but a gardener would probably tell me that you need to cut a really good rose to get a really great rose. So, I think focusing on the critical few and doing them extremely well. It's not like you're not going to be in business for a really long time, so sort of a marathon rather than a sprint. Richard Kuen: Right. I want to tack on to something that Judi was talking about a minute ago, which is the day camp. I'm a dad. Kids grew up here, and a day camp was gold. And it was really painful one year when there was no day camp at all, and then when the hours were changed. So, long story short, as a parent, what I would look for would take the school schedule, and every half day and every day off, if we don't have something going on, why? If we don't have something the kids could be doing, why? Because the parents have to struggle and figure it out, and the school district throws all these half days on there. And for parents who don't work at home full-time like I have, how do you deal with that? It's a challenge. So, anything we can do to help that out would be definitely beneficial. Mike Rosen: All right. I think we're ready to go to No. 4. So, how do we prioritize? Steve Duh: Yes. This is all great feedback, and I do appreciate everybody's comments. And I do want to be respectful of your time. So, I want to do a quick check -in to see how you're feeling in terms of time. There are a couple more questions, and it's okay if those responses get emailed to Angie as well, if that's convenient. Planning Board Minutes April 28, 2021 Page 25 Packet Pg. 29 2.A.a A lot of ideas have come out about filling some gaps, being accessible, taking advantage of the waterfront, taking advantage of the other assets the city has, but there are competing interests. There is limited budget and resources. So, just thinking in terms of priorities for the next five years, what are the top one or two priorities you have for the parks and recreation system that Edmonds offers? Judi Gladstone: I want to say that I don't have something — What came to my mind was not something specific like, "I want you to develop the waterfront," or, "I want the pool to be rejuvenated or what you need to do to make sure it stays open." I was thinking more about the criteria you might use in order to reach that conclusion. And the two that came to my mind: The first one is equity and doing — In your analysis, where are we lacking because of that equity that —? There are some parts of the city that get more than others. There are certain populations that get more than others. And to me, that would be one important criteria. The other criteria would be opportunities and not missing opportunities. And so, if you've got some development going on, and there's an opportunity for some parks program or whatever to go on there, then I would think that would be an important criteria. And then, the third is — these two are kind of related — is where the partnerships and the funding is available. Because I think that whether it's business, whether it's organizations, whether it's an advisory, nonprofit, or whatever, I think that building those partnerships can leverage what the city may be able to bring to it and make up for some of the gaps that may exist otherwise. Alicia Crank: I would echo that. I think there's a number of groups — nonprofits or unofficial groups — that are already doing some of this stuff that would love to be able to partner with the city from a resources perspective to be able to deliver these services wider. I would say to not reinvent the wheel, if at all possible, but with accredited people though and proper vetting. Yes. And I would also say, too, anything that has kind of an easy entry point — I know that we're somewhat of an affluent community, but not all of us are. And especially those that are in single parent households, even dual parent households, try to make ends meet. Being able to have activities where it doesn't require a significant investment would probably be beneficial. Steve Duh: I guess from my point of view, if there's anything that the city could be doing more of, less of, or differently, if you want to think of it that way. Again, we've touched on a lot of responses to all of these questions already. But if there's anything else that you're just sitting back waiting to jump in on, now is your chance. Alicia Crank: I'd say it's not a specific thing, but in general, layering. I mean layering of communication, layering how we're getting information out there. And I think now COVID really kind of showcased that, is that you have to say something three different ways to get the most people to know that it's happening. I was a communications major, and that was like the Planning Board Minutes April 28, 2021 Page 26 Packet Pg. 30 2.A.a first thing they taught me. Because some people are visual, some people are analytical, and some are example -based. So, I think as we try to grow what we're doing here at Edmonds in providing programming and communications in general, you can't just do social media. You can't just do print. You just can't do word of mouth. It has to kind of be this overcommunicating layers. So, I think what the city could be doing is more of that, more finding those different ways. Going back to the CRAZE, I understand why they stopped printing it, cost cuts, so on and so forth. But the issue is that if there were people that were relying on that or not online all the time, they're going to miss that. So, finding efficient and hopefully cost cutting measures to be able to layer how we're putting what we're going out there as a city, I think we could definitely be doing more of, if that makes sense. Mike Rosen: My thought on this, on what the city could do more of, is how we make people feel. So, how do we make people feel comfortable accessing or at the park? How do we make people feel that they have ownership in the park, that it's theirs? How do we make people feel that they're welcome in the parks? I think those would be good objectives. Matt Cheung: I think one thing, a priority for us is always safety. There's parks I have been to — not necessarily in Edmonds — but we've driven by and did not want to go to, because we just didn't feel safe for whatever reasons. Sometimes, for example, the playground equipment looked like it wasn't well taken care of, and it might be broken, fall apart, or it hasn't been very closely monitored. It's secluded, and there's not much visibility. There's also been issues with proximity to parking lots. Because if you have little kids, they run off sometimes. So, you can have great facilities, but if people don't feel safe going to them, then they're not going to be used. Steve Duh: Great feedback. Angie, is there anything else you wanted to hear on? Angie Feser: No, I don't think so. And as Mike alluded to earlier, in the next couple days, if you process this hearing, other thoughts and things may come to mind. By all means, you're more than welcome to email me or even Rob. Rob will send it to me. By end of Friday this week, if you have any more thought, we can wrap them in — fold them into this conversation. I also want to recognize that Shannon Burley has been on the call. So, thanks, Shannon, for joining in. She wanted to listen tonight, even though she's technically on vacation. And thanks to each of you tonight. We very much appreciate your feedback and your thoughts. This is really exciting. It's getting me fired up about the PROS Plan and starting to hear from the public about their thoughts on Edmonds parks, and I'm really excited about this project. Rob Chave: I will offer that there was one comment from Natalie Seitz who's still in the audience. She'd like to see rentable spaces. R Planning Board Minutes April 28, 2021 Page 27 Packet Pg. 31 2.A.a Mike Rosen: Look forward to the next time we see you. Angie Feser: Okay, thank you. Mike Rosen: So, thus ends our new business. In the packet, we had our extended agenda, which shows on the June 9th climate action plan outreach update, and maybe looking at the EV charging regulations and standards. Judi Gladstone: Oh, I just have a question. So, some of these topics, like the EV charging is a really good example where I don't have a lot of background information, and I'm the kind of person who likes to read a lot before diving in on a subject. So, do you typically provide background, or do I need to go and search that on my own? Rob Chave: No. Usually, when the item appears on the agenda, all the material's online. So, we send out a notification usually Thursday or Friday before the meeting, and that has links to the agenda. And there's always, frequently, a lot of background material on any particular item, and you'll find it all on the agenda website. ADJOURNMENT The Board meeting was adjourned at 9:08 p.m. Planning Board Minutes April 28, 2021 Page 28 Packet Pg. 32 8.A Planning Board Agenda Item Meeting Date: 06/23/2021 Climate Action Plan Update Staff Lead: Kernen Lien Department: Planning Division Prepared By: Kernen Lien Background/History See narrative. Staff Recommendation N/A Narrative Staff will provide the Planning Board an update on the Climate Action Plan update process. Primary focus will be on the recently completed survey (Attached), recap of the February Open House, March Workshop, and next steps in the process. Information on the Climate Action Plan update is available on the project website at www.edmondsclimate.com. Attachments: CAP Survey Summary Packet Pg. 33 8.A.a Edmonds Climate Action Plan Results from the Community Survey #1 Am The Edmonds Climate Action Plan (CAP) provides a roadmap for the City of Edmonds and its citizens to reduce greenhouse gas emissions and achieve their climate goals —carbon neutrality by 2050—with community solutions and individual actions. In 2020, the City of Edmonds began updating the CAP to better meet the needs and goals of the community. As part of this process, we asked Edmonds residents to complete a survey and provide feedback on the proposed strategies of the CAP, identify potential actions that individuals can take to support climate action, and identify potential barriers and challenges in implementing the CAP strategies to reduce Edmonds' carbon footprint. This survey was open from March 29t" to May 3rd, 2021. This survey was released on the Edmonds CAP webpage (www.edmondsclimate.com), was announced with a postcard sent to 4,000 randomly selected households, and 600 paper surveys were mailed to randomly selected houses in Edmonds. Their responses are detailed below. Summary In total, we received a total of 415 responses. We received 320 web survey responses and 95 paper survey responses.' Some additional demographic information about the survey response are below: • 285 survey respondents lived in Edmonds. • 102 survey respondents lived and worked in Edmonds. 305 survey respondents provided optional gender demographics, and 354 survey respondents provided optional racial demographics.2 Race and Ethnicity White or Caucasian 254 Black or African American 7 Latino, Latina, or Latinx 9 Asian or Asian American 15 Native American, American Indian or Alaska Native 4 Native Hawaiian or other Pacific Islander 2 Multiracial 15 I prefer not to say 48 7Fem 135 le 170 1 We conducted a sensitivity analysis between the paper surveys and web responses using three different survey questions. Our sensitivity analysis showed that there were not statistically significant differences between the responses from our paper survey and web survey. Therefore, we combined the responses from both versions into a single analysis. z These respondents were racially representative of Edmonds. June 20211 1 Packet Pg. 34 8.A.a Survey Results The following sections summarize the results from the survey. These sections include: • Concern about climate change • Responsibility to act on climate change • Level of support for CAP strategies related to: o Buildings and Energy o Transportation o Waste and Natural Resources • Individual actions people are already doing • Individual actions people are willing to do • Barriers and challenges for climate action Concern about climate change Regional climate impacts Regional climate impacts will affect all of Puget Sound. The following regional climate impacts ranked the highest for concerns amongst Edmonds survey respondents, based on the scale below. 4 Extremely concerned 3 Somewhat concerned 2 Neutral 1 Not concerned Increased wildfires 3.34 64% 18% 6% 12% Loss of habitat and species 3.25 58% 21% 9% 12% Poor air quality 3.21 56% 23% 8% 13% Increased insect pests that 3.06 45% 29% 13% 13% threaten crops and trees Drought/water security 3.04 48% 24% 14% 15% Loss of regional snowpack in 3.03 47% 26% 9% 18% winter Sea level rise and coastal 3.02 46% 27% 10% 17% erosion Flooding and mudslides 3.02 44% 28% 13% 14% Increased temperatures and 2.94 45% 24% 11% 21% heat waves Local climate impacts Regional climate change will affect the lives of Edmonds' residents. The following climate impacts ranked the highest for concerns amongst Edmonds survey respondents, based on the scale below. 4 Extremely concerned June 20211 2 Packet Pg. 35 8.A.a 3 Somewhat concerned 2 Neutral 1 Not concerned ImpactLocal Climate of Percent Distribution ResponsesLevel of Well-being of future (average) concerned concerned concerned 3.20 58% 17% 10% 15% generations Local natural, open spaces 3.03 48% 23% 11% 18% Public health 2.96 46% 23% 11% 20% Urban trees and maintained 2.84 36% 30/ 15/ ° 19/° landscapes Seniors and vulnerable 2.80 37% 28% 14% 22% populations Public infrastructure 2.71 30% 32% 17% 21% Economic vitality of the 2.62 25% 35% 17% 23% Edmonds community Homes and property values 2.46 18% 36% 22% 25% Responsibility to act on climate chan.Re There is strong consensus that Edmonds survey respondents believe all entities are responsible for acting on climate change. There is a slight preference for more action from individuals and federal government. 1 1 1 Individuals 302 Federal government 289 Large businesses and companies 287 State government 267 Small businesses 245 City government 240 Level of support for CAP strategies 69% of respondents feel that climate action is good for the health and livability of their community. 57% and 51% of respondents feel that climate action is good for businesses in Edmonds and climate action can help them save money and resources, respectively. However, a majority of respondents also said they believed it is important for the Edmonds CAP to address transportation, buildings and energy, and waste and natural resources. Many of the proposed strategies receive high amounts of support. Additional details on each of these focus areas are detailed below. June 2021 1 3 Packet Pg. 36 8.A.a Buildings and Energy Level of support for existing strategies Level of support was ranked on the following scale: 5 = I strongly agree, 4 = I somewhat agree, 3 = I neither agree nor disagree, 2 = I somewhat disagree, 1 = I strongly disagree. Potential newly identified strategies • Incentives/tax credits to public buildings, businesses, and homeowners to convert to renewables, electric heat pumps, etc. • Regulations/building codes for new buildings, require new buildings to meet LEED certification standards • Reduced charges for non -peak usage • Education • Replacing gas appliances • Permeable pavement • Plant trees • Focus on water use efficiency • Greenery in buildings (i.e. green roofs) • Balance renewable energy use with fossil fuel use • Housing policy — build more homes to prevent sprawl • Reduce market regulations • Targeted incentives for multi -family housing owners • Conduct carbon emissions assessment of schools • Community solar • Allow for private sector innovation • Move to nuclear energy • Eliminate new commercial building construction • Conduct marketing promotion for sustainable buildings • Expand curbside recycling to include products accepted by Ridwell • Reduce energy use/lighting • Transition between fossil fuel and other resources • Invest in hydroelectric power • Invest in wind energy June 202114 m c� a c c� a c 0 :r a m r E U E E m a a U r c m E R r a Packet Pg. 37 8.A.a Transportation Level of support for existing strategies Level of support was ranked on the following scale: 5 = I strongly agree, 4 = I somewhat agree, 3 = I neither agree nor disagree, 2 = I somewhat disagree, 1 = I strongly disagree. Potential newly identified strategies: • Work from home/shorter workweeks • Office SOV travel reduction • Incentives for non-SOV travel • Education • Purchasing carbon offsets • Mass transit, walking/biking trails • Switch to electric engines in landscaping equipment • Reducing car tab costs, subsidies for EVs and hybrids, EV charging infrastructure • Rezoning Edmonds (denser housing, more housing, walkability) • Improved bus service • Parking by local businesses (to encourage shopping locally) • Tackling truck, train, and ferry emissions • Voluntary rationing programs • Carbon capture • Discourage SOVs (ie by raising parking rates) • Address carbon emissions from agriculture • Garbage to energy • Carbon taxes • Affordable green energy upgrades • Tackle litter • Land and tree preservation • Promote reusing • Develop local living -wage jobs • "Golf cart community designation" • Address emissions from air travel • Eliminate water pollution • Develop vehicle sharing programs • Plant trees • Last mile services and parking garage near transit hubs • Electrify public transit June 2021 1 5 m M a c M a c 0 Q d M E t� M E E M Cn d co IL Q v c m E z M Q Packet Pg. 38 8.A.a • Land management • Encourage home businesses • Promote micromobility Opposition Comments: • Climate change is natural/good • It isn't the government's job to regulate this Waste and Natural Resources Level of support for existing strategies • Limit road expansion • Develop renewable energy • This is a waste of money • Climate change isn't real • We should be focusing on China Level of support was ranked on the following scale: 5 = I strongly agree, 4 = I somewhat agree, 3 = I neither agree nor disagree, 2 = I somewhat disagree, 1 = I strongly disagree. Potential newly identified strategies • Variable rates for energy consumption • Charge for plastic bags • Renters to pay taxes • Bioregenerative farming • Urban forests (and maintenance • Make recycling easier of)/remove emergency tree ordinance • Reduce water and sewer service costs • Requiring businesses to use while increasing costs of water usage compostable containers/tax businesses • Rebates/incentives for recycling that use single -use materials • Forest management • Requiring building deconstruction over • Nuclear energy demolition • Fund healthy eel grass beds • Rain barrel and composting program • Raingarden s and bioswales • Outreach and education • Reduce development on undeveloped • No more bike lanes land • Team up with Ridwell to recycle waste • Focus on maintaining rural forests • Tax plastic manufacturers • Promote backyard composting • There are also worries about the cost versus benefit of this. June 2021 1 6 a Packet Pg. 39 8.A.a Support for all strategies Level of support was ranked on the following scale: 5 = Very important, 4 = Somewhat important, 3 = Neutral, 2 = Not important, 1 = Not important at all. "St�rategy Not Area ... eutral .. importantrtant ..important Buildings and Energy 3.77 45% 23% 9% 8% 14% Transportation 3.93 48% 27% 7% 7% 12% Waste and Natural 3.98 53% 19% 10% 6% 11% Resources Individual actions In addition to City -led strategies, the City understands that both City strategies and individual actions by residents will be necessary to achieve its climate action goals of carbon neutrality by 2050. In doing this, the City asked survey respondents two key questions: 1) What individual actions are they already doing that supports climate action goals?, and 2) What individual actions are they willing to do to support climate action goals? Summary of responses are detailed below. Actions that residents are already doing Popular actions that respondents are already undertaking include regularly recycling, shopping at local businesses, and using reusable and compostable containers and beverage bottles. Regularly recycle 342 Save energy at home and work by turning off lights and water, using energy- saving light bulbs, etc. 337 Use reusable and compostable containers and beverage bottles, or bring my own 244 Shop at local businesses, in bulk, and/or at re -use or thrift stores 241 Invest in home energy improvements, such as installing insulation and efficient windows, heating, and/or appliances 233 Buy locally produced food and/or products 211 Regularly compost 205 Eat less meat and more vegetable protein 177 Wash my laundry in cold water 168 Combine trips in my car or carpool with others at least once a week 150 Drive a vehicle that gets more than 30 MPG in the city 150 Take public transit, walk, or ride a bike to a destination at least once a week 143 Air or line dry my laundry 63 Participate in a renewable energy program through my local utility 61 Purchase or drive an all -electric or zero -emissions vehicle 36 Invest in solar panels for my home or business 30 June 2021 1 7 Packet Pg. 40 8.A.a Other: • Solar panels • Using public transit • Native planes • Walking/ driving less • Ridwell • Working from home • EV charging stations • Owning efficient cars • Business with green investment • Lowering home thermostat companies • Plant based diet • Growing own food • Energy efficient appliances • Getting politically involved • Avoiding delivery services Actions that residents are willing to do Respondents were most interested in purchasing or driving an EV and investing in solar panels for their home or business. '-Action Momqlllllp�MPM"'Tount Purchase or drive an all -electric or zero -emissions vehicle 146 Invest in solar panels for my home or business 117 Participate in a renewable energy program through my local utility 87 Invest in home energy improvements, such as installing insulation and efficient windows, heating, and/or appliances 67 Drive a vehicle that gets more than 30 MPG in the city 59 Regularly recycle 54 Eat less meat and more vegetable protein 39 Take public transit, walk, or ride a bike to a destination at least once a week 36 Regularly compost 35 Buy locally produced food and/or products 33 Wash my laundry in cold water 30 Air or line dry my laundry 30 Use reusable and compostable containers and beverage bottles, or bring my own 29 Save energy at home and work by turning off lights and water, using energy- saving light bulbs, etc. 27 Shop at local businesses, in bulk, and/or at re -use or thrift stores 24 Combine trips in my car or carpool with others at least once a week 12 Challenges and barriers for climate action Finally, the City wanted to identify what challenges and barriers were preventing Edmonds' residents from pursuing individual climate action. Challenges barriers Time, scale, and motivation Count 44 Cost of resources 140 Level of care and interest 39 Outside forces 60 June 2021 18 r a Packet Pg. 41 8.A.a Respondents identified costs or resources as being the largest barrier to climate action, both for the Edmonds CAP and their individual action. , Cost or Resources - I have other competing economic demands in my life that are more important to me and my family 144 Level of care and interest - I do not think there is enough of a crisis that I personally need to do anything to reduce the risks of climate change 91 Realizing benefits - I don't plan to live in my current home long enough to recover the costs of making changes to my home to reduce its carbon footprint. OR I live in and apartment and cannot make the types of changes that are needed to reduce my 55 carbon footprint. Time commitment - I do not have enough time to think about climate change 44 June 2021 19 Packet Pg. 42 8.B Planning Board Agenda Item Meeting Date: 06/23/2021 Code Amendment to Provide Development Standards for Electric Vehicle (EV) Charging Infrastructure Staff Lead: Eric Engmann Department: Planning Division Prepared By: Michelle Martin Background/History This is a continuation of Planning Board discussions from 6/8/21. At the last meeting, staff provided an introductory look at EV charging infrastructure and its ties to City's Sustainability and Climate Action Plan goals. Staff Recommendation Discuss proposed code change and schedule a public hearing. Narrative The City of Edmonds is proposing a new Chapter to Title 17 of the Edmonds Community Development Code (ECDC) related to EV charging infrastructure. Staff has provided draft code amendment regulations to discuss with the Planning Board (Attachment 1). These regulations cover a variety of topics important to regulating this infrastructure for new and significantly updated development. As electric vehicles continue to increase in number and market share, it is important to plan for future growth of this technology. This amendment directly ties into specific city, state, and national goals to reduce greenhouse gas emissions and become carbon neutral by 2050. From a user level, these regulations are important to promote EVs and help reduce the added cost of later retrofits to accommodate EVs. Although EVs are gaining market -share and many automobile manufacturers are increasing EV models, a primary concern for people in switching to EVs is the fear of running out of battery power due to a lack of charging locations. Providing a variety of these charging stations in new development will improve the adequate supply of locations to recharge these vehicles. Staff has reviewed many sources for guidance in creating these standards. The draft recommendations also considers Edmond's growth and development patterns. Research for the draft recommendations come from review of other municipality regulations (local and national), best practices from industry and non-profit organization, and review of state regulations. Many components of the draft, such as definitions and installation requirements, come from "industry standards" and are very similar to many codes and best practices observed across the country. However, many of the regulations are tailored to Edmonds such as the permitted locations where the charging infrastructure is allowed and the specific requirements for EV capable, EV ready, and EV installed parking spaces by development type. The draft presentation is provided (Attachment 2); note that additional slides may incorporated into the Packet Pg. 43 8.6 presentation at the Planning Board meeting to address development scenarios and cost factors as needed. To further discussions and to assist with several Planning Board member comments at the previous meeting, two studies have been included. These attachments are intended for reference and background purposes only. Attachment 3 is titled "Summary of Best Practices in EV Ordinances" produced by the Great Plains Institute, it is a great overview of components and examples of EV charging infrastructure ordinances. Attachment 4 is titled "Costs Associated with Non -Residential Electric Vehicle Supply Equipment" and was produced by the U.S. Department of Energy. This focuses on many of the EV components and cost estimates for their installation. It is a longer document, and pages 6-19 are the most pertinent for these Planning Board discussions. Attachments: Attachment 1- Draft Code Amendment Attachment 2- Presentation Attachment 3- Summary of Best Practices in EV Ordinances Attachment 4- Costs Associated With Non -Residential Electric Vehicle Supply Equipment Packet Pg. 44 8.B.a Chapter 17.115 ELECTRIC VEHICLE CHARGING INFRASTRUCTURE 17.115.010 Intent and purpose. 17.115.020 Definitions. 17.115.030 Permitted locations. 17.115.040 Required facilities. 17.115.050 General station requirements. 19.115.060 Accessible electric vehicle charging stations. 17.115.070 Charging and parking. 17.115.080 Signage. 17.115.010 Intent and purpose. It is the intent of these development regulations to encourage the use and viability of electric vehicles as they have been identified as a solution to energy independence, cleaner air, and significantly lower greenhouse gas emissions. The purpose of this chapter is to ensure the effective installation of electric vehicle charging stations and to expedite the establishment of a convenient, cost-effective electric vehicle infrastructure that such a transition necessitates. 17.115.020 Definitions. A. Battery charging station- means an electrical component assembly or cluster of component assemblies designed specifically to charge batteries within electric vehicles, which meet or exceed any standards, codes, and regulations set forth by Chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540. B. Battery exchange station- means a facility that will enable an electric vehicle with a swappable battery to enter a drive lane and exchange the depleted battery with a fully charged battery through a fully automated process, which meets or exceeds any standards, codes, and regulations set forth by Chapter 19.27 RCW and consistent with rules adopted under RCW 19.27.540. Battery exchange stations are considered a primary or accessory use as part of an automobile service station as defined in ECDC 21.90.12. Page 1 of 7 Packet Pg. 45 8.B.a C. Charging level- means the standardized indicators of electrical force, or voltage, at which an electric vehicle's battery is recharged. Levels 1, 2, and 3 are defined by the electrical output, per the following specifications: 1. Level 1- considered slow charging and operates on a fifteen to twenty amp breaker on a one hundred twenty volt AC circuit. 2. Level 2- considered medium charging and operated on a forty to one hundred amp breaker on a two hundred eight or two hundred forty volt AC circuit. 3. Level 3- considered fast or rapid charging and operated on a sixty amp or higher breaker on a four hundred eighty volt or higher three phase circuit with special grounding equipment. D. Designated accessible parking space- means an accessible parking space required by WAC 51-50- 005 and designated for the exclusive use of parking vehicles with a State Disabled Parking Permit E. Electric vehicle or "EV"- means any vehicle that operates, either partially or exclusively, on electrical energy from the grid, or an off -board source, that is stored on board for motive purpose. F. Electric Vehicle Capable or "EV Capable"- means a parking space that has listed an install panel capacity and conduit (raceway) and electrical capacity (breaker space) allocated to accommodate the future build -out of an electric vehicle charging station with Level II (208/240 V, 40-amp) charging circuits. G. Electric vehicle charging station- means a public or private parking space that is served by battery charging station equipment that has as its primary purpose the transfer of electric energy (by conductive or inductive means) to a battery or other energy storage device in an electric vehicle. H. Electric vehicle charging infrastructure- means structures, machinery, and equipment necessary and integral to support an electric vehicle, including but not limited to battery charging stations, rapid charging stations, and battery exchange stations. I. Electric vehicle installed or "EV Installed" means a fully installed electric vehicle charging station for Level II (208/240 V, 40-amp) or Level III (480 V, 60-amp or higher) charging levels. J. Electric vehicle parking space- means any marked parking space that identifies the use to be exclusively for the parking of an electric vehicle. K. Electric vehicle ready or "EV ready"- mean a parking space that is designed and constructed to include a fully -wired circuit with a Level II (208/240-volt, 40-amp) electric vehicle charging receptacle outlet or termination point, including conduit and wiring and the electrical service capacity necessary to serve the receptable, to allow for future installation of an electrical vehicle charging station. Page 2 of 7 Packet Pg. 46 8.B.a L. Electric vehicle supply equipment or "EVSE"- see Electric vehicle charging station. M. Non-residential use- for the purposed of this chapter 17.115. ECDC, a non-residential use means any primary use that is not a residential use such as, but not limited to, business uses, commercial uses, public facilities, or industrial uses. N. Rapid charging station- means a Level III (480 V, 60-amp or higher) electric vehicle charging station that allows for faster recharging of electric vehicle batteries through higher power levels. 17.115.030 Permitted locations. Electric vehicle charging stations and battery exchange stations are intended as accessory uses on a property. These stations are permitted based on charging level as listed below: A. Level I, Level 2, and Level III electric vehicle charging stations. An electric vehicle charging station equipped with Level 1, Level 2, or Level III charging equipment is allowed in all zoning districts. B. Battery exchange stations. Battery exchange stations are allowed in all zoning districts where automobile service stations are permitted and according to the regulations of the specific zoning district for automobile service stations. 17.115.040 Required facilities. A. Applicability. Development for each of the land uses identified in Table 17.115.040 shall be required to provide electric vehicle charging infrastructure when one of the following occurs. 1. Anew building or new off-street parking facility is developed; or 2. An addition or improvement to an existing building is made that exceeds: a. Fifty percent (50%) of the total gross floor area of the building site; b. More than fifty percent (50%) of its replacement value is damaged, destroyed, or removed for any reason; or 3. The parking capacity of an existing building, site or parking facility is increased by more than 50 percent (50%) of the total parking spaces provided. B. Standards. The table below lists the minimum number or percentage of Electric Vehicle charging infrastructure that shall be required by type of use for the purposes of calculating the number of electric vehicle charging stations. Page 3 of 7 Packet Pg. 47 8.B.a Table 17.115.040: Electric Vehicle Charging Infrastructure Requirements Type of Use Number of EV Capable Parking Spaces Number of EV Ready Parking Spaces Number of EV Installed Parking Spaces Single family dwelling units' N/A 1 per dwelling unit N/A Multiple dwelling units' 20% of parking spaces 40% of parking spaces 10% of parking spaces Non-residential uses 20% of parking spaces 20% of parking spaces 10% of parking spaces Footnote 1: For the purposes of this section, those multiple dwelling units with individual garages will follow the requirements for single family dwelling units. C. Calculations. 1. Fractions. For the purposes of this chapter 17.115 ECDC, calculations will be rounded up to the nearest whole number. 2. Inclusion in Parking Calculations. All EV installed, EV ready, and EV capable spaces are to be included in the calculation for the number of minimum parking spaces, as provided by the applicable chapter of the Edmonds Community Development Code. 3. Uses Not Specified. Any use not listed in Table 17.115.040 must meet the requirements of the most similar listed use as determined by the Development Services Director. 4. Different Uses on Same Site. The requirement for different uses on the same site is calculated as the sum of all requirements for the individual uses. In the instance when a building on a larger development site requires EV charging infrastructure per this Chapter 17.115 ECDC but not the remainder of the development site, only the required parking for that specific building or improved area will require compliance with this Chapter 17.115 ECDC. 5. For the purposes of this table, a portion or all of a lower requirement for EV charging infrastructure can be substituted with one of the higher requirement (e.g. EV capable to EV ready, EV ready to EV installed, or EV capable to EV installed) so long at the total minimum number of of EV parking spaces required in Table 17.115.040 for the use remains the same. For example, a non-residential use could increase the amount of EV ready parking spaces from 20% to 30%, reduce the amount of EV capable parking spaces from 20% to 10%, and keep the same amount of EV installed spaces at 10%. This example would be permitted because a) a portion of the lower requirement (EV capable) was substituted for a higher requirement (EV ready), and b) the overall minimum number of EV parking spaces (50%) remains the same. Page 4 of 7 Packet Pg. 48 8.B.a 17.115.050 General station requirements. A. Size. A standard size parking space or compact parking space as permitted in Chapter 18.95 will be used for an electric vehicle charging station where such a station is required or planned, except for required accessible electric vehicle parking spaces as listed in ECDC 17.50.60. Installation and Equipment. The charging station installation and equipment will be consistent with rules and regulations adopted pursuant to RCW 19.27.540. Electric vehicle infrastructure requirements, and with applicable regulations under the City's building code and fire code, Title 19 ECDC. C. Location, Design, and Maintenance. Where provided, parking for electric vehicle charging purposes will meet the following standards: 2. Clearance. Charging station equipment mounted on pedestals, light posts, bollards or other devices will be a minimum of 24 inches clear from the face of curb. 3. Charging Station Equipment. Charging station outlets and connector devices will be no less than 36 inches or no higher than 48 inches from the top of surface where mounted, and will contain a retraction device and/or a place to hang permanent cords and connectors sufficiently above the ground or paved surface. 4. Charging Station Equipment Protection. When the electric vehicle charging station space is perpendicular or at an angle to curb face and charging equipment, adequate equipment protection such as wheel stops or concrete -filled steel bollards can be used. 5. Maintenance. Charging station equipment will be maintained in all respects, including the functioning of the charging equipment. A phone number or other contact information will be provided on the charging station equipment for reporting when the equipment is not functioning, or other problems are encountered. D. Data to be available. To allow for maintenance and notification, the owners of any private new electric vehicle infrastructure station that will be publicly available shall provide information on the station's geographic location, date of installation, equipment type and model, and owner contact information. E. Time limits. Time limits maybe placed on the number of hours that an electric vehicle is allowed to charge, prohibiting indefinite charging or parking. If applicable, warnings will be posted to alert charging station users about hours of use and possible actions affecting electric vehicle charging stations that are not being used according to posted rules. F. Location. Placement of a single electric vehicle charging station is preferred at the beginning or end stall on a block face. Page 5 of 7 Packet Pg. 49 8.B.a 17.115.060 Accessible electric vehicle charging stations. A. Where electric vehicle charging facilities are provided in parking lots and parking garages, excluding individual garages in single-family or multifamily dwelling units, accessible electric vehicle charging stations are provided according to the following ratio: A minimum of ten percent (10%) of parking space requiring electric vehicle charging infrastructure, rounded to the next whole number, must be designated accessible parking spaces required in ECDC 17.115.040. The electric vehicle charging infrastructure may also serve adjacent parking spaces not designated as accessible parking. B. Accessible electric vehicle charging stations should be located in close proximity to the primary or employee entrance of a building or facility and shall be connected to a barrier -free accessible route of travel. 64 , 17.115.070 Charging and parking. A. Electric vehicle charging stations, where provided for public use, are reserved for parking and charging of electric vehicles only, except as otherwise provided by this chapter. B. Electric vehicles may be parked in any space designated for public parking, subject to the restrictions that would apply to any other vehicle that would park in that space. 17.115.080 Signage. r A. Electric vehicle signage must be posted in a clear and conspicuous manner, pursuant to RCW 46.08.185. Each charging station spacei7tbe posted with signage indicating the space is only for electric vehicle chargin purposes. Days and hours of operation must be included if time limits or tow -away provisions ar enforced. J7 16.60.030 Site development standards — Design. (CG Zoning District) 5. Electric vehicle charging stations. See Chapter 17.115 ECDC for parking standards relating to electric vehicle (EV) charging infrastructure. One OF ^'^r*"ar vphir'^ GhaFging S&AMA^'s must he pFevided te serve at least 10 percent ef the required residential parking stalls. IR additien, either additie-inal statieRs er shall be provided. Fer this Subsectien, "planned capacity" means sate design -and ce.nstructien that Page 6 of 7 Packet Pg. 50 8.B.a 16.110.020 Site development standards. (Westgate Mixed -Use Zone District) F. Electric Vehicle (EV) Charging Infrastructure Parking Standards. See Chapter 17.115 ECDC for parking standards relating to electric vehicle (EV) charging infrastructure 17.50.010 Off-street parking required. D. Electric Vehicle (EV) Charging Infrastructure Parking Standards. See Chapter 17.115 ECDC for parking standards relating to electric vehicle (EV) charging infrastructure. 17_s0.n20 Parking space requirements. D. Electric Vehicle (EV) Charging Infrastructure Parking Standards. See Chapter 17.115 ECDC for parking standards relating to electric vehicle (EV) charging infrastructure. 21.90.012 Service Station, Automobiles. An automobile station means a business that provides for any or all of the following: A. The sale of gasoline, diesel or other fuels used for the propulsion of motor vehicles, when such products are delivered directly into the fuel tanks of automobiles. Battery exchange stations that enable an electric vehicle with a swappable battery to exchange the depleted battery with a fully charged battery as defined in ECDC 17.115.020 are also considered an automobile service station. Page 7 of 7 Packet Pg. 51 uric o4W/� Ak r 11 r I oi E10 Io eo S9 0 d 8.B.b Am 0 Tonight's Agenda: Review of Draft Amendment 1) Recap from Last PB Meeting (6/8/21) 2) Analyze Draft Code Amendment 3) Review Comparative Standards and Scenarios E 0. 0 d 0 a 6/22/2021 Packet Pg. 53 W D J J' ol on NOTE r TA- 04 F-ti l I 0- �w �;. Packet Pg. 54 g w 8.B.b a EV Charging Infrastructure supports City's Sustainability Goals Demand and Options for EV is Growing Fear of not finding places to charge batteries is a 49 concern in switching to EV L R Cn E 0 0 E key E O U c O r r C O Much cheaper to install in new development than to retrofit N O E Q Understanding Code Components: Stages, Charging Levels, and Needs by Use Type a Packet Pg. 55 8.B.b Cost Implications Equity Considerations Ease of Technology Usage Flexibility in Standards, Allowing Future Technology Considerations Larger Environmental Impacts, Connections to Packet Pg. 56 8.B.b Decisions for ECDC Code Amendment Which staging levels should be required by use type? (capable, ready, installed) Should the different charging levels be allowed citywide? (Levels I, II, or III) Identifying an appropriate ratio of EV charging stations per parking space, by use type. (Single -Family, Multifamily, non-residential, etc.) 6/22/2021 Proposing New Chapter in Title 17 for EV Charging Infrastructure Intent and Purpose General Station Requirements Definitions Accessible EV Charging Stations Permitted Locations Parking Restrictions Required Facilities Signage DPti n itic • Describe the key components (what EV is, the EV components, and where they operate • Follow Best Practices, Other Codes, and Accepted Definitions • Describes Charging Levels (voltage for Level I, II, and III) • Describe Stage Levels (EV Capable, EV Ready, and EV Installed) Note: Staging types require specific charging levels to meet the definition: EV Capable = EV Ready = EV Installed = Level II Charging Level II Charging Level II or III Charging 6/22/2021 Packet Pg. 60 8.B.b Level I, Level I I, and Level III Charging Stations - allowed g allowed citywide Battery Exchange Stations - tre ated as Automotive Service Stations, allowed where Service Stations are permitted Packet Pg. 61 Applicability EV Charging Infrastructure would be required when... 1. A new building or new off-street parking facility is developed; 2. An addition / improvement to an existing building exceeds: a. 50% of the total gross floor area; or b. 50% of the value of the site (assessed or appraised value) 3. 50% increase in parking capacity (based on total parking spaces) 6/22/2021 Applicability (cont.) Two Options for Requiring Upgrades to Existing Buildings Option A: 50% Rule 50% increase in the area, 50% of value of property is improved, or 50% increase in the total number of parking spaces Option B: 75% of replacement cost Use existing non -conforming provisions in 17.40.020: (Shall comply) If a nonconforming building or structure is destroyed or is damaged in an amount equal to 75 percent or more of its replacement cost... Several exceptions for Historic Buildings and Residential Buildings 6/22/2021 10"'Iffitdrelad N/A 1 per dwelling unit N/A 20% of parking spaces 40% of parking spaces 10% of parking spaces 20% of parking spaces 20% of parking spaces 10% of parking spaces Footnote 1: Multiple dwelling units with individual garages shall follow the requirements for single family dwelling units Packet Pg. 64 LO N E N ry N Ln LL T U i W N N ry 2019-21 Progress SWEEP SOU7HWEST ENERGY EFFICIENCY PROJECT Municipality. International • im& r Building Code (IBA} f 'I Elf -Ready space per 5% EV-Installed 15% Elf -Ready, 5% Elf -Installed, 10 Elf -Ready, Denver C0 2019 nternationaI dwelling unit 80 Elf -Capable ID% Elf- apable Revenue code (I RC) i F:V-RF-ady sp;ic•c, rw,r 541� Flf-In�fAIPd 10111h FV-Ro-;idy, A FV-IrtsFall-Rd, IDOA Flf-Rp-my, Boulder 019 IBC J I R dwelling u n A 40 Elf -Capable ( 5+ spaces) 10 Elf -Ca pable ( 5+ spaces) 1 Elf -Ready space per 5 EVAnstalled, 10% Elf -Ready, 5 EVAnstaIled, 10 Elf -Rudy, Avon 2,)21 0 24' 9 iBC ! IRC dwelling unlit 15% Ell -Capable (7+ spaces) 15 Elf- a pable (10+ spaces) Fort Collins '-o Elf -Capable space pc:; 10EV-Capable dwelling unit 1% EV-Installed (increiases by 11 E1f-Ready space per 2% Elf -Installed, 10 Elf -Ready 1 % every 5 years), 10% Elf - Madison WI 2021 ;Di,-. .}{:'.,-.. dwelling unit (increases by 10 every 5 years) Ready (increases by 10% every 5 years) San Jose 2019 Ordinance 1 Elf -Ready space per 10% Elf -Installed, 0% Elf- 10 Ell -Installed, 40 Ell- dwfelln i-Y ui lit 11 EV-Rudy space per Ready, 70% Ell -Capable apabl" % Elf -Installed, 5% Elf -Ready �# Louis M� 2�'I �rdinanc� IBC f 1R dwelling unit (increases 10 10% in 2025) 2°14 Elf -Installed, S° Ell -Ready 2024 IBC Interna 021 - % Elf -Installed, 18% Ell -Ready Elf -Installed, 8% Elf -Capable proposed) ti0nal 6/22/2021 Source: EPA Webinar Presentation 3/24/21 Slide by: Matt Frommer, Southwest Energy Efficiency Project (SWEEP) IPacket Pg. 65 O State Legislation Requirements 1. Adopted in RCW and part of State Building Code 2019 Legislation- By July 1, 2021: 10% EV Capable Parking Spaces (Level II) Electrical Rooms Sized for 20% EV Spaces (Level II) Assembly, Education, and Mercantile Classifications- EV % only applies to employee spaces 2021 Legislation - By July 1, 2024 "The State Building Code Council's (Council) electric vehicle infrastructure requirements for buildings must exceed the minimum requirements established in 2019 for residential and commercial buildings to the extent necessary to support anticipated levels of zero - emission vehicle (ZEV) use that result from the implementation of the ZEV program and that result in emission reductions consistent with state emission reduction limits." 6/22/2021 Packet Pg. 66 Accessible EV Spaces • 10% of the EV parking spaces shall be Accessible Spaces • May serve adjacent parking spaces • Should be close to primary or employee entrances 6/22/2021 { 17.115.040.0 Calculations for Station Requirements - Cove rs Multiple Uses, Fractions, Adjusting Percentages, etc. - Language based on existing ECDC and Other Cities 17.115.050 General Station Standards Covers- Parking Size, Installation, Station Location, Time limits, etc. Language based closely on Other Cities and Best Practices Ak 9 ow 17.115.070 Charging and Parking Covers- More general standards Simplified from Other Cities/ Best Practices 17.115.080 Signage Covers- Basic signage requirements Simplified to rely on State and National EV Signage Standards Questions? Eric Engmann, AICP Senior Planner I City of Edmonds eric.enaman n@edmondswa.aov (425) 997-9541 6/22/2021 " ~ Packet Pg. 69 Ad i I. -r GREAT PLAINS Better Energy. %IW INSTITUTE Better World. Summary of Best Practices in Electric Vehicle Ordinances BY CLAIRE COOKE AND BRIAN ROSS It n J U N E 2019 i P. S 8.B.c This ordinance guide was developed based upon funding from the Alliance for a Sustainable Energy, LLC, Managing and Operating Contractor for the National Renewable Energy Laboratory for the US Department of Energy. Packet Pg. 70 8.B.c About the Great Plains Institute A nonpartisan, national, nonprofit organization, the Great Plains Institute (GPI) is transforming the energy system to benefit the economy and environment. We combine a unique consensus - building approach, expert knowledge, research and analysis, and local action to find and implement lasting solutions. Learn more at www.betterenergy.org. For more information on this ordinance summary, please contact Brian Ross, Senior Program Director at bross(d-)gpisd.net. Packet Pg. 71 8.B.c Contents Overview......................................................................................................................... 4 Electric Vehicle Charging Stations as Permitted Land Uses ........................................... 6 Electric Vehicle Make -Ready Standards......................................................................... 7 Electric Vehicle Supply Equipment Standards................................................................ 9 Electric Vehicle Parking Space Design and Location .................................................... 11 Required EV Parking Capacity & Minimum Parking Requirements ............................... 13 Electric Vehicle -Designed Parking Use Standards and Protections .............................. 17 Signage, Safety, and Other Standards.......................................................................... 19 Definitionof Terms........................................................................................................ 22 Packet Pg. 72 8.B.c Overview This document is a summary guide to electric vehicle (EV) and electric vehicle supply equipment (EVSE) ordinances in the US.' The guide is sorted into best practice categories and provides a summary of typical provisions used by cities for each category. Each category includes a table with key points and text examples from actual ordinances, as well as recommendations from model codes for that topic, drawn from one of several model ordinances, or ordinance guidance documents that have been developed to inform cities on developing EV- ready zoning standards. This summary is provided as a reference to cities seeking to develop EV zoning standards or development regulations. The summary does not address building or electric codes, only zoning ordinance language and associated tools. The examples are not intended to constitute recommendations, but rather to show the breadth of choices made by communities across the nation to integrate EVSE into development regulation. The ordinance language in the following tables are drawn from the zoning ordinances of the following cities. To see the full context of each example, click on the links below and use the search function within the ordinance document to find the relevant example. • Atlanta, GA • Auburn Hills, MI • Chelan, WA • Des Moines, IA • Douglas County, WA • Duluth, MN • Golden Valley, MN • Howard County, MD • Indianapolis, IN • Kansas City, MO • Methuen, MA • Middletown, CT • Montgomery County, MD • Mountlake Terrace, WA • New Orleans, LA • Saint Paul, MN • Salt Lake City, UT • St. Louis Park. MN The inventory of adopted ordinances also included a scan of model zoning ordinances and ordinance guidance documents for how local governments can use their zoning codes to help electrify transportation. ' This is not a complete inventory but rather a representative sample of ordinances from cities throughout the United States. Packet Pg. 73 8.B.c The guides and model ordinances are listed below, with links, along with their region of origin: • Europe: Electric Vehicle Charging Infrastructure: Guidelines for Cities • Georgia: Model Municipal Ordinance (click on the first hyperlink in Section II, A) • Iowa: Leadina the Charae: Citv Codes and Electric Vehicles • Midwest: Principles for EV-Ready Communities • New Jersey: Alternative Fuel Vehicle Readiness: A Guidebook for Municipalities • New York: Literature Review Summary: Electric Vehicle Supply Equipment Signage Guidance • New York: Promoting Electric Vehicle Charging Station Installations • Northeast/Mid-Atlantic: Creating EV-Ready Towns and Cities: A Guide to Planning and Policy Tools • Santa Clara County, CA: Plug-in Electric Vehicle Best Practices Compendium • Washington: Electric Vehicle Infrastructure: A Guide for Local Governments in Washington • Washington: Plug -In Electric Vehicle Readiness Plan Packet Pg. 74 8.B.c 1. Electric Vehicle Charging Station as Permitted Land Uses Information related to where EV charging stations (or specific types of EV stations) are permitted. Charging stations are likely to be an accessory use but may also be a principal use in some instances. Ordinances clarify where these land uses are permitted to streamline the installation of infrastructure that serves a public purpose. Typical Ordinance Includes Language Example Specification: City, State: Text: Treats different types of EVSE as "Level 1 and 2 electric vehicle charging different land uses and may distinguish stations are a permitted use in all zoning between where different types of charging districts... Level 3 electric vehicle charging stations are allowed. Chelan, stations are a permitted use in the • Charging station types are WA Warehouse and Industrial (WI), Highway typically distinguished as different Service Commercial (C-HS),..., zoning "levels" contingent on charging districts" speed (see "definitions" p11-12). • Most often, levels 1 & 2 are allowed in all zones while level 3 stations are restricted to specific "Levels 1, 2, and 3 electric vehicle charging zoning districts. stations are allowed in all zoning o May provide a table to designations." delineate use permitted Des zoning districts for each Moines, IA station type. • May also allow for all three levels in all zoning districts. Auburn "Installation shall be subject to permit Hills, MI approval administered by the Community May require a conditional or special use Development Department." "Level 3 electric vehicle charging permit for charging stations in specific zones. Chelan, stations... require a conditional use permit in WA Downtown Mixed Use (DMU), Tourist Accommodation (T-A).... zoning districts." New "No property or parcel may have more than Orleans, one electric vehicle charger installed in the May place restrictions on charging LA right-of-way adjacent to such property or stations in the right of way. parcel." Des "Electric vehicle charging stations are not Moines, IA permitted within the city right-of-way' Packet Pg. 75 8.B.c EV Guide and Model Code Recommendations Model Code Document Name: Iowa Clean Cities Coalition, Leading the Recommendation: "Define what types of EVSE are Charge: City Codes and Electric Vehicles allowable by land use type." Reasoning: "By establishing compatible charging stations according to land use types, cities can eliminate confusion about what is and isn't allowable while also affirming the desirability of EVSE within the community..." 2. Electric Vehicle Make -Ready Standards Requirements and standards for installing the infrastructure to support EVSE (also known as "make-ready"), other than the installation of the EVSE equipment itself. Make-ready standards are to prepare, at the time of construction, for future installation of chargers. Make-ready requirements capture savings by avoiding future costly retrofits to install chargers and have minimal impacts on the construction or renovation costs for the parking facility. Typical Ordinance Includes Language Example Specification: City, State: Text: "For new occupancies subject to this section: at least 1 parking space for each 25 residential units shall feature energized Howard outlets; and a residential unit with a garage, County, carport, or driveway shall feature MD appropriate electric vehicle supply equipment consisting of conductors, connectors,[...] so that an energized outlet may be added in the future." May require or recommend the installation of appropriate electrical "Multiple -Family Residential Land Uses: all capacity and conduits to support future new, expanded and reconstructed parking EVSE. St. Louis areas shall provide the electrical capacity Park, MN necessary to accommodate the future hardwire installation of Level 2 EVCSs for a minimum of 10% of required parking spaces." "Non -Residential Land Uses: all new, St. Louis expanded and reconstructed parking areas Park, MN shall provide the electrical capacity necessary to accommodate the future hardwire installation of Level 2 or DC Packet Pg. 76 8.B.c EVCSs for a minimum of 10% of required parking spaces." "In order to proactively plan for and accommodate the anticipated future growth in market demand for electric vehicles, it is strongly encouraged, but not required, that Auburn all new one -family and multiple -family Hills, MI homes with garages be constructed to provide a 220-240-volt / 40 amp outlet on a dedicated circuit and in close proximity to designated vehicle parking to accommodate the potential future hardwire installation of a Level-2 electric vehicle charging station." "it is strongly encouraged, but not required, that all new and expanded non-residential development parking areas provide the electrical capacity necessary to Auburn accommodate the future hardwire Hills, MI installation of Level-2 electric vehicle charging stations. It is recommended that a typical parking lot (e.g., 1,000 or less parking spaces) have a minimum ratio of 2% of the total parking spaces be prepared for such stations." May delineate zoning districts where Mountlake "Electric vehicle infrastructure shall be EVSE is allowed. Terrace, permitted in zoning districts of the city as WA identified in ..." EV Guide and Model Code Recommendations Model Code Document Name: Model City Ordinance Relating to Electric Recommendation: "Require that [the] main electrical Vehicle (EV) Charging Infrastructure switchgear be installed with sufficient space and capacity to support 20% of EV spaces at 208/240V and 40A per space, with a dedicated branch circuit and overcurrent protection device, per space." Reasoning: "Retrofitting parking structures can be 91 %+ more expensive than outfitting garages during the initial construction phase." Recommendation: "Require that all parking spaces in a parking structure be made "EV-Capable" i.e. conduit be Packet Pg. 77 8.B.c installed throughout the structure and subpanels sized to accommodate 60A or 40A breakers for each." Reasoning: "[if] at least 20% of stalls are "EV-Ready" ... the total electrical capacity is able to be shared among the remaining 80% of EV parking stalls using load sharing technology. However, this is only possible if the electrical conduit (trunk line) and subpanels are preinstalled throughout the parking garage to allow Level-2 Charging Equipment to be connected in the future." 3. Electric Vehicle Supply Equipment Standards Minimum standards or required design of charging equipment or charging station infrastructure These standards are often combined with minimum requirements for EV charging installations (see best practice #5). Typical Ordinance Includes Language Example Specification: City, State: Text: May require that EVSE meet standards Atlanta, GA "Installation of EVSE shall meet National found in the National Electric Code. Electric Code article 625..." "Battery charging station outlets and Montgomery connector devices shall be no less than 36 County, MD inches and no higher than 48 inches from Often specifies that EVSE must be the surface where mounted." mounted. "Equipment mounted on pedestals, lighting • May specify on what EVSE should be mounted. posts, bollards, or other devices for on- • Often specify at what height Chelan, WA street charging station shall be designed EVSE should be mounted. and located as to not impede pedestrian • Often specify that EVSE should travel or create trip hazards within the right - be installed so as not to be a of -way" tripping hazard. • May require a retraction device "Cords shall be retractable or have a place or place to mount cords. to hang the connector and cord sufficiently • May specify that cords should New above the pedestrian surface. Any cords not cross walkways. Orleans, LA connecting the charger to a vehicle shall be configured so that they do not cross a driveway, sidewalk, or passenger unloading area." May specify other standards that EVSE St. Louis "EVCS pedestals shall be designed to should comply with. Park, MN minimize potential damage by accidents, Packet Pg. 78 8.B.c • May specify that EVSE be vandalism and to be safe for use in installed in compliance with a inclement weather." specific state code. "Battery charging station outlets and • Often specify that EVSE be installed in compliance with the connector devices shall be mounted to Americans with Disabilities Act. St. Louis comply with state code and must comply p Y p Y Park, MN with all relevant Americans with Disabilities Act (ADA) requirements." May specify the distance of the charging Mountlake "Charging station equipment... shall be a station from the curb. Terrace, minimum of 24 inches clear from the face of WA the curb." "Electric vehicle charging stations utilizing Des Moines, parking stalls located in parking lots, or IA parking garages shall comply with the May specify under what circumstances a following requirements..." parking space must adhere to these standards. "Design criteria for electric vehicle charging Douglas stations or battery exchange stations within County, WA commercial, industrial and mixed -use zoning districts..." EV Guide and Model Code Recommendations Model Code Name: Iowa Clean Cities Coalition, Leading the Recommendation: Design criteria should be created for Charge: City Codes and Electric Vehicles EVSE installations. Reasoning: "By articulating standards for EVSE design and installation, including setbacks and pedestal height for freestanding units, a community can facilitate a smooth construction permitting process." in Packet Pg. 79 8.B.c 4. Electric Vehicle Parking Space Design and Location Information related to EV parking space design and location. Design and location decisions will affect installation cost (length of conduit from electric source) and use (location of the space relative to the building). Typical Ordinance Includes Language Example Specification: City, State: Text: "The installation of an EVSE should not reduce the electric vehicle charging Atlanta, GA station's length to below the size and standards required under section 16- 28.014" May specify parking space size. "Where provided, spaces should be Methuen, standard size parking stalls but designed in MA a way that will discourage non -electric car vehicles from using them." Montgomery "The minimum width for a parking space for County, MD charging electric vehicles is 9 feet." "Criteria for electric vehicle parking and charging on private streets... For the purpose of reducing cable management Atlanta, GA issues and placing the... charging station closer to crosswalks and curb ramps, such charging stations shall be installed to use the last space on a block face in the direction of travel." "Parking spaces for electric vehicles must Methuen, not be located in the most convenient spots May specify the location of parking MA because this will encourage use by non - spaces on a street or within a parking lot. electric vehicles." Salt Lake "The electric vehicle parking space shall be City, UT located in the same lot as the principal use." "The EVCSs shall be located in desirable St. Louis and convenient parking locations that will Park, MN serve as an incentive for the use of electric vehicles." St. Louis "General Requirements for Single -Family Park, MN Residential Zoning Districts ... EVSE shall be located in a garage, or on the exterior wall 11 Packet Pg. 80 8.B.c of the home or garage adjacent to a parking space." "Design should be appropriate to the location and use. Facilities should be able May provide specifications about parking Methuen, to be readily identified by electric cars users space and location fit. MA but blend into the surrounding landscape/architecture for compatibility with the character and use of the site." Chelan, WA Equipment shall be protected by wheel stops or concrete filled bollards." "Adequate battery charging station May require the parking space to have features that protect charging equipment. protection, such as concrete -filled steel Montgomery bollards shall be used. Curbing may be County, MD used in lieu of bollards, if the battery charging station is setback a minimum of 24 inches from the face of the curb." May simply specify an entity with the "The city manager or designee is authorized authority to create standards for EV Des Moines, to develop and maintain standards for the charging stations. IA design and construction of electric vehicle charging stations." EV Guide and Model Code Recommendations Model Code Document Name: Plug-in Electric Vehicle Best Practices Compendium (County of Santa Clara, CA) Recommendation: Information be given concerning "Parking configurations, including guidance on whether it is preferable to locate chargers in perpendicular, parallel, or angled parking spaces, and on the location of wheel stops, guard posts and signage." Packet Pg. 81 8.B.c 5. Required EV Parking Capacity & Minimum Parking Requirements Information on minimum EV parking standards and on how EV charging spaces/parking spots are accounted for as part of minimum parking space requirements (parking minimums already in place in the ordinance). Cities requiring EV parking minimums are capturing the public value in this infrastructure, like non-EV parking minimums, and to landscaping, stormwater management, accessibility, and other design elements that are routine elements of parking standards. Typical Ordinance Includes Language Example Specification: City, State: Text: Montgomery "The minimum number of electric vehicle charging County, MD stations required is 1 electric vehicle charging station per 50 parking spaces." Howard "For new occupancies subject to this section: at least Often recommends or requires 1 parking space for each 25 residential units shall that a proportion of parking County, MD feature energized outlets." spaces be EV charging stations, "The first column in Table 1 shows the type of land designated for EV parking, or be EVSE ready. use for which electric vehicle charging stations shall • These are often be provided, pursuant to this section. The second specified as a percent column shows the minimum percentage of the or a ratio. facility's parking spaces that shall provide a • May also be based on connection to electric vehicle charging stations." land uses such as the Percent number of residential units in a development. Mountlake Land Use Type Parking • May be based on land Terrace, WA Spaces Multi -household Res 10% use type. • May limit the number of Lodging 3% chargers that can be Retail, eating and drinking 1% installed in the right -of- Office, medical o 3/ way. • May include incentives Industrial 1% Institutional, Municipal 3% for higher level charging Recreation/Entertainment/Cultural 1% stations through Other 3% variations in space requirements. "All new or reconstructed parking structures or lots with at least 50 parking spaces, or expanded parking St. Louis structures or lots that result in a parking lot with 50 Park, MN or more parking spaces, shall install EVSE as required below. 1. Multiple -family residential land uses shall have 10% of required parking as Level 1 stations for Packet Pg. 82 8.B.c resident parking, and one Level 2 station for guest parking. At least one handicapped accessible parking space shall have access to an EVCS. 2. Non-residential land uses with parking spaces available for use by the general public shall have at least 1 % of required parking as Level 2 stations with a minimum of two spaces served by Level 2 charging, with at least one station adjacent to an accessible parking space. In non-residential zoned districts, DC charging stations may be installed to satisfy the EVCS requirements described above on a one -for -one basis." "Two electric vehicle charging stations shall be Indianapolis, IN required for developments that provide 500 or more off-street parking spaces." "Any new development that requires 25 or more parking spaces, as calculated by Section 40.04 of Middletown, these regulations, shall have a minimum of 1 CT charging space or 3% of the total number of spaces allocated to Electric Vehicles (EVs) (whichever is greater) and must have a Level 2 or 3 charging station/connection per EV parking space." Salt Lake City, UT "The number of required minimum parking spaces is determined after applying any applicable reductions and exemptions. The number of required EV parking spaces shall be as follows:" Required Minimum Number of Parking Spaces Number of EV Parking Spaces 0 to 49 0 50 to 99 1 100+ 2, plus 1 for each additional 100 stalls "No property or parcel may have more than one (1) electric vehicle charger installed in the right-of-way New adjacent to such property or parcel." Orleans, LA Packet Pg. 83 8.B.c "A reduction in the minimum number of required electric vehicle parking stalls may be reduced by 25% if a Level 2 station is installed or by 50% if a Salt Lake Fast Charge station is installed. For each additional City, UT Level 2 or Fast Charge station installed, the additional reduction will be based on the already reduced number." "A minimum of 2% of required automobile parking spaces are signed and reserved for hybrid/electric/low energy vehicles in preferred locations near the primary building entrance." May include EV parking space Duluth, MN proportion requirements as part of optional financing or a flexible code. • May be part of a Golden (include) "An electric vehicle charging station sustainability points system (Duluth, MN). Valley, MN accessible to residents, employees, and/or the • May be one of several public." required amenities to choose from as part of a *Work in Progress* In their city code under Chapter Planned Unit 81. - Sustainable Building, Saint Paul has an Development (Golden "Overlay" that is required for "construction projects Valley, MN). receiving more than $200,000 in public assistance, • May be tied to public as well as certain rehab projects." This overlay funding or financial Saint Paul, specifies different requirements including "Electric partnership by the city MN vehicle charging capability." However, specifications (Saint Paul, MN) regarding this requirement are yet to be worked out. - City of Saint Paul Website - Sustainable Building Policy - Sustainable Building Policy Guidebook "When the cost of installing EVSE required by this Chapter would exceed five percent of the total project cost, the property owner or applicant may request a reduction in the EVSE requirements and St. Louis submit cost estimates for city consideration. When May include flexibility on Park, MN City Council approval of the project is not required, minimum requirements to the Zoning Administrator may administratively reduce cost burden. approve a reduction the required amount of EVSE to limit the EVSE installation costs to not more than five percent of the total project cost." Middletown, "Applicants may request a waiver or reduction of CT electric vehicle parking requirements from the Q Packet Pg. 84 8.B.c Planning and Zoning Commission during site plan approval." "Accessible vehicle charging stations shall be provided based on the following table:" Chelan, WA Number of EV Charging Min. Accessible Stations EV Stations 3-50 1 51-100 2 May require that a proportion of EV charging stations also be "A minimum of one accessible electric vehicle made accessible. charging station is required in any parking facility that is required to have one electric vehicle parking space. For parking facilities required to have 51-75 Montgomery electric vehicle parking spaces the number of County, MD accessible spaces will increase to two (2). Between 76 — 100 electric vehicle parking spaces increases to three (3) and each thereafter increment of 25 electric charging station shall increase by one additional accessible electric vehicle charging space." Kansas City, Electric vehicle charging stations may be counted MO toward satisfying minimum off-street parking space requirements." Methuen, "An electric vehicle charging space may count for'/z MA of a space in the calculation for minimum parking spaces that are required..." "For each electric vehicle charging station provided, May count electric vehicle Indianapolis, the minimum number of required off-street parking charging stations towards IN spaces may be reduced by two. Each charging meeting existing minimum station counts toward the minimum number of parking requirements for required parking spaces." developments (despite being simultaneously restricted to EVs "Electric vehicle charging stations located within only). Chelan, WA parking lots or garages may be included in the calculation of the minimum required parking spaces required pursuant to the Development Standards..." "Requests for reduction of general parking spaces in exchange for additional EV parking: For any Middletown, development that exceeds the minimum number of CT EVCs as required ... The reduction of parking cannot be greater than 10% of the total amount of parking for the proposed development." r Q Packet Pg. 85 8.B.c EV Guide and Model Code Recommendations Model Code Name: Action Items for EV-Ready Communities (NYSERDA Fact Sheet, Energetics) Creating EV-Ready Towns and Cities: A Guide to Planning and Policy Tools (NYSERDA, Transportation and Climate Initiative of the Northeast and Mid -Atlantic States, 2012) Recommendation: Require "Set numerical or percentage -based goals ... for EV infrastructure in new construction." Recommendation: Create an "incentive zoning [that] provides a bonus, such as in the form of additional floor area, in exchange for the provision of a public amenity or community improvements ... In the case of EVSE, a developer incentive would be exchanged for EVSE pre - wiring or charging station installation." 6. Electric Vehicle -Designed Parking Use Standards and Protections Information related to parking restrictions, protections, and penalties for EV-designated spaces Restricting use of EV charging parking stalls to EVs protects the public benefit being provided, like limiting use of accessible parking stalls. Typical Ordinance Includes Specification: Language Example City, State: Text: "Each electric vehicle charging station and Atlanta, parking space for which any parking GA incentive was granted shall be reserved for use as an electric vehicle charging station or as electric reserved parking." "A police agency or a governmental May state restrictions on what type of vehicle may park in an EV charging agency... may provide for the immediate station parking space. removal of a vehicle... in any of the following circumstances ... When a sign provides May specify the ramifications for parking notice that a parking space is a publicly unauthorized vehicles in EV charging designated electric vehicle charging station, spaces. Auburn no person shall park or stand any non - Hills, MI electric vehicle in a designated electric vehicle charging station space. Further, no person shall park or stand an electric vehicle in a publicly designated electric vehicle charging station space when not electrically charging or parked beyond the days and hours designated on the regulatory signs posted." 17 Packet Pg. 86 8.B.c "Except when located in conjunction with Chelan, single-family residences, electric vehicle WA charging stations shall be reserved for parking and charging of electric vehicles only." "Public electric vehicle charging stations must be reserved for parking and charging Kansas electric vehicles only. Electric vehicles may City, MO be parked in any space designated for public parking, subject to the restrictions that apply to any other vehicle." EV Guide and Model Code Recommendations Model Code Name: Alternative Fuel Vehicle Readiness: A Guidebook for Municipalities (North Jersey Transportation Planning Authority, 2017) Recommendation: Municipalities should create enforcement policies for EV parking and charging stations that "specify towing of vehicles in violation of the restriction or impose a fine." Reasoning: "It is important to define how restrictions and time limits will be enforced. Without an enforcement policy, there is no incentive to follow the restrictions." ip Packet Pg. 87 8.B.c 7. Signage, Safety, and Other Standards Information related to signage, road markings, notifications, lighting, usage fees, and maintenance. Signage helps all drivers understand appropriate use of this new form of parking infrastructure, and other standards similarly attempt to protect or enhance the public value of the infrastructure and minimize risks. Typical Ordinance Includes Language Example Specification: City, State: Text: "Way finding signs, if installed, shall be placed to effectively guide the motorists to the electric vehicle parking space and/or Atlanta, GA charging station. Private regulatory signage Often includes signage and road shall be placed in a manner that shall not marking requirements. interfere with any parking space, drive lane • May include photo examples of or exit." signage. "Each electric vehicle charging station shall Douglas be posted with signage indicating the County, WA space is only for electric vehicle charging purposes." "Site lighting shall be provided where an St. Louis electric vehicle charging station is installed, Park, MN unless charging is for daytime purposes Often includes lighting requirements. only." "Lighting. Adequate site lighting shall be Chelan, WA provided, which shall also comply with Chapter 17.62..." Often includes information about Kansas City, "Property owners are not restricted from charging usage fees. MO collecting a service fee for the use of an electric vehicle charging station." "Electric vehicle charging stations and parking spaces for which any parking incentive was granted shall be operational at all times. When an electrical vehicle Often includes information about general Atlanta, GA parking station is not operational for 14 operations and maintenance. consecutive days, it shall be considered to have been removed from service. The failure to maintain the number of electric vehicle charging stations and parking spaces shall be cause to require the Packet Pg. 88 8.B.c installation of the number of parking spaces required by the district regulations." Model Code "Charging station equipment shall be — Electric maintained in all respects, including the Vehicle functioning of the charging equipment. A Infrastructure. phone number or other contact information Guide for shall be provided on the charging station Local equipment for reporting when the Governments equipment is not functioning, or other (Washington problems are encountered." State) "The EVCS must be operational during the St. Louis normal business hours of the use(s) that it Park, MN serves. EVCS may be de -energized or otherwise restricted after normal business hours of the use(s) it serves." "A phone number or other contact Atlanta, GA information shall be provided when the Often includes requirements for contact station is not functioning in a manner that information for instances where a allows electric vehicles to be charged." charging station is damaged or out of "A phone number or other contact order. St. Louis information shall be provided on the Park, MN equipment for reporting problems with the equipment or access to it." "The following information shall be posted at all electric vehicle charging stations: 1. Voltage and amperage levels; 2. Hour of operations if time limits or tow - away provisions are to be enforced by the Often includes information about Chelan, WA property owner; Pro P Y required notices. 3. Usage fees; 4. Safety information; 5. Contact information for reporting when the equipment is not operating or other problems." "Time limits may be placed on the number May include time limits and hours of Mountlake of hours that an electric vehicle is allowed operation. Terrace, WA to charge, prohibiting indefinite charging /parking. If applicable, warnings shall be posted to alert charging station users about r Q Packet Pg. 89 8.B.c hours of use and possible actions affecting electric vehicle charging stations that are not being used according to posted rules." "The EVCS must be operational during the St. Louis normal business hours of the use(s) that it Park, MN serves. EVCS may be de -energized or otherwise restricted after normal business hours of the use(s) it serves." "Minimum landscaping requirements for surface electric vehicle parking and charging station lots ... (a) All parking shall May include information on landscaping be terminated with a landscape strip a requirements. Atlanta, GA minimum width of five feet and equal to the length of the parking bay. (b) All required landscaped areas shall be planted with evergreen groundcover or shrubs with a maximum mature height of 30 inches..." EV Guide and Model Code Recommendations Model Code Document Name: Plug-in Electric Vehicle Best Practices Recommendation: "Local governments should ...consider Compendium (Santa Clara County) reducing EVSE permitting costs ... by waiving or subsidizing the fees to residents and/or businesses." Action Items For EV-Ready Communities Recommendation: "Simplify and streamline permit (NYSERDA) processes." Literature Review Summary: Electric Recommendation: All sign types should be considered Vehicle Supply Equipment Signage when writing an EV ordinance. "There are three different Guidance. (NYSERDA, Energetics, types of signage applicable to EVSE: General Service or 2013) Guidance Signs, Regulatory or Enforceable Signs, and Special or Information/Trailblazer Signs." Packet Pg. 90 8.B.c 8. Definition of Terms Defining terms is a best practice for any ordinance, particularly when ordinance users and staff may be unfamiliar with the specifics of the land use and the policies being implemented via the ordinance requirements. Several EV or EVSE terms used in or pertinent to an EV-ready ordinance are defined below. Not all terms are used by each city. Terms used in an ordinance should be pertinent to the specific language and regulations found in each city's ordinance. Typical Ordinance Includes Language Example Term: City, State: Text: "an electric vehicle charging station where Accessible electric vehicle charging Auburn Hills, the battery charging station is located station MI within accessible reach of a barrier -free access aisle and the electric vehicle." "an electrical component assembly or Battery charging station St. Louis cluster of component assemblies designed Park, MN specifically to charge batteries within electric vehicles." Electric "any vehicle that operates exclusively on Vehicle electrical energy from an off -board source Infrastructure: that is stored in the vehicle's batteries, and Battery Electric Vehicle Guide for produces zero tailpipe emissions or Local pollution when stationary or operating." Governments (Washington State) "a fully automated facility that will enable an electric vehicle with a swappable battery to enter a drive lane and exchange the Des Moines, depleted battery with a fully charged Battery exchange station IA battery through a fully automated process, which meets or exceeds any standards, codes, and regulations set forth by chapter "the standardized indicators of electrical Charging Levels force or voltage, at which an electric • Level 1 Auburn Hills, vehicle's battery is recharged. The terms • Level 2 MI 1,2, and 3 are the most common charging • Level 3 levels, and include the following specifications: Packet Pg. 91 8.B.c *This is in some instances paired with the definition for electric vehicle charging station* 1. Level-1 is considered slow charging. Voltage including the range from 0 through 120. 2. Level-2 is considered medium charging. Voltage is greater than 120 and includes 240. 3. Level-3 is considered fast or rapid charging. Voltage is greater than 240. " "Level 1 is considered slow charging and operates on a fifteen to twenty amp breaker on a one hundred twenty volt AC circuit. Level 2 is considered medium charging and operated on a forty to one hundred amp breaker on a two hundred eight or two hundred forty volt AC circuit. Chelan, WA Level 3 is considered fast or rapid charging and operated on a sixty amp or higher breaker on a four hundred eighty volt or higher three phase circuit with special grounding equipment. Level 3 stations can also be referred to as rapid charging stations that are typically characterized by industrial grade electrical outlets that allow for faster recharging of electric vehicles." "the standardized indicators of electrical force, or voltage, at which an electric vehicle's battery is recharged. The terms Level I, 2, and 3 are the most common EV charging levels, and include the following specifications: Level I is considered slow charging and operates on a 15 to 20 amp breaker on a Des Moines, 120 volt AC circuit. IA Level 2 is considered medium charging and operates on a 40 to 100 amp breaker on a 208 or 240 volt AC circuit. Level 3 is considered "fast" or "rapid" charging and typically operates on a 60 amp or higher breaker on a 480 volt or higher three phase circuit with special grounding equipment. Level 3 stations are primarily for commercial and public r Q Packet Pg. 92 8.B.c applications and are typically characterized by industrial grade electrical outlets that allow for faster recharging of electric vehicles." "at minimum: 1. Panel capacity to accommodate a St. Louis dedicated branch circuit and service Electric capacity Park, MN capacity to install a 208/240V outlet per charger; 2. Conduit from an electric panel to future EVCS location(s)." "any vehicle that is licensed and registered for operation on public and private highways, roads, and streets; either partially or exclusively, on electrical energy Auburn Hills, from the grid, or an off -board source, that is MI stored on -board via a battery for motive purpose. "Electric vehicle" includes: (1) a battery electric vehicle; (2) a plug-in hybrid electric vehicle" "any vehicle that operates, either partially Electric vehicle or exclusively, on electrical energy from the grid, or an off -board source, that is stored on -board for motive purpose. "Electric Des Moines, vehicle" includes: IA (a) A battery electric vehicle; (b) A plug-in hybrid electric vehicle; (c) A neighborhood electric vehicle; (d) A medium -speed electric vehicle. Howard "a vehicle that uses electricity for County, MD propulsion." "an electric vehicle that (1) contains an internal combustion engine and also allows power to be delivered to drive wheels by an Electric vehicle, plug-in hybrid Kansas City, 2 electric motor; es its batter () charges y MO primarily by connecting to the grid or other off -board electrical source: (3) may additionally be able to sustain battery charge using an on -board internal r Q Packet Pg. 93 8.B.c combustion -driven generator; and (4) has the ability to travel powered by electricity." "a public or private parking space that is Electric served by battery charging station Vehicle equipment that has as its primary purpose Infrastructure: the transfer of electric energy (by Guide for conductive or inductive means) to a battery Local or other energy storage device in an Governments electric vehicle. An electric vehicle Electric vehicle charging station (Washington charging station equipped with Level 1 or State) Level 2 charging equipment is permitted outright as an accessory use to any principal use." "a public or private parking space that is Des Moines, served by battery charging station IA equipment for the purpose of transferring electric energy to a battery or other energy storage device in an electric vehicle." "an electric vehicle charging station that is (1) privately owned and restricted access Auburn Hills, (e.g., single-family home, executive MI parking, designated employee parking) or (2) publicly owned and restricted (e.g., fleet parking with no access to the general Electric vehicle charging station — public)." "an EV charging station that is not available private restricted use for use by the general public. Examples Kansas City, include electric vehicle charging stations MO that serve residential homeowners or renters, executive parking areas, designated employee parking areas and fleet parking areas." "an electric vehicle charging station that is (1) publicly owned and publicly available Auburn Hills, (e.g., Park & Ride parking, public library Electric vehicle charging station — public MI parking lot, on -street parking) or (2) privately owned and available to visitors of use the use (e.g., shopping center parking)." Kansas City, "an EV charging station that is accessible MO to and available for use by the public." r Q Packet Pg. 94 8.B.c "any equipment or electrical component St. Louis used in charging electric vehicles at a Electric vehicle supply equipment Park, MN specific location. EVSE does not include equipment located on the electric vehicles themselves." "conduit/wiring, structures, machinery, and Kansas City, equipment necessary and integral to MO support an electric vehicle, including battery charging stations and rapid charging stations." Electric vehicle infrastructure "structures, machinery, and equipment Des Moines, necessary and integral to support an IA electric vehicle, including battery charging stations, rapid charging stations, and battery exchange stations." Auburn Hills, "any marked parking space that identifies Electric vehicle parking space MI the use to be exclusively for the parking of an electric vehicle." Howard "a connected point in an electrical wiring Energized outlet County, MD installation at which current is taken to charge an electric vehicle." "a self-propelled, electrically powered four - wheeled motor vehicle whose speed Neighborhood electric vehicle Mountlake attainable in one mile is more than 25 miles Terrace, WA per hour but not more than 35 miles per hour and other wise meets or exceeds the federal regulations..." Non -electric vehicle Auburn Hills, "any motor vehicle that does not meet the MI definition of electric vehicle." "an industrial grade electrical outlet that Rapid charging station Methuen, MA allows for faster recharging of electric vehicle batteries through higher power levels..." a Packet Pg. 95 U.S. DEPARTMENT OF Energy Efficiency & ENERGY Renewable Energy Costs Associated With Non -Residential Electric Vehicle Supply Equipmen Factors to consider in the implementation of electric vehicle charging stations November 2015 Prepared by New West Technologies, LLC for the U.S. Department of Energy Vehicle Technologies Office 1o! -a:,w ft47 8.B.d Acknowledgments This report was produced with funding from The U.S. Department of Energy's (DOE) Clean Cities program. DOE's Clean Cities Co -director Linda Bluestein and Workplace Charging Challenge Coordinator Sarah Olexsak provided direction and overall guidance for this pursuit. This report was made possible by input from national laboratories, utilities, electricians, electric vehicle supply equipment manufacturers, and charging station hosts. The authors are grateful for all the information provided by subject matter experts and would like to extend a special thank you to Jim Francfort, Idaho National Laboratory; Ted Bohn and Dan Santini, Argonne National Laboratory; Charlie Botsford, AeroVironment; and Randy Schimka, San Diego Gas and Electric. The wide variety of the reviews greatly added to the robustness and accuracy of this report, but any errors herein are solely the authors' responsibilities. Authors Margaret Smith, New West Technologies LLC Jonathan Castellano, New West Technologies LLC 2 Acknowledgments Packet Pg. 97 8.B.d Executive Summary As more drivers purchase plug-in electric vehicles (PEVs), there is a growing need for a network of electric vehicle supply equipment (EVSE) to provide power to those vehicles. PEV drivers will primarily charge their vehicles using residential EVSE, but there is also a need for non-residential EVSE in workplace, public, and fleet settings. This report provides information about the costs associated with purchasing, installing, and owning non-residential EVSE. Cost information is compiled from various studies around the country, as well as input from EVSE owners, manufacturers, installers, and utilities. The cost of a single port EVSE unit ranges from $300-$1,500 for Level 1, $400-$6,500 for Level 2, and $10,000440,000 for DC fast charging. Installation costs vary greatly from site to site with a ballpark cost range of $043,000 for Level 1, $600- $12,700 for Level 2, and $4,000-$51,000 for DC fast charging. Many factors lead to highly variable costs associated with EVSE. The report includes example cost ranges for both different types and applications of EVSE as well as the cost factors that can influence whether a particular EVSE unit or installation will fall on the lower or higher end of the cost range. Employers, business owners, and fleet operators can find the best EVSE solution for a specific site by evaluating needs and opportunities, then strategically determining the optimal number of EVSE, types of features, and location. In general, there is an industry consensus that the cost of EVSE units is trending downwards and will continue to decrease. However, installation costs are highly variable and there is no consensus among industry stakeholders about the direction of future installation costs. In addition, state and local incentives in many places encourage EVSE installation through funding and technical assistance. While the available cost information from past EVSE installations provides a wide ballpark range for future installations, the only way to determine a cost estimate for a specific site is to contact the utility, EVSE manufacturers, and EVSE installers for a site assessment. Clean Cities coalitions around the country bring together a network of contacts in the electric vehicle industry and are a good starting place for identifying local contacts. To find a local Clean Cities coalition, visit cleancities.eneray.gov. Executive Sum Packet Pg. 98 8.B.d Table of Contents Introduction.......................................................................................................................................................................................6 EVSEOverview..................................................................................................................................................................................6 EVSECosts Overview.....................................................................................................................................................................7 EVSEUnit Costs................................................................................................................................................................................9 EVSEUnit Cost Drivers...........................................................................................................................................................9 EVSE Unit Costs Ranges and Examples.............................................................................................................................11 InstallationCosts............................................................................................................................................................................13 InstallationCost Drivers.........................................................................................................................................................13 Installation Cost Ranges and Examples............................................................................................................................17 Operation and Maintenance (0&M) Costs..............................................................................................................................20 Electricity Consumption Charges.....................................................................................................................................20 ElectricityDemand Charges...............................................................................................................................................20 NetworkFees............................................................................................................................................................................21 Maintenanceand Repair........................................................................................................................................................21 StationManagement.............................................................................................................................................................22 AdditionalCost Factors................................................................................................................................................................22 Incentives..................................................................................................................................................................................22 Permittingand Inspection...................................................................................................................................................24 Workplace, Public, and Fleet EVSE Costs...............................................................................................................................24 Cost Factors to Consider for Workplace Charging.......................................................................................................25 Cost Factors to Consider For Public Charging...............................................................................................................26 Cost Factors to Consider for Fleet Charging..................................................................................................................28 Summary.......................................................................................................................................................................................... 29 Tipsfor Minimizing EVSE Costs................................................................................................................................................. 29 AdditionalResources.....................................................................................................................................................................32 Appendix A: Acronyms, Definitions, and Equipment Overview.......................................................................................33 AppendixB: Codes and Standards...........................................................................................................................................37 Appendix C: Electricity Consumption Examples...................................................................................................................38 Appendix D: State and Utility EVSE Incentives....................................................................................................................39 AppendixE: References............................................................................................................................................................... 42 4 Table of Contents Packet Pg. 99 8.B.d List of Figures Figure1 PEV Charging Pyramid..................................................................................................................................................6 Figure 2 AC Level 1 and Level 2 Charging Schematic...........................................................................................................6 Figure3 DC Fast Charging Schematic......................................................................................................................................6 Figure 4 Charging Level Descriptions......................................................................................................................................7 Figure 5 Ballpark Cost Ranges for Level 2 EVSE.................................................................................................................12 Figure 6 Average Installation Cost for Publicly Accessible Level 2 EVSE.....................................................................16 Figure 7 Distribution of Per Unit Publicly Accessible Installation Costs.......................................................................18 Figure 8 Distribution of Per Unit Workplace Level 2 Installation Costs........................................................................19 Figure 9 Distribution of DCFC Installation Costs.................................................................................................................19 Figure10 State EVSE Incentives Map.......................................................................................................................................23 Figure 11 Level 2 Average Installation Cost by Setting.......................................................................................................25 List of Tables Table 1 EVSE Unit Costs Table 2 Ballpark EVSE Installation Costs.................................................................................................................................17 Table3 Example EVSE Incentives.............................................................................................................................................23 Table 4 Ballpark EVSE Unit and Installation Costs.............................................................................................................30 Table 5 Connector Standards, Charging Levels, and Vehicles........................................................................................ 36 List of Fi Packet Pg. 100 8.B.d Introduction This document is designed to help employers, business owners, and fleet operators understand the costs associated with installing, operating, and maintaining electric vehicle supply equipment (EVSE), also known as electric vehicle "charging stations." It provides an overview of the equipment and processes needed to install EVSE and offers representative examples of cost ranges. The information presented is based on data collected from various studies around the country, as well as input from EVSE owners, manufacturers, installers, and utilities. A, Many plug-in electric vehicle (PEV) drivers charge their v home using residential charging located at single family ht multi -family complexes such as apartments and condomin This report however, focuses on the costs of non-residenti� stations such as public access, workplace, and fleet station shown in the middle and top of the pyramid in Figure V. Increasing the number of EVSE available in these non- residential locations can help expand the electric driving range for PEVs, as well as enable PEV ownership for drivers without access to home charging. Public access charging stations are available for use by the general public or patrons/visitors to businesses, institutions, and municipalities. Workplace charging stations are intended for the use of employees or guests of a particular organization. Fleet stations are primarily used by business, government, or other fleet vehicles and are located at commercial, Figure 1. This pyramid illustrates how likely PEV drivers are to government, or other non-residential parking need and use each type of charging infrastructure. Image from locations. Argonne National Laboratory. EVSE Overview EVSE consists of all the equipment needed to deliver electrical energy from an electricity source to a PEV battery. The EVSE communicates with the PEV to ensure that the plug is securely connected to the vehicle receptacle before supplying a safe flow of electricity. There are three primary types of EVSE. Two types —AC Level 1 and AC Level 2—provide alternating current (AC) to the vehicle, which the vehicle's onboard charging equipment Utility 120-V AC or 240-V AC Control Device Cord Ev EVSE Connector Coupler Inlet 5+ Charger Battery Figure 2. AC Level 1 and 2 charging schematic. Image from Dean Armstrong, National Renewable Energy Laboratory (NREL). Utility 48o-V 3-Phase Charger - Cord OC Fast — EVSE Charging Connector EV Coupler OC Fast Charging Inlet . u 0 Battery Figure 3. DC fast charging schematic. Image from Dean Armstrong, NREL. 1 This is a companion resource to the Clean Cities' Plug -In Electric Vehicle Handbook series available at www.cleancities.energy.gov/publications. These handbooks provide information about PEVs, benefits of owning EVSE, and the process for installing EVSE. 6 Introduction Packet Pg. 101 8.B.d converts to the direct current (DC) needed to charge the batteries. Note that for AC Level 1 and 2 the charger built directly into the car is charging the battery. The third type —DC fast charging —provides DC electricity directly to the vehicle's battery. The charger is located off -board the vehicle, in the DC fast charger (DCFC). The charging schematics in Figures 2 and 3 depict the components involved with charging a PEV. The differences in supply power and charging time for AC Level 1, AC Level 2, and DC fast charging are illustrated in Figure 4. The supply power is a product of the voltage in volts (V) and current in amperes (A). EVSE units are available in different amperage ratings which correlate to charging power. The vehicle charging time depends on the state of charge of the battery, the power coming from the EVSE, and the rate a vehicle can accept power, which may be lower than the supply power. The EVSE's dedicated circuit must be rated for a larger current than the EVSE continuous load rating (at least 125% larger) to conform to the National Electrical Code (NEC). For instance, a Level 2 EVSE rated for 30A continuous load will require a 40A circuit. Please refer to Appendix A for more information about EVSE charging types, PEV charging components, electrical hardware, and EVSE connector standards. RangeCharging Level Vehicle Supply Power Charging Time and Power AC Level 1 4 mi/hour @ 1.4kW 120VAC/20A 6 mi/hour @ 1.9kW (12-16A continuous) 10 mi/hour @ 3.4kW AC Level 2 20 mi/hour @ 6.6kW 208/240VAC/20-100A (16-80A continuous) 60 mi/hour @ 19.2 kW 24 mi/20minutes @24kW 208/480VAC 3-phase DC Fast Charging 50 mi/20minutes @50kW (input current proportional to output power; 90 mi/20minutes @90kW-20-400A AC) Figure 4. Description of charging level supply power and charging times. The power coming from the EVSE depends on the voltage from the electrical service and the EVSE amperage rating. EVSE Costs Overview The costs associated with installing and operating EVSE can vary widely, depending on the EVSE unit features, site location, available electrical capacity, and labor costs. It is difficult to compare or predict EVSE costs since actual costs of a given project will depend on the specific needs and constraints of the station and its users. The cost ranges shown in this document should only be used for the purposes of preliminary investigation of PEV charging infrastructure and not as a tool for estimating the cost of an individual project. To obtain estimates for a specific project, contact EVSE manufacturers and electricians'. The installation costs presented in this report are primarily from early installations of the technology that occurred between 2009 2 For more information, consult your local Clean Cities coalition. Contact information can be found at afdc.energy.c_ov/cleancities/coalitions/coalition contacts.khP EVSE Costs Over Packet Pg. 102 8.B.d and 2013 because robust data sets of newer installations are not yet available. As the PEV market develops and matures in the future, installation costs may vary from those presented herein. This report draws from published studies and interviews with industry experts to provide cost approximations across a range of EVSE types, geographic locations, and complexity. Two recent and robust sources of information are the EV Project and a study by the Electric Power Research Institute (EPRI). The EV Project, funded by the U.S. Department of Energy (DOE) and private partners, deployed Level 2 and DCFC EVSE from 2011 to 2013. Idaho National Laboratory (INL) has cost data for about 2,500 single port Level 2 EVSE (pictured in Photo 1) and over 100 dual port DCFC installed for non-residential use. Photo 1. This series of Level 2 EVSE were installed by the EV Project. Photo from 7NL. EPRI conducted a study on installation costs for EVSE installed in the 2010 to 2013 timeframe. EPRI analyzed 385 commercial charging sites that installed 989 Level 2 EVSE including both single port and dual port EVSE (EPRI 2013). The West Coast Electric Highway (WCEH) is another public -private partnership with cost information for DCFC installations. The WCEH installed 56 DCFC stations across Oregon and Washington between 2011 to 2015. The costs associated with owning and operating EVSE include: EVSE unit hardware cost, which may include: - EVSE unit - optional EVSE equipment (e.g., RFID card reader); Installation cost, which may include: - contractor labor and materials for * connecting EVSE to the electrical service (e.g., panel work, trenching/boring, and repaving parking) * new electrical service or upgrades (e.g., transformers) * meeting Americans with Disabilities Act (ADA) requirements * traffic protection * signage * lighting - permitting and inspection - engineering review and drawings; Additional capital cost, which may include: - hardware extended warranty - repair labor warranty - land/parking space purchase or lease; Incentive credits (to reduce equipment or installation costs), which may include: - rebates - tax credits/exemptions - grants - loans Photo 2. Pedestal -mounted EVSE installed by the City of Raleigh, N.C., for free public use. Photo from Kathy Boyer, NREL 78520 8 EVSE Costs Overview Packet Pg. 103 8.B.d Operation and maintenance cost - electricity consumption and demand charges - EVSE network subscription to enable additional features - management time - billing transaction costs - preventative and corrective maintenance on EVSE unit - repairs (scheduled and unscheduled). A site owner may also want to consider the upfront costs that are incurred to identify viable locations for an EVSE station. This may include fees for consultants, site evaluations, or feasibility studies needed to assess the electrical capacity and location of utility service lines serving a given facility or site. EVSE Unit Costs EVSE units are available from many different manufacturers with a variety of designs and features. Features range from a simple unit that turns on and off to units that collect data, communicate to users, and provide a billing option for the owner of the charging station. The type and quantity of EVSE chosen for a site will depend on the intended users, site specific conditions, data management, and business case for the station. When purchasing an EVSE unit, an owner may choose to also purchase an extended warranty to cover potential repairs beyond the standard unit warranty period. EVSE Unit Cost Drivers EVSE unit costs are affected by the charging level, number of ports, communications system, data analysis, and other features. Charging Level and Amperage Rating All PEVs have a cordset that plugs into a Level 1 outlet (110-120V) and connects to the vehicle's charging port with a connector as shown in Photo 3. Providing Level 1 charging is the most inexpensive charging option. It can range from offering an outlet for a PEV driver to plug in a Level 1 cordset to offering an EVSE with a connector. Level 2 units are the midrange cost option and DCFC is the highest cost tier. The EVSE charging power depends on the voltage from the electrical service and the EVSE unit amperage rating. Level 1 EVSE are rated from 12-16A continuous, Level 2 EVSE are commonly rated from 16-48A continuous, and DCFC typically have a maximum of 60-200A. Photo 3. This EVSE cordset can be stored in a vehicle and plugged into an available electrical outlet. It can be used for Level 1 or Level 2 charging. Photo from AeroVironment. An increase in charging power also increases the cost of the unit due to the higher manufacturing cost to accommodate the higher amperage (e.g., a 48A Level 2 EVSE costs more than a 30A Level 2 EVSE). Charging Ports Single port EVSE units provide access for only one vehicle to charge at a time. Multiple port EVSE units (commonly 2, 3, or 4 ports) are available to allow multiple vehicles to charge simultaneously or sequentially. DCFC connectors (the part of the EVSE that is inserted into the vehicle inlet) can meet either an SAE standard EVSE unit Packet Pg. 104 8.B.d or CHAdeMO standard'. A dual port DCFC may offer multiple EVSE connector standards at one unit, but only allow one vehicle to charge at a time. Careful consideration should be given to these options so that the EVSE is compatible with the PEVs that will be using it as well as potential future estimated usage. Multiple port units are more expensive than single port units but both the unit cost and the installation cost are less expensive on a per -port basis for multiple port units. Type of Mounting System Units are typically available as either wall mounted (shown in Photo 4) or pedestal mounted (shown in Photo 5). Ceiling mounted units are also available but are more common for residential use. A pedestal mounted unit costs about $500-$700 more than a wall mounted one due to the material and manufacturing cost of the pedestal. There is also an additional construction cost for installing a pedestal mounted unit (e.g., pouring a concrete pad at the base). Typically, site owners choose a wall mounted unit if the parking spots to be used for charging are close to a wall, since the unit and installation cost less than a pedestal mount. However, pedestal mounted units provide more design flexibility, such as the ability to place the EVSE in the middle of a parking lot or in front of a sidewalk. They can also hold multiple EVSE units. In the EV Project, the average installation cost for a wall mounted Level 2 EVSE unit ($2,035) is 37% lower than the average installation cost for a pedestal unit ($3,209). Additional Features MEW Photo 4. Wall mounted EVSE installed by the New York Power Authority for employee charging. Photo from NYPowerAuthority, NREL 26468. Photo 5. NREL employee plugging in his electric vehicle in one of the 36 EVSE in the NREL parking garage. Photo from Dennis Schroder/NREL, NREL 26675. The most basic EVSE unit will be UL (Underwriters Laboratories) approved to safely supply electricity to the vehicle and provide lights to show when it has started and stopped charging. More sophisticated ("smarter") units are available with a variety of additional features described below, although these increase the cost of the EVSE unit. Communications capabilities enable different levels of data communication with the user, site host, utility grid, and the Internet. For instance, a user may be able to use a mobile application to remotely find an EVSE and check if it is available for use or out of service. Also, site hosts may be able to remotely update pricing, push messages out to users, and control other charging parameters. Access control restricts the use of EVSE to specific users. Systems range from a simple keypad or padlock to more complex, (e.g., granting access through radio -frequency identification (RFID) cards or mobile phone applications.) Point of sale (POS) functionally allows units to recover costs/fees associated with charging events. They could include a credit card reader, RFID reader, or mobile phone application. 3 See Appendix A: Acronyms, Definitions, and Equipment Overview for more information about EVSE connectors and standards. 10 EVSE unit Costs Packet Pg. 105 8.B.d • Energy monitoring tracks the EVSE's energy consumption and provides reports on greenhouse gas emissions reductions. This can help site hosts show how the EVSE is contributing to their sustainability goals. • Energy management and demand response optimizes load management to maximize charging during low rate periods and minimize charging during high -rate periods. For instance, an EVSE can be programmed to only charge a vehicle during predetermined times. • Advanced display screen provides user communication, advertising, and brand promotion. • Retractable cord protects the cord and connector from damage and freezing, as well as reduces the risk of tripping on the cord. • Automated diagnostics are used to troubleshoot issues or malfunctions that occur with the EVSE. Networked or Non -Networked EVSE units can be networked or non -networked. Networked units are connected to the Internet via a cable or wireless technology and send data to a network host's computer server, also known as the "back office." They provide the ability to remotely access availability of EVSE in real-time. Non -networked units are not connected to the Internet. They provide basic charging functionality without advanced communications or monitoring capabilities, so the equipment is priced lower than networked EVSE. Secondary systems can be purchased to incorporate additional features such as access control, payment systems, and data collection into a non -networked unit. These secondary systems can be useful if a grant or incentive requires data collection but the site host wants to purchase a non -networked EVSE. Networked EVSE are typically part of a charging network, which is a group of EVSE units with access control and payment systems that are managed by a single organization. A sampling of the major networks includes AeroVironment, Blink, ChargePoint, GE WattStation Connect, Greenlots SKY, NRG eVgo, SemaConnect, and Tesla. Each charging network has its own PEV driver payment model, the most common being monthly subscriptions, pay-as-you-go (pay per charge), and free (free to charge; no subscription fee required). Benefits of a site host paying for a charging network can include charging station visibility and availability for drivers, energy monitoring, station usage analysis, automated payments, automated diagnostics, access control, and customer support. A site host may set pricing policies using a networked EVSE (e.g., employees consume electricity for free and visitors pay a fee). EVSE Unit Costs Ranges and Examples EVSE unit costs have decreased over the past five years as the PEV industry has matured and manufacturers have improved EVSE technology. The EVSE unit costs presented in Table 1 are based on single port products available in 2014 and 2015. EVSE with multiple ports may have a price higher than these ranges. EVSE Unit Costs EVSE Type (single port) EVSE Unit Cost Range Level $300-$1,500 Level $400-$6,500 DCFC $10,000-$40,000 Table 1. EVSE unit cost ranges based on units available in 2015 EVSE unit Packet Pg. 106 8.B.d The lowest price Level 1 unit is a simple plug-in cordset costing about $300. A wall mounted cordset with a keypad for access control is at the middle of the cost range. A hardwired Level 1 pedestal unit with access control and cable management could cost closer to $1,500. A pedestal Level 1 EVSE is shown in Photo 6. Single port Level 2 units are available spanning a $400-$6,500 cost range depending on the included features. While there is no standard EVSE Photo 6. Portland International Airport installed 42 Level 1 EVSE for unit for the fleet, workplace, or employees and airport customers. Photo from Telefonix. public sites, the graphic in Figure 5 illustrates example costs for sample Level 2 EVSE units with different tiers of additional features. The pictured examples are meant only to show how the cost of an EVSE unit may change based on the mounting system and selected features. Ballpark Cost Ranges for Level 2 EVSE FO I - I T _. I 11 �n C al R a-0 as Ma ('70 Figure 5. Ballpark cost ranges for different tiers of Level 2 EVSE units. Image from Kristina Pivenbark, New West Technologies. A low price DCFC costing approximately $10,000 would typically have low power (25-50kW) with low charging amperage, a single port, and no display or networking components. The lower cost for a low power output is a tradeoff for a slower charging speed but it may be a good fit for the vehicles that are expected to use the DCFC. A mid -price DCFC will have higher power (50kW+), single or multiple ports, a keypad or some other simple form of access control, and a simple display. It might also be networked and have POS. The highest price DCFC will have higher power (50kW+) with high charging amperage enabling multiple vehicles to charge at once, RED or some other advanced access control method, an advanced display, and software enabling energy consumption monitoring and data analysis, in addition to being networked and having POS. A high end single port DCFC could cost up to $40,000. 12 EVSE Unit Costs Packet Pg. 107 8.B.d Installation Costs Potential EVSE hosts are encouraged to have an electrical contractor For Level 2 commercial complete a site evaluation when budgeting for a specific EVSE EVSE in the EPRI study, the installation. An initial site evaluation should include determining the installation cost break down is electrical capacity of the site, the location of distribution or service lines, approximately: the required electrical capacity for the type and quantity of EVSE units, and the best location for the EVSE unit(s). The best location for the units Labor: 55 - 60% will take into consideration minimizing the installation costs and ADA Materials: 30 - 35% accessibility requirements. Permits: 5% • Tax:5%. During the installation process, a contractor will procure the EVSE unit(s), install a new or upgraded electrical service or connect the EVSE to an existing electrical service that will accommodate the EVSE load, install the EVSE equipment, and re - stripe parking spaces as necessary to fulfill the ADA parking requirements. The local electric utility may need to be involved if the necessary electrical supply upgrades to the facility are considerable (e.g., higher capacity supply wires, transformers, etc.). Installation Cost Drivers A simple installation will be at the lower end of the ...................... cost range while a more complex installation will move Level 2 commercial sites that required toward the middle or higher end. An installation becomes special work such as trenching or more complex when it requires one or more of the following: boring were about 25% more costly • Trenching or boring a long distance to lay than those that did not need special electrical supply conduit from the transformer to work (EPRI 2013). the electrical panel or from the electrical panel to the charging location; • Modifying or upgrading the electrical panel to create dedicated circuits for each EVSE unit if none are already available; • Upgrading the electrical service to provide sufficient electrical capacity for the site; • Locating EVSE on parking levels above or below the level with electrical service; and/or • Meeting ADA accessibility requirements such as ensuring the parking spaces are level. Connecting the EVSE to the Electrical Service The EVSE unit is connected to the electrical service by wiring enclosed in an electrical conduit. A surface -mounted conduit can be placed along a wall or ceiling. If the conduit needs to run underground, such as in a parking lot, contractors will trench or bore a path for the conduit. "Electric service" refers to the utility infrastructure that provides power to customers. This infrastructure consists of many components such as power generating stations, substations, transmission lines, and distribution facilities, including transformers. Assuming $100 per foot to trench through concrete, lay the conduit, and refill, it would cost: • $5,000 to trench 50 feet • $10,000 to trench 100 feet Installation C Packet Pg. 108 8.B.d When trenching is needed, contractors will dig the trench, lay the conduit, and then back -fill the trenched area. An open trench is shown in Photo 7 and replaced trench is shown in Photo 8. Before digging, a contractor will need to have any existing buried utilities marked by contacting a state's utility marking service (Miss Utility or } ` ` 811). In some areas of the country, it costs from $10-$20 p m per foot to trench through soil, and $1004150 per foot to trench through asphalt or concrete. The total cost of - trenching is affected by: _ • Type of material being dug (asphalt, concrete, or soil); • Labor costs; • Distance to be traversed (wire pull boxes may be needed for long distances); • Asphalt or concrete replacement (if needed); Photo 7. Trenching through a parking lot to install . Re -landscaping (if a public dual -port Level 2 EVSE in Haverstraw, N.Y. needed); Photo from New York State Research and Development Authority (NYSERDA). Re -striping parking areas (if needed); and/or • Temporarily closing roads or parking lots (if needed). For some sites, directional boring may be a more cost effective method for installing the conduit in longer runs. Whereas trenching opens the ground from above to dig a path, the boring process consists of drilling a tunnel underneath the surface. Since boring is less invasive, there are fewer costs for disposing of removed concrete and restoring the surface to its original appearance. It also has the added benefit of not disrupting traffic flows. However, enough room must be available to locate boring pits at the starting and ending points of the bore path. Electrical Upgrades Photo 8. Trenching through soil and sidewalk was needed to install EVSE at the University of Buffalo. Photo from NYSERDA. It is important to consult with a licensed electrician when installing EVSE. In most cases, each EVSE unit must have an available dedicated circuit. There are some cases where multiple EVSE can be connected to a dedicated circuit, such as when the circuit is controlled by an energy management system. Be aware that this option is available and have your licensed electrician provide additional guidance. The site must also have sufficient electrical capacity at the appropriate voltage flowing from the utility to the site's electrical panel to meet the EVSE power needs. If the site does not meet these requirements, then it will need electrical service upgrades. Contact the utility to make sure that the system can handle the load. Electrical work can vary from a simple electrical panel modification to more costly transformer upgrades or 3 Fundamental EVSE Electrical Needs installations. Site hosts are encouraged to choose an EVSE design that meets their projected requirements. 1. A dedicated circuit for each EVSE unit on the However, to minimize costs, consideration should be electrical panel (in most cases). given to a design that doesn't require more power than 2. Sufficient electrical capacity from the utility the available electrical capacity. If electrical upgrades connection to the electrical panel. are necessary, the costs can be minimized by placing 3. Sufficient electrical capacity at the panel. the EVSE unit close to the electrical service. A long distance from the EVSE to the electrical service can lead to higher trenching costs. It can also lead to higher material costs in order to meet electrical requirements (e.g., larger wire to account for voltage drops). 14 Installation Costs Packet Pg. 109 8.B.d Electrical Panels If there is insufficient capacity on the electrical panel for the dedicated circuit(s), an electrician will need to create additional capacity by replacing or upgrading the panel, re -working the panel to provide more breaker positions, or adding a sub -panel for the EVSE units. If there is sufficient capacity on the panel, then additional breakers can be simply added to the panel to create the necessary dedicated circuits. .................................................... About 72% of Level 2 commercial installations in the EPRI study required work on the electrical panel. .................................................... New or Upgraded Electrical Service When a customer requests new or upgraded electrical service to power EVSE, the utility will make sure that the existing or new electrical service will safely deliver the proper voltage and power requested for the equipment being installed. Some installations require ..................................................... upgrades to the electrical service, such as upgrading the It is important to work with the utility utility distribution line and/or transformer, or installing a new transformer. DCFC sites or sites with many Level 2 early in the process to minimize costs, units are more likely to require a service upgrade than a optimize the electrical design, and single Level 1 or Level 2 EVSE. For the DCFC stations eliminate scheduling bottlenecks. along the WCEH, it cost $10,000425,000 for service ..................................................... upgrades such as installing a new transformer (Botsford 2014). Some installations may need to bring in new electrical service from the grid to the host site. In the EV Project, the costs of extending new electrical service for DCFC installations varied from $3,500-$9,500 per site (INL 2015a). In Seattle, one large commercial building was able to bundle energy efficiency upgrades with their EVSE installations as a way to avoid upgrading the electrical service for the building. They were able to free up electrical capacity with a large lighting retrofit for the facility. Metering Systems Some utilities may have special commercial rates for PEV charging, which requires a separate electrical service and meter. The electricity consumed at the EVSE can be measured by the EVSE unit software, which is typically a feature available through a network subscription. However, for separate utility billing, the meter accuracy must meet the utility's billing standard. An external meter can also be installed for networked or non -networked EVSE. Photo 9 shows a typical electrical meter. The cost for installing a new service with a separate meter depends on the distance to the power source, trenching requirements, local codes, and the amount of labor required for connecting the meter to the electrical service. Some utilities offer incentives to reduce the cost associated with installing a separate meter. Planning for Growth It is a good practice to consider long term EVSE needs when installing an EVSE unit. If a site host anticipates installing more EVSE in the future, it is cost effective to install conduit from the electrical panel to future EVSE locations while the ground is already trenched for the Photo 9. Electrical meter and switch servicing Level 2 EVSE. Photo from Don Kamer. Upgrading the electrical service for future EVSE loads and installing conduit to future EVSE locations during the initial EVSE installation can result in significant future cost savings. ................................................................ Installation C Packet Pg. 110 8.B.d initial EVSE installation. Future EVSE installations would simply require running wire through the existing conduit and putting the EVSE unit in place. Upgrading the electrical service for the anticipated long term EVSE electrical load is also recommended. These steps may result in an increased initial installation cost but will result in significant cost savings if additional EVSE are installed in the future. Labor Costs Labor costs for EVSE installation will vary based on the contractor's hourly rate and the time it takes to perform the work. These costs are affected by the contractor's experience and the geographic location. Complying with prevailing wage laws or using union labor may cost 20% more than similar work done for private sector entities (EPRI 2013). Visibility and Aesthetic Factors Aesthetic requirements such as making conduit less visible, replacing disturbed landscaping, or placing the unit in a location that requires extensive trenching can add cost to a basic installation. Some site hosts may choose to place the EVSE in a high visibility location to bring attention to the EVSE and make it easy for drivers to find. However, choosing a high visibility location can add significant installation costs if it is far from the electrical panel. In the EPRI study, 9% of commercial Level 2 sites had site factors including visibility and aesthetics that more than doubled the average installation cost from $3,552 to $8,005. ................................................................................ Poured Foundation and Traffic Protection -_--- r�x�N111111l� I �� Photo 10. Facebook supplies free PEV charging to its Menlo Park, Calif., employees. Photo from Lauren Bonar Swezey, NPEL 26457. Some pedestal mounted EVSE are directly installed on an existing hard surface such as a sidewalk. Others will require a concrete foundation as part of the installation process. Foundations range in complexity from placing a precast base on the surface for about $100 to digging a hole and pouring concrete. Hole depth, and therefore the amount of concrete needed, depends on the depth to which the ground water in soil can freeze. In some locations, a site owner may install bollards or wheel stops to protect the EVSE from being damaged by vehicles. A ballpark bollard cost is $200-$800 and wheel stops are generally $100-$200. Geographic Region Some states have notably lower or higher EVSE installation costs than average. The EV Project installed public Level 2 EVSE in 13 markets around the country. The average installation cost for those markets ranged from $2,100-$4,600, as shown in Figure 6. The primary reason for the geographic difference in cost is the labor cost in each region. Additionally, each region's local authority having jurisdiction (AHJ) had varying interpretations of ADA requirements. The Washington D.C. installations had the least expensive average Average Installation Cost for Publicly Accessible Level 2 EVSE $6,000 $5,000 $4,000 $3,000 INN $2,000 $1,000 4� Ao ,Jy-oa�o���oa�s01yy�01��P �pG Figure 6. Average installation cost for publicly accessible Level 2 EVSE by EV Project market. Graph from INL (INL 2075b). 16 Installation Costs Packet Pg. 111 8.B.d cost because nearly 80% of them were wall mounted. The Atlanta installation costs had a high average since many of them were installed in a high visibility parking space requiring long electrical runs from the electric service panel. Costs for labor and permitting at California sites made them among the most expensive sites (INL 2015b). Installation Cost Ranges and Examples Installation costs are highly variable and are difficult to compare from one site to another. The installation cost ranges and averages described in Table 2 are based on past installations and provide a ballpark idea of how much future installations may cost. These installation costs do not include the cost of the EVSE unit. Ballpark EVSE Installation Costs EVSE Type Average Installation Cost Installation Cost Range (per unit) (per unit) Level 1 not available $0-$3,000* Source: Industry Interviews -$3,000 $600-$12,700 Level 2 EV Project QNL 2075b) EV Project (INL 2075b) -$21,000 $4,000-$51,000 DCFC EV Project (INL 2075d) EV Project (INL 2075d) and (OLIC 2074) Table 2. Ballpark costs for installation of Level 1, Level 2, and DCFC EVSE (not including the EVSE unit.) *The $0 installation cost assumes the site host is offering an outlet for PEV users to plug in their Level 7 EVSE cordsets and that the outlet already has a dedicated circuit. Level 1 Installation Offering Level 1 charging at a site can range from providing an electrical outlet for PEV drivers to plug in a portable Level 1 cordset (shown in Photo 11) to installing a wall mounted or pedestal mounted EVSE unit. When offering an electrical outlet for Level 1 charging, the installation process may be as simple as confirming the outlet is a commercial grade National Electrical Manufacturers Association (NEMA) outlet and it is connected to a dedicated circuit breaker. Ground -fault circuit interrupter (GFCI) outlets, which protect against electrical shock, are required for outdoor use. It is a good practice to ask an electrician to inspect an outlet and ensure it is in good condition before using it for Level 1 charging. If a dedicated outlet is available within reach of the parking space, there may be no additional installation costs. Photo 11. The Juice Bar at Charles Hotel in Cambridge, Mass., offers a wall outlet for PEV drivers to plug in their Level 1 cordset. Photo from Steve Russell. Installation C Packet Pg. 112 8.B.d According to the North Carolina PEV Task Force, if a new outlet or upgrade to a 120V circuit is needed, there may be a cost of $2004500, assuming no unusual construction is needed (NCPEV 2013). A site host may choose to install outlets along a parking lot. A reasonable cost range for installing an outlet and dedicated circuit in a parking lot or garage is $30041,000 per outlet. Installing multiple outlets on a site can result in the costs being closer to the lower end of that cost range. Installing a wall mounted Level 1 EVSE hardwired to the electrical service would also cost around $30041,000 assuming the unit is located within 50 feet of the electrical service and no trenching or complex electrical work is needed. The installation cost for offering pedestal mounted Level 1 EVSE (shown in Photo 12) will greatly depend on the selected location. Trenching or boring to connect the EVSE to the electrical service can add a significant cost to the installation process. A ballpark cost range for a pedestal mounted Level 1 EVSE installation, assuming no major electrical upgrades are needed, is $1,00043,000. Additionally, there are products available that allow site hosts to install multiple electrical outlets mounted to a wall or a pedestal. This enables site hosts to place outlets in a convenient location for PEV drivers to plug in their portable Level 1 EVSE cordsets. Level 2 Installation Photo 12. Level 1 pedestal EVSE at Rosalind Franklin University in Illinois. Photo from Teiefonix. There is significant variation in costs for installing Level 2 EVSE. The EV Project has cost data from 2,809 non-residential, workplace and public, Level 2 EVSE installed between 2011 and 2013 with an average installation cost of $2,979. The average installation cost for workplace charging ($2,223) was lower than for public charging ($3,108). This cost information is on par with the EPRI study's non-residential Level 2 installations, which cost on average $3,005 per port. The graphs in Figure 7 and Figure 8 show the distribution of Level 2 EV Project installation costs, one for public charging (Figure 7) and the other for workplace charging (Figure 8). Distribution of per unit publicly accessible installation costs 459E 40% 359E 30% 25% 20% 15% 10% 5% 0% c do do do tid �o do �o do L � p o�' o��' ra�6za1yL Figure 7. Distribution of EV Project per unit Level 2 public installation costs for about 2,500 installations. Graph from M. 18 Installation Costs Packet Pg. 113 8.B.d Distribution of per unit workplace Level 2 installation costs 25% 20% 15% 10% 5% 0% p p �a <O <O NO <O SO ti0 ti0 ti0 ti0 tO <O 7 Figure 8. Distribution of EV Project per unit Level 2 workplace installation costs for 208 installations. Graph from /NL. DCFC Installation There is also a wide variation in cost for installing DCFC. In the EV Project, the cost to install over 100 dual port DCFC units ranged from $8,500 to $50,820 with an average installation cost of $23,662. The lower installation costs ($8,500-$20,000) were generally for sites that were able to use existing electrical service. Figure 9 shows the distribution of EV Project DCFC installation costs, by cost tier. The WCEH had an average installation cost of $40,000 for the DCFC. The higher DCFC installation costs for the WCEH compared to the EV Project is partially due to many WCEH installations taking place in rural locations that required electrical service upgrades. The WCEH project had rigorous design and construction standards that required a deep concrete foundation. The EV Project focused on taking advantage of existing electrical service infrastructure to drive down costs. The Orlando Utilities Commission (OUC) installed five DCFC units in Orlando with installation costs ranging from $4,000-$9,000 each (OUC 2014). They were able to minimize costs through careful selection of site locations such that minimal trenching or boring was needed to connect the DCFC to the electrical service. OUC also conducted a competitive bidding process that included training electricians on how to install EVSE. Figure 9. Distribution of EV Project per unit DCFC installation cost, shown in thousands of dollars. Graph from /NL. Installation C Packet Pg. 114 8.B.d Operation and Maintenance (O&M) Costs Operation and maintenance (O&M) costs for EVSE include .. charges for electricity, software subscriptions, station Ask your local utility if they offer management, billing, site rental or lease, preventative maintenance, and corrective maintenance. special PEV charging rates or time -of -use JOU) rates. Electricity Consumption Charges EVSE operating costs include the cost of electricity to charge the vehicles. Charging hosts are encouraged to contact the electric utility to review the options for rate structure and any implications of using PEV charging rates or time -of -use (TOU) rates on the facility as a whole. In general, the annual electricity consumption cost for an EVSE owner is determined based on the electricity rate measured in dollars per kilowatt-hour ($/kWh) and the amount of electricity consumed. Commercial electricity rates typically range from $0.08-$0.15 per kWh, while industrial fleets could have lower rates'. The consumption of electricity will vary based on the number of vehicles using the EVSE, power output of the EVSE, vehicle power acceptance rate, climate, and amount of time the vehicles charge. See Appendix C for electricity consumption examples for Level 1, Level 2, and DCFC EVSE. Electricity Demand Charges In addition to electricity costs based on energy consumption, many commercial and industrial facilities may be subject to power demand charges from the utility. The use of Level 2 and DCFC stations located at these facilities may result in higher electricity costs by increasing the facility's peak electricity demands. Some locations that have not previously been subject to demand charges may find that the additional power consumption from EVSE will now result in demand charges. Demand charges can cause a business' monthly utility bill to increase by as much as four times (INL 2015d). An EVSE site can experience demand charges from $0 to over $2,000/month. At many sites, demand charges can be avoided by strategically managing the EVSE energy consumption such as charging at off peak times or staggering vehicle charging during high consumption periods. Some EVSE models come with energy management features. Separate load management systems that automatically sequence multiple EVSE to avoid demand charges can also be purchased. It is recommended that the utility be contacted prior to installation of the EVSE to obtain information regarding demand charges and how they may be minimized or eliminated. Photo 13. One of many side by side DCFC and Level 2 EVSE installed along the West Coast Electric Highway in Oregon and Washington. Photo from Washington State Department of Transportation (WSDOT). 4 Retail electricity rates for each state by sector can be found at http://www.eia.gov/electricity/monthly/epm_table--grapher.cfm?t=epmt_5_ —a 5 Each utility has its own rate structure that may or may not include demand charges. Once a customer uses power in excess of the utility's threshold, typically 20- 50kW, the utility transitions the customer to a rate structure that includes demand charges. The demand charge is determined by looking at the consumer's average energy consumption in 15 minute intervals for the whole month, identifying the highest average value (M), and charging a fee ranging from $3440/kW. The utility may also have different fees based on the time of day and season. Any use of electricity that causes peak demand to exceed this highest average value will result in increased demand charges for the entire month. 20 Operation and Maintenance (0&M) Costs Packet Pg. 115 8.B.d Network Fees If an EVSE unit is networked, the owner will pay a fee that covers the cost for cellular/Wi-Fi network communications and back office Ask suppliers or manufacturers support. Network fees will vary from $100-$900 annually, depending about network fees before on the type of EVSE unit (Level 1, Level 2, DCFC), the EVSE unit purchasing your equipment. features, and the EVSE manufacturer or provider. Maintenance and Repair Since the PEV market is relatively new, there is not much information available about the maintenance costs or lifespan of EVSE. The information below addresses the potential maintenance costs according to best assumptions from industry experts. The type of EVSE and its features will affect the maintenance and repair costs. Regular maintenance is generally not required for Level 1 and Level 2 basic EVSE units. If the EVSE is damaged due to vandalism or driving over a cord, it is more common to replace the damaged component than to try to repair it. For budgeting purposes, some industry stakeholders assume EVSE has at least a 10 year lifespan. EVSE units with advanced features or communications systems may require more periodic maintenance than a basic unit simply because there are more components that have the potential to malfunction. In many cases a local electrician has the skills to trouble shoot problems with units. Extended warranties and other options made available by the EVSE manufacturers can reduce the long term maintenance and repair costs. In addition to warranties that cover replacement EVSE hardware, there may be warranties available to cover the labor to perform a repair. Level 1 EVSE Photo 14. The Hartford's workplace charging Over time, there may be a need to replace the installations at various locations across Connecticut will commercial grade NEMA electrical outlet used with help the company meet its greenhouse gas reduction portable Level 1 EVSE cordsets. Depending on the goals. Photo from the Hartford, NREL 26470. outlet age, type, and use, the outlet should function appropriately for many years. The cost of an outlet can range from $1-$40 depending on whether it is for an indoor or outdoor application, the quality level, and if it protects against electrical shock (GFCI rated). An electrician's fee for replacing outlets is in the $50-$75 range, depending on how many outlets need to be changed. Maintenance Budget (sample case): • Replacement or upgrade of electrical outlet to maintain safe operation; • Replacement of cordset due to vandalism or misuse; and • Replacement of EVSE unit or cordset at the end of its useful life. Level 2 EVSE Basic Level 2 EVSE require minimal maintenance. They are often modular in design, so that malfunctioning components can be replaced, avoiding the cost of replacing the whole unit. Maintenance Budget (sample case): • Repair or replacement of EVSE components due to malfunction or vandalism (if not covered under warranty); Operation and Maintenance (0&M) C Packet Pg. 116 8.B.d Replacement of EVSE unit at the end of its useful life; For networked units, add: - Cost of technician troubleshooting (if not covered in network subscription fees), and - Cost of manual resets for software malfunctions. DCFC EVSE DCFC units require ongoing maintenance because they have cooling systems, filters, and other components that do not exist in Level 1 or Level 2 units. Maintenance Budget (sample case): • Replacement of charge cord due to vandalism or misuse; • Repair or replacement of EVSE components (if not covered under warranty); • Technician troubleshooting (if not covered in network subscription fees); • Manual resets for software malfunction (if not covered in network subscription fees); and • Preventative and corrective maintenance. Station Management Management activities for a station or cluster of stations might include managing driver access, billing, providing driver support, and monitoring the station. Renting or leasing a location, such as parking spots, can be an added operational cost if the EVSE owner does not own the property. The value of a parking space will vary widely depending on geographical location. Additional Cost Factors Incentives Many incentives are available to reduce the cost of installing EVSE. Electric vehicles are of greater interest in certain parts of the country due to policies enacted for zero emissions vehicles and low carbon fuels. EVSE incentives offered by state agencies or by local utilities take a variety of forms such as tax credits/exemptions, rebates, grants, or loans. Figure 10 illustrates the type of electric vehicle incentives in each state, as of July 2015. Details about these incentives can be found in Appendix D. Because available incentives frequently change, visit the AFDC Laws and Incentives website at afdc.energy.gov/laws for current incentive information. In addition to financial assistance, many states provide technical assistance to incentivize EVSE installations. While the Federal Alternative Fuel Infrastructure Tax Credit has expired, equipment installed before December 31, 2014 may still be eligible. 22 Additional Cost Factors Packet Pg. 117 8.B.d 4 State EVSE Incentives " Grants 00 i" ry F-7 Loans Rebates & Loans - Rebates & Tax Credits - Tax Credits & Loans - Tax Credits & Tax Exemptions Figure 10. This map illustrates the types of EVSE incentives offered in each state as of July 22, 2015. Appendix D pro- vides details about these incentives. This information is frequently changing; visit http://www.afdc.energy.gov/laws for latest incentive information. Graphic from Oak Ridge National Laboratory. Table 3 describes some current state incentives and provides examples of how they can affect the cost of an EVSE unit. Incentive Example Incentive Description Base EVSE EVSE Unit Cost Unit Cost after Incentive Income Tax Credit Income tax credit for 20% of the cost $4,000 $3,200 of the EVSE, up to $2,500. Level 2 Rebate $1,000 rebate for the purchase and $3,000 $2,000 installation of Level 2 EVSE DCFC Rebate $15,000 rebate for the purchase of $30,000 $15,000 DC fast charge EVSE. Table 3. Example incentives for purchasing and/or installing EVSE units. Additional Cost Fac Packet Pg. 118 8.B.d Permitting and Inspection Permitting costs vary by state, county, and/or............................................................. municipality. The local AHJ requires permits and Engage the AHJ (e.g., permitting agencies, inspections for commercial electrical upgrades. The fire marshals, and zoning boards) early costs may be fixed or determined on a site -by -site basis. Some localities are moving to streamline the in the planning process to ensure that permitting process as PEV adoption increases. In you understand the requirements and addition to the permit fee charged by the AHJ, there associated permitting costs. may also be a cost for the contractor's time spent ...................... to obtain the permit. Level 2 EVSE installed by the EV Project had permitting costs ranging from $14- $821 (Francfort 2013). Depending on the permitting authority, commercial installations might require engineered drawings for the permitting process. Engineering drawings can cost about $1,00043,000 (INL 2015a). Adhering to ADA requirements to ensure access to EVSE for people with disabilities are another project cost consideration. ADA compliance can require special curb cutouts, van accessible parking spaces, level parking spaces, and specific connector heights, all of which affect the design and cost of the EVSE. Photo 15 shows an EVSE unit with a connector designed to meet ADA requirements. The US Access Board has established accessibility standards for public facilities, such as parking areas and fueling stations, but there are not specific ADA requirements for EVSE. Some sites may not be able to fully meet accessibility standards and will be encouraged to meet the requirements to the extent possible (Chittenden County RPC 2014). Work with your local AHJ to determine how ADA requirements affect your site. Workplace, Public, and Fleet EVSE Costs Photo 15. The connector on this EVSE unit is low to the ground to meet ADA accessibility requirements. Photo from Ecotality. According to the EPRI study comparing Level 2 installation costs, fleet EVSE stations had the lowest installation cost, followed by workplace charging, and public sites had the highest cost. The average cost per port and per EVSE unit for each of these venues is shown in Figure 11. The higher costs for public and workplace settings are due to complex siting issues, high visibility parking locations, constraints on available parking spaces, ADA requirements, and available electrical capacity (EPRI 2013). 24 Workplace, Public, and Fleet EVSE Costs Packet Pg. 119 8.B.d Level 2 Average Installation Cost by Setting }, $s,0a0 N 0 _ $4,000 0 f6 $3,000 r� N _ $2,000 a� $1,000 Q $0 Fleet Workplace Public All Installation Setting ■ Average Cost per Port ■ Average Cost per EVSE Figure 11: Level 2 installation cost by public, workplace, and fleet settings from EPRI study. Graph from EPPI. Cost Factors to Consider for Workplace Charging While many PEV drivers charge their vehicles primarily at home, the availability of EVSE at work can help owners nearly double their vehicles' all -electric daily commuting range. Visit the DOE Workplace Charging Challenge website for more resources on installing and managing EVSE in the workplace: ener2y.2ov/eere/ vehicles/ev-everywhere-workplace-charging-challenge Charging Level Workplace EVSE are typically Level 1 or Level 2 single or dual port units. Employers can provide Level 1 charging either through offering electrical outlets (shown in Photo 16) or hardwired Level 1 EVSE units. For many employees, Level 1 charging has sufficient power to replenish their vehicles' batteries during work hours. Photo 16. Electrical outlets are available along a row of parking stalls for PEV drivers to charge their vehicles using a Level 1 cordset. Photo from Jonathan Kirchner, Coca-Cola. Workplace, Public, and Fleet EVSE C Packet Pg. 120 8.B.d If an employer chooses to provide Level 2 EVSE, multiple employees may be able to charge their vehicles during the day using a single port. This requires a management policy that covers disconnecting the connector from one vehicle and moving it to another vehicle. Level 2 EVSE decreases the vehicle charge time, but requires a higher power circuit for operation. As the quantity of EVSE units at a workplace increases, electrical upgrades may be required, which could increase costs. Talk with an electrical contractor to determine how much power is available from your electrical service. The amount of available power will affect the quantity and type of EVSE that can be installed at your location without the need for extensive electrical upgrades. EVSE Features While some employers will choose the most basic system, others may want networking, access control, point of sale, and energy monitoring/management. Employers can minimize their costs by not paying for features that they do not need or are unlikely to use. Some employers offer free charging to employees and do not need POS capabilities. An employer that wishes to charge employees for PEV charging could purchase an EVSE unit with POS capability or simply charge employees a flat monthly rate. Careful consideration should be given to access control and pricing policies. If an access control mechanism is not in place to limit free EVSE use to employees and guests, an employer might unintentionally attract other PEV drivers to charge their vehicles after business hours. Location Selection Choosing a wall mounted unit close to an existing electrical panel will typically be the lowest cost installation option. Keep in mind that PEV drivers do not need prime parking spots near a building's entrance, although this is sometimes done as an added incentive for drivers to adopt PEV technology. If that prime location is far from the electrical service, there will be a significant cost to connect the EVSE to the electrical service. Choosing a less prominent, but easier to install location will minimize costs. Consult resources on the DOE Workplace Charging Challenge website for information on how to choose EVSE locations. The EVSE in Photo 17 are close to the building which reduces trenching costs. Installation The EPRI study found that Level 2 EVSE at workplace sites cost, on average, $2,704 per port and $3,842 per Photo 17. These two EVSE are located close to the EVSE (refer to Figure 11). For the EV Project Level building, reducing trenching costs. Photo from NYSEPDA. 2 workplace EVSE, the installation of pedestal units cost $2,305 on average and the installation of wall mounted units cost $2,000 on average. Workplace charging sites frequently involve the installation of two or more EVSE, which lowers the installation cost per unit. Workplace installations typically cost less than public installations because they have a higher percentage of stations with wall mounted units and there is more flexibility to place EVSE close to the electrical service panel (INL 2015c). Cost Factors to Consider For Public Charging Public charging locations include, but are not limited to, parking garages, transportation hubs, retail stores, and leisure destinations. 26 Workplace, Public, and Fleet EVSE Costs Packet Pg. 121 8.B.d Charging Level Public charging is typically a mix of Level 2 and DCFC units, although Level 1 EVSE may make sense for some sites. It is important to take into consideration the amount of time a vehicle will stay parked in the location and the amount the vehicle will likely need to replenish its battery. A DCFC unit may be the best choice close to an interstate highway, while Level 2 EVSE may be appropriate for a shopping mall. EVSE Features Some public EVSE providers may require POS and billing capabilities to charge consumers for the electricity. EVSE units with more features will be at the higher end of the cost range. Other public EVSE providers may not need these features because they incorporate the charging service into a parking fee or provide free charging. Offering free PEV charging may provide intangible or indirect benefits such as positive public relations and increased revenue from purchases made by PEV owners waiting for their vehicles to charge. These intangible or indirect benefits may offset the cost of the electricity use. A networked station can allow the site host to provide free charging during business hours and charge a fee for charging after business hours. To minimize EVSE costs, it is important to identify your business model prior to determining the needed EVSE features. Installation Installation costs for public sites are generally higher than for workplace and fleet sites. This is due to higher permitting related costs, EVSE located far from the electrical service, and necessary electrical upgrades. Additionally, there are often more jurisdictions and overall entities involved making the process more complicated and expensive. Public charging sites frequently involve the installation of two or more EVSE which can lower costs per EVSE. The EPRI study showed that Level 2 EVSE at public sites cost on average $3,343 per port and $4,448 per EVSE (refer to Figure 11). The public Level 2 EVSE installed through the EV Project had an average installation cost of $3,108. Pedestal unit installation averaged $3,308 while wall mounted unit installation averaged $2,042 (INL 2015c). Visibility and Signage Developers at public sites often value high visibility locations for the EVSE to ensure that it is well utilized. This can significantly increase the costs for trenching, boring, and/or electrical upgrades. Rather than incurring larger installation costs for a high visibility EVSE location, site hosts are encouraged to place the EVSE unit close to the electrical service and use signage to help PEV drivers find it. Signage is used to help PEV drivers locate EVSE and to discourage drivers from using the parking space if they are not charging a vehicle. The cost to install signage is a minimal portion of the total installation costs. Transaction Costs A public EVSE unit that uses a credit card payment system should expect to pay a transaction fee of about 5-7.5% (Botsford 2012). Photo 18. This DCFC unit is part of the Arizona EV High- way corridor project linking Tucson to Phoenix. Photo from Pima Association of Governments, NREL 24345. Workplace, Public, and Fleet EVSE C Packet Pg. 122 8.B.d Vandalism Public EVSE units that provide unrestricted site access may be more subject to vandalism than workplace or fleet EVSE. Site owners may choose to build the cost of EVSE repairs or replacement into their financial plans. Electrical Upgrades For DCFC, the EVSE should be located in close proximity (preferably within 100 feet) to existing electrical service lines, to avoid the need for installing transformers. Work with your local utility to determine viable low cost locations for DCFC public charging. Advertising A public host may choose an EVSE unit that has a display screen and use that screen for advertisements. Advertising revenue can help offset the costs of providing PEV charging. Cost Factors to Consider for Fleet Charging There are a growing number of PEVs on the market that work well in fleet applications. Charging Level Fleet charging will typically be a mix of Level 1 and Level 2 units and may include the use of multiple port units. The amount of time needed to charge all the fleet vehicles will be an important consideration when selecting Photo 19. Fleet EVSE at Frito Lay Depot in Federal Way, Wash. Photo from the charging level. Medium- and Mike Simpson/NREL, NREL 29587 heavy-duty vehicles will have larger batteries than light -duty vehicles and will therefore affect the EVSE selection. DCFC may be needed if fleet vehicles require higher power and/or faster charging because of their fleet vehicle usage patterns. Photo 19 shows the fleet EVSE at the Frito Lay Depot in Federal Way, Wash. Demand Charges A fleet that is installing many EVSE units and operating them all at the same time may face demand charges. However, overnight charging of fleets may avoid peak demand issues. Some fleets may be able to utilize a fixed schedule for charging PEVs and have a staff person manually plug in vehicles on a timetable that avoids demand charges. It is important for fleet managers to contact the utility before purchasing EVSE to understand both the utility's pricing structure for demand charges and the full cost impact of PEV charging on demand charges. EVSE Features After assessing the fleet's charging needs, the fleet manager will work with an EVSE manufacturer, electrician, and utility to determine the lowest cost solution to meet the fleet's needs. For example, if tracking the fleet's energy consumption is desired, the fleet manager may compare the cost of purchasing a sophisticated 28 Workplace, Public, and Fleet EVSE Costs Packet Pg. 123 8.B.d EVSE unit with energy monitoring capabilities to the option of using a basic EVSE unit and a third party or aftermarket metering and data collection system. Installation Installation costs for fleet sites are generally lower than workplace and public sites. This is partly due to installation without public access, lower permitting related costs, and because fleets typically are better able to minimize cost through optimal siting choices. The EPRI study determined that Level 2 EVSE at fleet sites cost, on average, $2,018 per port and $2,109 per EVSE (refer to Figure 11). Tips for Minimizing EVSE Costs EVSE Unit Selection ❖ Choose the EVSE unit with the minimum level of features that you will need. Choose a wall mounted EVSE unit, if possible, so that trenching or boring is not needed. Choose a dual port EVSE unit to minimize installation costs per charge port. Determine the electrical load available at your site and choose the quantity and level of EVSE units to fit within that available electrical capacity. Location ❖ Place the EVSE unit close to the electrical service to minimize the need for trenching/boring and the costs of potential electrical upgrades. ❖ Instead of locating the EVSE at a highly visible parking spot a great distance from the electrical panel, use signage to direct PEV drivers to the EVSE unit. ❖ If trenching is needed, minimize the trenching distance. ❖ Choose a location that already has space on the electrical panel with a dedicated circuit. Long Term Planning •3 Contact your utility early in the planning stages to discuss electricity consumption and demand charges as well as electrical service needs. Avoid utility demand charges by balancing charging time windows with other electricity usage and working closely with your utility. ❖ Consider the quantity and location of EVSE that you plan to install over the next 10-20 years when installing your first unit. Upgrade your electrical service for your anticipated long term EVSE load and run conduit to your anticipated future EVSE locations. This will minimize the cost of installing future units. ❖ Consider the electricity infrastructure for EVSE when building a new facility. It is less expensive to install extra panels and conduit capacity during initial construction than to modify the site later. Summary As is discussed in this report, many factors lead to highly variable costs associated with EVSE. Utilizing best practices for choosing EVSE types, quantities, and locations will help minimize the financial impact of buying and installing EVSE. Ballpark cost ranges for EVSE units and installation are shown in Table 4, which reproduces the information in Table 1 and Table 2. Within each charging level (Level 1, Level 2, and DCFC), Sum Packet Pg. 124 8.B.d the EVSE unit cost depends on the mounting system, number of charge ports, communications system, and additional features. Installation costs have the most significant variability and are influenced by how much electrical work is needed, how much trenching or boring is needed, permitting, labor rates, and ADA requirements. Contact your utility, EVSE manufacturers, and EVSE installers for a site assessment and cost estimate. Ballpark EVSE Unit and Installation Costs EVSE Type EVSE Unit* Cost Range Average Installation Cost Installation Cost Range (per unit) (single port) (per unit) Level 1 $300-$1,500 not available $0-$3,000** Source: Industry Interviews Level $400-$6,500 -$3,000 $600-$12,700 EV Project (INL 2015b) EV Project (INL 2015b) -$21,000 $4,000-$51,000 DCFC $10,000-$40,000 EV Project (INL 2015d) EV Project (INL 2015d) and (OUC2014) Table 4. Ballpark costs for EVSE units and installation. *EVSE unit costs are based on units commercially available in 2075. **The $0 installation cost assumes the site host is offering an outlet for PEV users to plug in their Level 7 EVSE cordsets and that the outlet already has a dedicated circuit. There is general industry consensus that the cost of EVSE units is trending downwards and will continue to decrease. Installation costs, however, are highly variable and there is no consensus among industry stakeholders about the direction of future installation costs. State and local incentives will continue to influence and aid in establishing EVSE installations. In addition to funding assistance, the organizations offering incentives (such as state agencies and utilities) will likely offer technical assistance, recommend vendors, and conduct or suggest individuals to conduct site evaluations. There are many organizations that can guide an EVSE host through the evaluation of site, selection of EVSE unit, and installation. It is important for employers, business owners, and fleet operators to understand the costs involved in installing, operating, and maintaining EVSE in order to make informed decisions regarding long term EVSE development. Thoroughly evaluating the needs and opportunities for PEV charging, as well as strategically determining the optimal EVSE features, location, and quantity are critical for finding the best EVSE solution for a specific site. Utilizing incentives, cost saving approaches, and innovative ownership models will make installing EVSE more attractive to potential site hosts. Technology is always evolving and future advancements in PEV charging are inevitable. Wireless PEV charging, also called inductive charging, is currently being developed. With wireless charging, drivers will simply park over a charging pad and will not need to plug a connector into the vehicle. The future may also bring bidirectional charging, allowing a vehicle to both charge its battery from the utility and provide power back to the utility via the electrical grid. The timeframe for when these advancements will penetrate the market and the impact on the cost of PEV charging is currently unclear. Installing more public, workplace, and fleet EVSE is critical for providing a robust charging infrastructure network needed for the growing PEV market. Workplace and public charging will enable drivers to purchase PEVs even if they do not have access to residential charging infrastructure. By purchasing PEVs and EVSE, 30 Summary Packet Pg. 125 8.B.d fleets can have a significant impact on advancing the PEV market, as well as reducing greenhouse gas and other emissions that contribute to climate change and smog. With more PEVs on the road, we are making progress towards the Clean Cities goal to reduce our dependence on petroleum and advance our nation's energy security. Sum Packet Pg. 126 8.B.d Additional Resources For more information about EVSE, visit the resources below. 1. Alternative Fuel Data Center EVSE page: http://www.afdc.ener2y.2ov/fuels/electriciiy_stations.html Clean Cities' Plug -In Electric Vehicle Handbook for: • Workplace Charging Hosts: http://www.afdc.energy.gov/uploads/publication/pev_workplace_ chargine_hosts.pdf • Fleet Managers: http://www.afdc.energy.goy/pdfs/pev_handbook.pdf • Public Charging Station Hosts: http://www.afdc.eners4y.gov/pdfs/51227.pdf • Consumers: http://www.afdc.energy.aoy/uploads/publication/pev_consumer_handbook.pdf • Electrical Contractors: htt12://www.afdc.energy.2oy/pdfs/51228.pdf 3. Clean Cities Electric Vehicle Community Readiness Projects summary reports and 16 individual community readiness plans: hLtp://wwwl.eere.energy.gov/cleancities/electric vehicle nroj_ects.html 4. INL Lessons Learned papers from the EV Project: http://avt.inl. ov/eyproject.shtml 5. Electric Vehicle Supply Equipment Installed Cost Analysis study by EPRI: http://www.epri.com/ abstracts/Pages/ProductAbstract. aspx?Productld=0000000030020005 77 6. DOE Workplace Charging Challenge: http://energy.gov/eere/vehicles/ev-everywhere-workplace- charging-challenge 7. Workplace Charging Request for Proposal Guidance: hLW:Henera.2ov/eere/vehicles/downloads/ request -proposal -guidance 8. Amping Up California Workplaces: Case Studies by California Plug -In Electric Vehicle Collaborative hqp://www.ct. og v/deep/lib/deep/air/electric vehicle/CAPEV_-_Amping Up California Workplaces. p - - Center for Climate and Energy Solutions' study "Business Models for Financially Sustainable EV Charging Networks": http://www.c2es.org//publications/business-models-financially-sustainable-ev- chargine-networks. 10. Clean Cities YouTube Channel: hnps://www.voutube.com/user/CleanCitiesTV 32 Additional Resources Packet Pg. 127 8.B.d Appendix A: Acronyms, Definitions, and Equipment Overview Acronyms AC — Alternating current ADA — Americans with Disabilities Act AHJ — Authorities having jurisdiction DC — Direct current DCFC — Direct current fast charger EPRI — Electric Power Research Institute EV — Electric vehicle EVSE — Electric vehicle supply equipment GFCI — Ground -fault circuit interrupter NEC — National Electrical Code NEMA — National Electrical Manufacturers Association NFPA — National Fire Protection Association NREL — National Renewable Energy Laboratory NYSERDA — New York State Research and Development Authority OUC — Orlando Utilities Commission INL — Idaho National Laboratory PEV — Plug-in electric vehicle PHEV — Plug-in hybrid electric vehicle POS — Point of sale RFID — Radio -frequency identification SAE — Society of Automotive Engineers TOU — Time -of -use UL — Underwriters Laboratories WCEH — West Coast Electric Highway WSDOT — Washington State Department of Transportation EVSE Charging Types AC Level 1 EVSE, commonly referred to as Level 1, provides charging through a 120-volt (V) alternating current (AC) circuit and requires a dedicated branch circuit. Most plug-in electric vehicles (PEVs) come with a Level 1 EVSE cordset. One end of the cord is a standard, three -prong household plug. The other end is an SAE J1772 standard connector that plugs into the vehicle. Level 1 EVSE that can be wall mounted or pedestal mounted at parking spots is also available. Depending on the battery and vehicle type, Level 1 charging adds about 2 to 5 miles of range per hour of charging time. Appendix A: Acronyms, Definitions, and Equipment Over Packet Pg. 128 8.B.d AC Level 2 EVSE, commonly referred to as Level 2, provides charging through a 240V (typical in residential applications) or 208V (typical in commercial applications) electrical service. Level 2 EVSE requires installation of a dedicated circuit of 20-80A, in addition to the charging equipment. Most Level 2 EVSE uses a dedicated 40A circuit. As with Level 1 equipment, Level 2 equipment uses the SAE J1772 connector. Depending on the vehicle and circuit capacity, AC Level 2 adds about 10-20 miles of range per hour of charging time. DCFC (Direct Current Fast Charger) enables rapid charging and is generally located at sites along heavy traffic corridors and at public fueling stations. It is sometimes called DC Level 2 or DC fast charging. Some DC fast charging units are designed to use 480V input, while others use 208V input. PEVs equipped with either a CHAdeMO or SAE DC fast charge receptacle can add 50 to 70 miles of range in about 20 minutes. PEV Charging Components Charger* — An electrical device that converts alternating current energy to regulated direct current for replenishing the energy of an energy storage device (i.e., battery), and may also provide energy for operating other vehicle electrical systems. A PEV charger is located on the vehicle. Cord — An EVSE component that transmits electricity from the control box to the connector. Cordset — The cordset provides AC Level 1 charging and includes the connector, cord, control box, and standard three prong household plug (NEMA 5-15 connector). The cordset can connect a vehicle to an electrical outlet that is rated for the appropriate voltage. Connector* — A conductive device that, by insertion into a vehicle inlet, establishes an electrical connection to the electric vehicle for the purpose of transferring energy and exchanging information. This is part of the coupler. Coupler* - A mating vehicle inlet and connector set. EVSE (electric vehicle supply equipment) consists of all the equipment needed to deliver electrical energy from an electricity source to charge a PEV's battery. It communicates with the PEV to ensure that an appropriate and safe flow of electricity is supplied. Handshake — A colloquial term for the communication protocol between the EVSE and the vehicle. The handshake ensures the connector is not energized until it is inserted in the inlet and the proper communication has taken place between the vehicle and EVSE. Photo 20. An electrical meter mounted alongside the EVSE and connected with conduit. Photo from NYSEPDA. Vehicle inlet/receptacle* is the device on the electric vehicle into which the connector is inserted for the purpose of transferring energy and exchanging information. *SAE Definitions 34 Appendix A: Acronyms, Definitions, and Equipment Overview Packet Pg. 129 8.B.d Electrical Hardware Conduit - The electrical conduit is a tube or piping system for enclosing electric wiring. If the conduit needs to be placed underground for EVSE installation, then the installation will require trenching or boring. Meter/Sub-Meter — Electric utilities use meters to measure the amount of electricity provided to a customer and bill for that usage. Sub -meters may be used to measure the electricity consumed by the EVSE, separate from electricity delivered to the rest of the premise. Sub -meters allow for advanced data collection and specialized electricity pricing based on the time of day. Panel — The electrical panel (also known as breaker panel, service panel, or load center) is a box containing the circuit breakers that are wired to circuits that distribute power to the EVSE. The circuit breakers turn the power to the EVSE on and off to protect equipment from damage in the event of an electrical short or overcurrent. The circuit breaker is also used to turn off power to the EVSE when it is being serviced. Photo 22. Step-down transformer located at the utility service point. Photo from Don Kamer. Photo 21. Electrical panel. Photo from NYSEPDA. Step-down Transformer — The step-down electrical transformer converts high voltage electricity from power lines to a lower voltage that can be used by consumers. It is typically located at the utility pole but can also be placed on a concrete pad. A transformer may need to be upgraded to accommodate the electricity consumed by EVSE. EVSE Connector Standards CHAdeMO is a DC fast charging standard proposed as a global industry standard by the CHAdeMO association starting in 2009. It is used by the Nissan Leaf and Mitsubishi vehicles to quickly charge a vehicle with direct current through a CHAdeMO connector. CHAdeMO connectors are not compatible with SAE J1772 vehicle receptacles. Most DCFC connectors currently available in the United States uses the CHAdeMO standard. SAE J1772 is the Society of Automotive Engineers (SAE) Recommended Practice that covers the general physical, electrical, functional and performance requirements to facilitate conductive charging of PEVs in North America. It defines the physical configuration of how the EVSE connector attaches to the vehicle receptacle and the communication process for safety providing power to the vehicle. All major vehicle and EVSE manufactures support this standard in the U.S. and use SAE J1772 compatible connectors and receptacles for Level 1 and Level 2 charging. SAE J1772 Combined Charging System (CCS) is a revised SAE Recommended Practice that uses a single port for either AC Level 1 and 2 or DC fast charging. This standard came to market in 2014 through the Chevy Spark and BMW i3. Most major vehicle manufacturers in the United States utilize or plan to utilize connectors and receptacles based on the SAE J1772-CCS standard. Photo 23. SAE J1772 CCS connector (left) and CHAdeMO connector (right). Photo from Margaret Smith. Appendix A: Acronyms, Definitions, and Equipment Over Packet Pg. 130 8.B.d Tesla SuperChargers are DCFCs based on Tesla's own connector and currently only charge Tesla vehicles Tesla is rapidly expanding their supercharger network across the country. Connector Standard Charging Level Vehicle SAE J1772 Level 1 and Level 2 All PEVs available in the U.S. SAE J1772-CCS Level 1, Level 2, and DCFC Currently available: GM Chevrolet Volt and Spark EV, BMW i3, Volkswagen eGolf, and Ford C-Max Energi Products pending: Chrysler, Daimler, Toyota, Honda and others CHAdeMO DCFC Nissan Leaf, Mitsubishi HIEV Tesla SuperCharger DCFC Tesla Model S Table 5. Connector standards for each charging level and the corresponding vehicles. Photo 24. This public parking lot in Charlottesville, VA offers DC fast charging using SAEJ1772 CCS and CHAdeMO connector standards as well as a Tesla Level 2 connector. Photo from Margaret Smith.. 36 Appendix A: Acronyms, Definitions, and Equipment Overview Packet Pg. 131 8.B.d Appendix B: Codes and Standards Check with your local fire marshal or authority having jurisdiction to ensure that you are aware of the local codes and standards for installing EVSE and selling electricity. The technical bulletin located at http://www.afdc.energyaov/bulletins/technology-bulletin-2015-08.html reviews the role that zoning, permitting and codes, and parking ordinances can play within a comprehensive PEV and EVSE deployment strategy, and it includes a variety of state and local examples. A U.S. National Work Group (USNWG) is developing proposed requirements for devices used to measure and sell electricity dispensed at EVSE. The group seeks to ensure that the methodologies and standards facilitate measurements that are traceable to the International System of Units. For more information including the NIST Handbook 130 "Method of Sale for Electrical Energy as Vehicle Fuel" and the NITS Handbook 44 "Device Code Requirements for Electric Vehicle Fueling," visit ft://www.nist.gov/pml/wmd/usnw2-evfs.cfin. n. It should be noted that safety standards for standard residential and commercial outlets were not developed with repeated operations for charging plug-in electric vehicles in mind. The current safety standard that covers 120 volt/20 amp electrical outlets is UL 498, the Standard for Safety for Attachment Plugs and Receptacles. The protocol recommends that these electrical outlets (which are the type typically used for AC Level 1 charging) complete a number of tests to pass safety standards. These include tests wherein the receptacle has a plug inserted and removed 250 times in various conditions without sustained flaming of the material in excess of five seconds duration. Ideally, PEVs will charge more than 250 times per year and thus would plug in many times the UL 498 standard in their operational lifetime. The National Fire Protection Association (NFPA) addresses the safe interface between PEVs and EVSE in the NEC Article 625, "Electric Vehicle Charging System." The NEC also provides minimum requirements for performing site assessments. Specifically, NEC Articles 210, 215, and 220 contain rules that relate to calculations and loading of services, feeders, and branch circuits in all occupancies. Appendix B: Codes and Stand Packet Pg. 132 8.B.d Appendix C: Electricity Consumption Examples The scenarios below are based on specified assumptions and provide an example of annual electricity cost for Level 1, Level 2, and DCFC EVSE. Level 1, Single Port Annual Electricity Installation Cost Amortized Assumptions Scenarios Consumption & Cost Over 10yrs/kWh & cost/yr.* Workplace charging • 1 light -duty vehicle ' 2,184 kWh/yr ' $218/yr $0.000-$0.023/kWh $0-$50/yr EVSE Type: Level 1 120 VAC • Charging 6hrs/day Power Level:1.4kW (12A) • 5 days/week 4 miles added range/hr. of charging Fleet charging • Electricity Cost: $0.10/kWh • 1 light -duty vehicle ' kWh/yr $0.000-$0.010/kWh Installation Cost $0-$500 • Charging 14hrs/night $510/ 510/yr $0-$50/yr • 5 days/week Level 2, Single Port Annual Electricity Installation Cost Amortized Assumptions Scenarios Consumption & Cost Over 10yrs/kWh & cost/yr.* Workplace charging • 2 light -duty vehicles • 10,296 kWh/yr $0.006-$0.123/kWh • Each charging 3hrs/ • $1,030/yr $60-$1,270/yr day • 5 days/week • EVSE Type: Level 2 240 VAC • EVSE Amperage: (30A) Public charging • Vehicle Power Acceptance • 1 light -duty vehicles • 6,864 kWh/yr $0.009-$0.185/kWh Rate: 6.6kW • Each charging 5hrs/ • $686/yr $60-$1,270/yr • 20 miles added range/hr. of day charging • 4 days/week • Electricity Cost: $0.10/kWh • Installation Cost: $600- Fleet charging $12,700 • 2 medium -duty . 17,160 kWh/yr $0.003-$0.074/kWh vehicles • Each charging 5hrs/ . $1,716/yr $60-$1,270/yr night • 5 days/week DCFC, Single Port Scenario Annual Electricity Consumption & Cost Installation Cost Amortized Over 10yrs/kWh & cost/yr.* Assumptions Public charging • EVSE Type: DCFC 480 VDC • Power Level: 48kW (100A) • 2 light -duty vehicles • 11,278 kWh/yr $0.035-$0.452/kWh ' 50 miles added range/20 min • Each charging 20 min/ • $1,128/yr $400-$5,100/yr of charging • Electricity Cost: $0.10/kWh day • 7 days/week • Installation Cost: $4,000- $51,000 *The installation cost amortized over 10yrs/kWh provides the cost per kWh that would need to be added to the electricity consumption rate in order to recoup the installation costs. This calculation assumes a 10 year lifespan for the EVSE and does not account for potential borrowing costs. 38 Appendix C: Electricity Consumption Examples Packet Pg. 133 8.B.d Appendix D: State and Utility EVSE Incentives These incentives were compiled from the Alternative Fuel Data on July 22, 2015 by Stacy Davis, Oak Ridge National Laboratory. This information accompanies Figure 10, the State EVSE Incentive map. For current incentive information, visit the Laws and Incentives database at hLp://www.afdc.energy.gov/laws. State EVSE Incentives as of July 22, 2015 State Description $ Value AZ Tax credit for individuals for the installation of EVSE in a house or up to $75 housing unit that they have built. CA Loans to property owners for purchasing and installing EVSE. not stated CA Small business loans up to $500,000 on the installation of EVSE; up to $250,000 rebate of 50% of loan under certain conditions. Grants from the Charge Ahead Colorado Program provide 80% up to of the cost of an EVSE to local governments, school districts; single port Level 2 $3,260; CO state/federal agencies; public universities; public transit agencies, multiple ports Level 2 $6,260; private non-profit or for -profit corporations; landlords of multi- single port DC $13,000; family apartment buildings; and owners associations of common multiple port DC $16,000 interest communities. CT Funding up to 100% of EVSE installation cost dependent on up to $10,000 certain conditions. Income tax credit of 50% of equipment and labor costs for the Commercial up to $10,000; DC purchase and installation of EVSE (publicly available commercial Residential up to $1,000 or residential). DE Rebate available for purchase of EVSE (commercial or $500 residential). FL Assistance with financing EVSE installation from local not stated governments. GA Income tax credit of 10% for purchase or lease of EVSE. up to $2,500 IL Rebates available to offset cost of EVSE for governments, up to $50,000 businesses, educational institutions, non -profits, and individuals. Corporate or income tax credit for 10% to 25% of the project costs LA of state -certified green projects, such as capital infrastructure for up to $1 million advanced drivetrain vehicles. LA Income tax credit up to 50% of the cost of alternative fueling not stated equipment. MA Grants from the Massachusetts Electric Vehicle Incentive Program up to $25,000 for 50% of the cost of Level 1 or 2 workplace EVSE. Grants from the Massachusetts Electric Vehicle Incentive Program MA provide for the purchase or lease of Level 2 EVSE by local up to $13,500 governments, universities, driving schools, and state agencies. Grants from the Department of Energy Resources' Clean Vehicle MA Project for public and private fleets to purchase alternative fuel not stated infrastructure. Appendix D: State and Utility EVSE Incenti Packet Pg. 134 8.B.d State Description $ Value Rebates available for governments, businesses, and individuals up to: Individual $900; MD for the cost of acquiring and installing EVSE. Gov. or Bus. $5,000; Service Station $7,500 MD Income tax credit of 20% for cost of EVSE. up to $400 MS Zero -interest loans for public school districts and municipalities to up to $500,000 install fueling stations for alternative fuels. NC Grant funding from the Clean Fuel Advanced Technology Project not stated for fueling infrastructure related to emissions reduction. Low-cost loans through the Dollar and Energy Saving Loan NE Program for the construction or purchase of fueling station or not stated equipment, up to $750,000. NY Income tax credit for 50% of EVSE. up to $5,000 OH Loans up to 80% of the cost for purchase and installation of not stated fueling facilities for alternative fuels. OK Tax credit available for up to 75% of the cost of installing not stated alternative fuel infrastructure. Tax credit of 25% of alternative fuel infrastructure purchase costs. OR A company that constructs the dwelling or a resident may claim up to $750 the credit. OR Tax credit for business owners of 35% of cost for alternative fuel not stated infrastructure project. OR Low -interest loans for alternative fuel infrastructure projects. not stated TX Grants from the Alternative Fueling Facilities Program provide for up to $600,000 50% of the cost of alternative fuel facilities. TX Grants from the Emissions Reduction Incentive Grants Program not stated provide for alternative fuel dispensing infrastructure. Grants from the Utah Clean Fuels and Vehicle Technology Grant UT and Loan Program provide for the cost of fueling equipment for not stated public/private sector business and government vehicles. WA Leasehold excise tax exemption for public lands used for not stated installing, maintaining, and operating PEV infrastructure. State sales and use taxes do not apply to labor and services WA installing, repairing, altering, or improving PEV infrastructure; not stated those taxes do not apply to the sale of property used for PEV infrastructure. WA An additional 2% rate of return for a utility installing an EVSE for not stated the benefit of ratepayers. US The Zero Emissions Airport Vehicle and Infrastructure Pilot Airports Program provides funding for public airports to install or modify not stated fueling infrastructure to support zero emission vehicles. a 40 Appendix D: State and Utility EVSE Incentives Packet Pg. 135 8.B.d Utility/Private Incentives as of July 22, 2015 State Description $ Value Alabama Power - $500 AL Rebate for commercial customers installing EVSE. Los Angeles Department of Water and Power - Commercial up to $15,000; CA Rebates for Level 2 or DC fast charge EVSE (commercial or residents Residential up to $750 owning PEVs). Glendale Water and Power - CA Rebate to first 100 single-family residential PEV owners to install a $200 level 2 EVSE. FL Orlando Utilities Commission - up to $750 Rebate for the purchase and installation of commercial EVSE. Georgia Water and Power - Residential $250; GA Rebate to business and residential customers installing a level 2 EVSE; Business $500; Rebate for new home construction builders installing a dedicated New home construct $100 circuit. IN NIPSCO - up to $1,650 Credit to purchase and install residential EVSE. IN NIPSCO - up to $3,000 up to 50% of cost to install public EVSE. Indiana -Michigan Power - MI Rebate to first 250 residential PEV owners/leasers installing level 2 $2,500 EVSE with separate meter. TX Austin Energy - up to $1,500 Rebate of 50% of purchase cost for Level 2 EVSE for PEV owners. WA Puget Sound Energy - $500 Rebate to first 5,000 PEV owners for Level 2 EVSE. Appendix D: State and Utility EVSE Incenti Packet Pg. 136 8.B.d Appendix E: References Note: All reference web links accessed as of October 8, 2015. Botsford, C. 2014. "The West Coast Electric Highway." Energy Central (EnergyPulse). October 22" a Available online at: htip://www.energycentral.com/enduse/electricvehicles/articles/3017/The-West-Coast- Electric-Highway. Botsford, C. 2012. The Economics of Non -Residential Level 2 EVSE Charging Infrastructure. Paper presented at EVS26 International Battery, Hybrid and Fuel Cell Electric Vehicle Symposium. Los Angeles. May. Available online at: http://www.e-mobile.ch/pdf/2012/Economics_of non -residential —charging _ infrastructure_Charles-B otsford-EV S26.pdf. Chittenden County Regional Planning Council (RPC) 2014. Electric Vehicle Charging Station Guide Book: Planning for Installation and Operation. Winooski, Vermont. June. Available online at: http://www. driveelectricvt.com/docs/default-source/default-document-library/electric-vehicle-charaina-station-guidebook-. pdf• Electric Power Research Institute (EPRI 2013). Electric Vehicle Supply Equipment Installed Cost Analysis. 3002000577. December. Palo Alto, California. Available online at: hqp://www.epri.com/abstracts/ Pages/ProductAbstract.aspx?Productld=000000003002000577. Francfort, J. 2013. Plug-in 2013 - EV Project Charging Infrastructure Deployment Costs, Cost Drivers and Use. Idaho National Laboratory / U.S. Department of Energy. Presentation at Plug -In 2013 Conference. San Diego, California. October. Available online at: hlt2:Havt.inel.goy/y/pdf/phev/PlugIn20l3September20l3. pdf. Idaho National Laboratory (INL) 2015a. "What were the Cost Drivers for the Direct Current Fast Charging Installations?" INL/MIS-15-35060. The EV Project. March. Available online at: http://avt.inel.gov/ pdf/EVProj/WhatWereTheCostDriversForDCFCinstallations.pdf. Idaho National Laboratory (INL) 2015b. "How do Publicly Accessible Charging Infrastructure Costs Vary by Geographic Location?" INL/MIS-15-35319. The EV Project. May. Available online at: http://avt.inl. goy/v/pdf/EVProj/HowDoPubliclyAccessibleInfrastructureInstallationCostsVar,_yGeographicLocation.pdf. Idaho National Laboratory (INL) 2015c. "What were the Cost Drivers for Workplace Charging Installations?" INL/MIS-15-35390. The EV Project. May. Available online at: http:Havt.int.gov/pdf/EV-Proj/ WhatWereTheCostDriversForWorkplacelnstallations.pd Idaho National Laboratory (INL) 2015d. "What is the Impact of Utility Demand Charges on a DCFC Host?" INL/EXT-15-35706. June. Available online at: http:Havt.inl. goy/pdf/EVProj/EffectOfDemandCharaesOnDCFCHostLpdf. North Carolina Department of Commerce. 2013. Plug -In Electric Vehicle (PEV) Roadmap for North Carolina. Version 1.1. Report prepared by the North Carolina Plug-in Electric Vehicle (NC PEV) Taskforce. February. Available online at: http://www.trianalecleancities.org/Data/Sites/4/media/ncpevroadmgp_ februar 2013.pdf. Orlando Utilities Commission (OUC) 2014. "DC Fast Charging Efforts in Orland." Presentation by OUC. December 91. Available online at: http://www.advancedenergy.ora//portal/ncpev/blog/news/wp-content/ uploads/2014/ 12/OUC-presentation-NCPEV-14.pdf. 42 Appendix E: References Packet Pg. 137 VEHICLE TECHNOLOGIES OFFICE 0�; EV Everywhere U.S. DEPARTMENT OF ENERGY Clean Cities U. S. Department of Energy U.S. DEPARTMENT OF Energy Efficiency & ENERGY Renewable Energy cleancities.energy.gov Clean Cities Technical Response Service 800-254-6735 • technicaIresponse@icfi.com DOE/EE-1289 • November 2015 Printed with a renewable -source ink on paper containing at least 50% wastepaper, including 10% post -consumer waste. Front Cover Picture Credits: West Coast Electric Highway DCFC - WSDOT, EV Project Level 2 EVSE - INL, NREL EV Charging Station - Mike Simpson, NREL 78873 Packet Pg. 138 8.0 Planning Board Agenda Item Meeting Date: 06/23/2021 Code Amendment to Provide Development Standards for Bicycle Parking Staff Lead: Eric Engmann Department: Planning Division Prepared By: Rob Chave Background/History This is a new code amendment discussion. Staff Recommendation Discuss proposed code change and potentially schedule a public hearing. Narrative The City of Edmonds is proposing a new Chapter to Title 17 of the Edmonds Community Development Code (ECDC). These regulations would create minimum bicycle parking standards for new or significantly renovated multifamily or non-residential development. The intent is to create uniform and predictable requirements for new or updated buildings and provide bicycle parking in a quantity and locations that is safe and convenient for the user. Providing these facilities helps promote bicycle usage and reduce Vehicle Miles Traveled (VMT) as a way to reduce greenhouse gas emissions. This supports sustainability and transportation goals as outlined in the City's Comprehensive Plan and Climate Action Plan. Although a small part in these larger plans, this action helps ensure that new development is more sustainable. The proposed regulations would provide city-wide bicycle parking standards for new development and are based on research from surrounding municipalities and best practices. The standards are separated between short-term and long-term bicycle parking. Like the name suggests, they are intended to provide bicycle parking under two different time dependent situations. Short-term bicycle parking is intended for a period of less than 4 hours and should be found in a safe, highly visible, and convenient location near building entrances. These are particularly important in places where people make stops during the day, like a store or restaurant. Long-term bicycle parking is intended for periods over 4 hours. These are typically located where people live or work. Long-term bicycle parking can take many forms and are often found inside a building, such as a garage or separate bike storage room. Along with secured bike racks, long-term bicycle parking can often be found in lockers, cages, storage rooms and wall mounts. The purpose of this item today will be to review the draft code amendment (Attachment 1) and discuss several of the components outlined in the presentation (Attachment 2). Packet Pg. 139 8.0 Attachments: Attachment 1- Draft Code Amendment Attachment 2- Presentation Packet Pg. 140 8.C.a Chapter 17.120 Bicycle Parking Facilities A. Purpose. The purpose of this Chapter is to provide adequate and safe facilities for the parking and storage of bicycles, and to encourage alternative forms of transportation. B. Applicability. Development for each of the land uses identified in this Chapter 17.120 ECDC shall be required to provide bicycle parking facilities when one of the following occurs: 1. A new building is developed; or 2. An addition or improvement to an existing building is made that exceeds: a. Fifty percent (50%) of the total gross floor area of the building site; b. More than fifty percent (50%) of its replacement value is damaged, destroyed, or removed for any reason; or 3. The parking capacity of an existing building, site, or parking facility is increased by more than 50 percent (50%) of the total parking spaces provided. C. Short -Term Bicycle Parking. Short-term bicycle parking is for bicycles anticipated to be at a building site for less than four hours. 1. Requirements. Short-term bicycle parking shall be provided as specified in Table 17.120.A. Table 17.120.A: Short -Term Bicycle Parking Requirements Type of Use Minimum Number of Spaces Required Multiple dwelling units 1 per 10 dwelling units; not less than 2 spaces Non-residential uses 1 per 12 vehicle parking spaces; not less than 2 spaces 2. Installation of Short -Term Bicycle Parking. Short-term bicycle parking shall comply with all of the following: a. It shall be visible from a building's entrance, except short-term bicycle parking shall be permitted to be provided at locations not visible from the main entrance when directional signage is provided at a building entrance; b. It shall be located at the same grade as the sidewalk or at a location reachable by ramp or accessible route; c. Adequate Illumination of the bicycle parking surface shall be available; Page 1 of 4 Packet Pg. 141 8.C.a d. It shall have an area of not less than 18 inches by 60 inches for each bicycle; e. It shall be provided with a rack or other facility for locking or securing each bicycle; f. The rack or other locking feature shall be permanently attached to concrete or other comparable material; and g. The rack or other locking feature shall be designed to accommodate the use of U-locks or similarly approved device for bicycle security. D. Long -Term Bicycle Parking. Long-term bicycle parking is for bicycles anticipated to be at a building site for four or more hours. 1. Requirements. Long-term bicycle parking shall be provided as specified in Table 17.120.B. Table 17.120.B: Long -Term Bicycle Parking Requirements Type of Use Minimum Number of Spaces Required Multiple dwelling units' 0.75 per unit Non-residential uses 1 per 25,000 square feet of floor area; not less than 2 spaces Footnote 1: Multiple dwelling units with individual garages are exempt from this requirement. 2. Installation of Long -Term Bicycle Parking. Long-term bicycle parking shall comply with all of the following: a. It shall be located on the same site as the building; b. It shall be located inside the building, or shall be located within 300 feet of the building's main or employee entrance and provided with permanent cover including, but not limited to, roof overhang, awning, or bicycle storage lockers; c. Adequate Illumination of the bicycle parking surface shall be available; d. It shall have an area of not less than 18 inches by 60 inches for each bicycle; e. At least one electrical outlet shall be available in each area where a group of long-term bicycle parking spaces are located for the use of electrical assisted bicycle charging. It shall be provided with a permanent rack or other facility for locking or securing each bicycle. Up to 25 percent of the racks may be located on walls in garages. Alternative bicycle parking configurations and designs such as double decker lift assisted racks or bicycle parking in dedicated storage areas may be approved by the Development Services Director if it is determined that they provide adequate access, are easy to use, and allow a bike to be securely locked. Page 2 of 4 Packet Pg. 142 8.C.a E. Exceptions. 1. The Director may authorize a reduction in bicycle parking where the housing is specifically intended for assisted living, serves special needs, or disabled residents. 2. Ground floor multiple dwelling units with direct access to the outside are exempted from the long-term bicycle parking calculation. 3. The Development Services Director may require additional spaces when it is determined that the use or its location will generate a high volume of bicycle activity. Such a determination will include, but not be limited to: a. Park or playfield; b. Marina; c. Library/museum/arboretum; d. Elementary or secondary school; e. Sports club; or f. Transit facilities. 1160130 Site development standards - Design. (CG Zoning District) 6. Bicycle Storage Spaces. See Chapter 1A120 ECDC for parking standards relating to bicycle parking facilities. Bicycle storage spaces for multifamily housing, excluding heusing for assisted Ii other specialized facilities v4here the develepmeRt services director finds that the targetEM4 popubNon is not HkWy to use laNydes, shall be provided for residents at a ratio of ene bicycle storage space Or enh re0dental unit under 700 squavre feet and twe Neyde stooge spacm Or each resWeRNal un4 greawr than 700 square feet. Bicycle storage spaces shall consist of s-tor-age mck, Ackers, or other secure space to accommodate sheltered, safe­,-a-n4 another appropriate IecatiGR but shal-I net be provided as Open storage OR a ded< er Want Where sheltered bicycle qerage I bewing pmvded wilth-in a dedicated common slaace OAK lak.d0g,the total number of required bicycle storage spaces mall be reduced by up to 50 percent fr Page 3 of 4 Packet Pg. 143 8.C.a vAurh AthppAfw,;p required; previded, that ene er mere secLAre bicycle racks, useable by visiters, fer - r learn fe ur hie.,eles i pFavided within the fre.pt +h- ek A-f the r eFty Page 4 of 4 Q Packet Pg. 144 Im 3icvcle No �JntPntial FCAI ,OV E 0 1! - 4 4 Vinx:� 8.C.b Packet Pg. 145 WINE Tonight's Agenda: Review of Potential Bicycle Parking Regulations 1) Discuss Goals for Amendment 2) Analyze Draft Bicycle Parking Amendment 3) Next Steps 6/22/2021 Tonight's Agenda: Review of Potential Bicycle Parking Regulations 1) Discuss Goals for Amendment 2) Analyze Draft Bicycle Parking Amendment 3) Next Steps 6/22/2021 Bile Parking Ties to Major Sustainability Goals Community Sustainability Element Use both long-term and strategic planning tools to tie short Policy AA term actions and land use decisions to long-term sustainability goals. City land use policies and decision criteria should reflect and support sustainability goals and priorities. Community Sustainability Element Explore and support the use of alternative fuels and Policy B.3 transportation options that reduce GHG emissions. d Goal Carbon Neutral by 2050 TR-3 Reduce Vehicle Miles Traveled (VMT) by promoting active transportation. b/ 2 2/ 2 0 2 1 Packet Pg. 147 8.C.b Proposing New Chapter in Title 17 for Bicycle Parking and Storage Q 6/22/2021 Packet Pg. 148 Differences between Short -Term and Long -Term Bicycle Parking Short Term Parking Less than 4-hour parking Parked at Bike Rack Near Primary Entrances Higher Need with Non -Residential Use 0 jp - Photo: Alta Planning + Design Long Term Parking More than 4-hour parking (overnight) Parked in secure on -premise space Higher Need with Multifamily Residential Use ioto:AAta Planning + Des gr,. Packet -. Photo Source: ovv 8.C.b (Proposed) Short -Term Bicycle Parking Requirements Type of Use Minimum Number of Spaces Required Multiple Dwelling Units 1 per 10 dwelling units Non -Residential 1 per 12 vehicle parking spaces; not less than 2 spaces • 70 LI amoklud" Packet Pg. 150 8.C.b (Proposed) Long -Term Bicycle Parking Requirements Type of Use Minimum Number of Spaces Required Multiple Dwelling Units' 0.75 per unit Non -Residential 1 per 25,000 square feet of floor area; not less than 2 spaces Footnote 1: Multiple dwelling units with individual garages are exempt from this requirement- 7D LI 470 -2�1 _ Packet Pg. 151 Applicability Bicycle Parking would be required when... 1. Anew building is developed; 2. An addition / improvement to an existing building exceeds: a. 50% of the total gross floor area; or b. 50% of the value of the site (assessed or appraised value) 3. 50% increase in parking capacity (based on total parking spaces) 6/22/2021 Applicability (cont.) Two Options for Requiring Upgrades to Existing Buildings Option A: 50% Rule 50% increase in the area, 50% of value of property is improved, or 50% increase in the total number of parking spaces Option B: 75% of replacement cost Use existing non -conforming provisions in 17.40.020: (Shall comply) If a nonconforming building or structure is destroyed or is damaged in an amount equal to 75 percent or more of its replacement cost... Several exceptions for Historic Buildings and Residential Buildings AM 6/22/2021 Packet Pg. 153 Visibility & Illumination Proximity to Entrances (Short -Term) Accessibility • Minimum Area Requirements (18" by 60") Secure Structures Electric Outlets (Long -Term) Accommodations for Wall Mountings (Long -Term) S.C.b Reductions for Assisted Living, Housing for Disabled Residents, a or Similar Use 0 a 0 r - c m Ground Floor Units with Direct E Access to the Outside are exe m p O L) from Long -Term Bike Parking0 C (j) 0) a. N _ +r C Director may require additional a spaces for uses with a high volume of bike activity a Packet Pg. 155 AM - Duestia Packet Pg. 156 9.A Planning Board Agenda Item Meeting Date: 06/23/2021 Review of Extended Agenda Staff Lead: N/A Department: Planning Division Prepared By: Rob Chave Background/History The Planning Board maintains an extended agenda of future topics. Staff Recommendation Review the extended agenda. Narrative The current extended agenda is attached. Attachments: Attachment 1: Extended Agenda Packet Pg. 157 �y OV E Djyf L � � a pLAKIMFC� BOARD Extended Agenda June 23, 2021 Meeting Item 9.A.a Items and Dates are subject to change rune, cvci June 1. State legislative update 9 2. Possible EV Charging regulations and standards June 1. Climate Action Plan and Outreach update 23 2. Review of draft EV Charging regulations and standards 3. Introduction of Bicycle storage code options July, 2021 July 1. Review or Public Hearing on EV Charging regulations and standards 14 2. Review or Public Hearing on a Code Amendment for Bicycle Parking 3. (Tentative) Tree programs and regulations: discussion on issues and code options for short-term review (e.g. Heritage Trees) July 1. (Tentative) Tree programs and regulations: discussion on issues 28 and code options for short-term review, including public outreach efforts (e.g. Heritage Trees) 2. (Tentative) Housing issues and code development overview / update August, 2021 August 1. Climate Action Plan and Outreach update 11 2. (Tentative) Potential Code Amendments addressing sidewalk standards a Packet Pg. 158 items ana pates are subject i August 1. (Tentative) Tree programs and regulations: discussion on issues 25 and code options for short-term review, including public outreach efforts (e.g. Heritage Trees) 5eptemper, LULL September 8 September 22 October, 2021 1. Climate Action Plan and Outreach review and update 2. (Tentative) Potential Code Amendments addressing sidewalk standards 1. Update on Parks, Recreation and Open Space Plan (PROS Plan) [Next update on November 1011] October 1. TBD 13 2 October 1. Update on Parks, Recreation and Open Space Plan (PROS Plan) 27 [Next update on November 1011] 9.A.a o change a Packet Pg. 159 9.A.a Items and Dates are subject to change Pending 1. Implementation / code updates concerning trees and the UFMP 2021 2. Climate Action Plan update and public outreach 3. Housing policies and implementation (incl ADU regs) 4. Parks, Recreation & Open Space (PROS) Plan 5. Comprehensive Plan update preparation and gap analysis 6. Subdivision code updates 7. Community Development Code Amendments / Re -Organization 8. Neighborhood Center Plans & implementation (esp. 5 Corners) 9. Low impact / stormwater code review and updates 10. Sustainable development code(s) review and updates 11. Further Highway 99 Implementation, including: ✓ Potential for "urban center" or transit -oriented design/development strategies ✓ Parking standards Recurring 1. Election of Officers (V meeting in December) Topics 2. Parks, Recreation & Cultural Services Department Reports & Updates 3. Joint meeting with City Council — April or as needed 4. Development Activity Report 5. a Packet Pg. 160