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
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A.
10.
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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
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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]
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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?
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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
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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.
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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
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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
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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'
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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
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different cities.
Q-
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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?
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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
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permits.
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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
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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
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during the dip.
So, now, we're going to start showing you some slides of development around town.
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You'll notice that the projects are clustered either in the downtown area or in the south
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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
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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.
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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
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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
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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.
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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
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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.
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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.
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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
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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
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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.
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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.
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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
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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
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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.
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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 —
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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
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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
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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.
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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.
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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
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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
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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.
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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
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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.
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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
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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.
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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
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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
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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
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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
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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.
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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.
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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.
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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
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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
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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
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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
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1) Recap from Last PB Meeting (6/8/21)
2) Analyze Draft Code Amendment
3) Review Comparative Standards and Scenarios
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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
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Understanding Code Components: Stages, Charging
Levels, and Needs by Use Type
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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
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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
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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
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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
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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
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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
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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
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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
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Ground Floor Units with Direct
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Director may require additional
a
spaces for uses with a high
volume of bike activity
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Packet Pg. 155
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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
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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