City Council Report
City Council Meeting: November 14, 2017 Agenda Item: 8.A
To: Mayor and City Council From: Susan Cline, Director, Public Works, Office of Sustainability & the Environment Subject: Electric Vehicle Action Plan
Recommended Action Staff recommends that City Council: 1. Review the Electric Vehicle Action Plan. 2. Approve the Resolution adopting the Electric Vehicle Action Plan to aim for 15% of single-occupancy vehicles to be electric by 2025. 3. Approve, in concept, charging a cost recovery fee for Electric Vehicle charging so that staff can proceed with analysis, internal coordination and community engagement.
Executive Summary Sixty-four percent of Santa Monica’s greenhouse gas emissions are generated from vehicle transportation. In order to reach carbon neutrality by 2050 or sooner, reducing vehicle emissions through electrification is needed. Council’s strategic objective for a new model of mobility calls for an integrated transportation strategy that supports walk- and bike-friendly neighborhoods, complete streets and easy access to transit boulevards. Vehicle electrification works with these mobility strategies to help reach community sustainability and emission reduction goals in the Sustainable City Plan and Climate Action & Adaptation Plan. The Electric Vehicle Action Plan (EVAP) aims for 15% of single-occupancy vehicles to be electric by 2025. This would reduce emissions by nearly 26,000 metric tons of carbon dioxide.
Achieving a meaningful shift in vehicle fuel will require an expanded EV charging network to meet charging needs. Cities around the world are grappling with how best to expand EV charging infrastructure to meet growing demand. The Electric Vehicle Action Plan (EVAP) was developed to consolidate various efforts throughout the City and
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facilitate electric vehicle adoption through policies, programs and pilot projects. The EVAP includes a short-term goal of 300 public charging ports citywide by 2020 and a long-term goal of 1,000 charging ports by 2025.
This report summarizes the key policies of the EVAP. The report also outlines proposed expenditures for shovel-ready projects, short-term goals, and ongoing operations.
Staff estimates the cost to complete all infrastructure improvements outlined in the EVAP is approximately $2.42 million in infrastructure costs over three years, with net new costs at $1.46 million. Approximately $953,734 in funds has already been committed or is available to be allocated. Staff estimate annual operating costs up to $458,076, depending on the electricity usage, maintenance and service needs of the charging equipment. Staff will return to Council with specific budget actions that will be required in the future for implementation of the EVAP.
Background On November 8, 2011, Council held a study session on electric vehicle (EV) infrastructure. Staff presented the challenges to accommodating EV charging for residents, visitors and employees as well as the pending installations of charging infrastructure. Council provided guidance to staff to investigate ways to expand EV infrastructure in Santa Monica with a focus on providing EV charging options for residents of multi-family housing.
Since then, the City has expanded its public charging infrastructure from 20 charging ports to 89 throughout the city. On July 25, 2017, Council approved the selection of ChargePoint to provide 16 charging stations (31 ports) at the Civic Center Parking Structure for fleet charging and authorized staff to proceed with Southern California Edison’s Charge Ready pilot program. There are various installations underway that will bring the City’s total count of public charging ports to over 100 before the end of 2017.
Discussion Environmental Impact
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The State of California has several goals that will continue to incentivize electric vehicle (EV) adoption: Reduce carbon intensity of vehicle fuels by 10% by 2020 Increase EV ownership to 1.5 million by 2025 Increase EV sales to 15% of all new vehicle sales by 2025 Reduce greenhouse gas emissions 40% below 1990 levels by 2030
Electric vehicles play an important role in reducing carbon emissions, improving air quality, and reducing noise pollution. Increasing electric vehicles will support the zero emission vehicle goal within the Sustainable City Plan and the emissions reduction goal in the forthcoming Climate Action & Adaptation Plan. The Sustainable City Plan has goals to increase clean air vehicles as a percentage of total vehicle ownership annually. Increasing electric vehicles will also support the Health dimension of the Wellbeing Index. According to the American Lung Association (ALA), health and climate costs caused by internal combustion engine vehicles totaled $37 billion across 10 states in 2015. The ALA estimates that combined health and climate benefits from a 100% EV scenario in California could reach $13.5 billion by 2050. These benefits include: Fewer asthma attacks, lost work days, premature deaths, heart attacks and emergency room visits as the result of cleaner air Reduced carbon emissions: EVs powered by electricity from the local grid produce 54% less lifetime carbon pollution than gasoline cars (Plug In America, 2016) Reduced emissions that generate ozone and particulate matter
In addition, there are significant economic benefits available to EV drivers, utility companies and the local economy: Lower maintenance costs due to fewer parts (e.g., no engine or transmission) Estimated fuel savings of more than $3,500 over the lifetime of the vehicle if gas prices fall to $2.50/gallon; savings would be closer to $9,000 if gas prices are $3.50/gallon (Plug In America, 2016) Savings from fuel costs and maintenance can be invested back into the local
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economy Increased off-peak energy sales, which could reduce electricity rates for utility customers Potential electric grid benefits through vehicle-to-grid integration (through properly timed charging or discharging of energy as needed by the utility grid) Reduced costs for road repair and maintenance
State agencies and electric utilities are providing incentives through rebates and subsidized infrastructure to promote EV ownership and EV charging.
Hierarchy of Mobility EVs exist within a larger framework of mobility and goals to improve roadway safety, equity and access. The diagram below shows the role of zero emission vehicles (ZEVs) within a comprehensive view of mobility. Active modes of walking, biking and low- emission transit provide sustainable, equitable and cost-effective options for mobility. They are among the modes that people use most often throughout their lifetimes. Shared mobility including casual carpooling, vanpooling, paid shared rides and ride services also meet crucial needs, and should increasingly be encouraged to be provided in electric and shared vehicles.
ZEVs should be the choice when people drive. Single occupancy fossil-fuel vehicles should be the option of last resort. Whether ZEV or non-ZEV, single occupancy vehicles (SOVs) come after walking, biking, low-emission transit and shared mobility services when it comes to improving mobility options and reducing traffic and congestion.
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Hierarchy of Mobility
Addressed by EV Action Plan
Background to the Plan EVs and hybrid EVs represent approximately 2% of all vehicles owned in Santa Monica. Within less than 10 years, the percentage of EV drivers is anticipated to quadruple. When viewed geographically, there is a greater proportion of EV ownership and private EV charging station installation in single-family residential neighborhoods than in multifamily neighborhoods.
The figure below shows the disproportionately high levels of EV ownership in the primarily single-family neighborhoods compared to neighborhoods with higher concentrations of multifamily dwellings. This is due to the many obstacles including lack of understanding of the technology, real and perceived financial, cultural or ownership barriers, and lack of available charging infrastructure.
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Plug-in Electric Vehicle Registrations (2010-2016)
For many EV owners and would-be owners, the need for charging is immediate. Dedicated EV drivers who cannot charge at home resort to using public infrastructure at all hours, planning their schedules around charging. Others have resorted to using extension cords that often run from building windows or garages across the public right- of-way.
Providing, operating and maintaining a comprehensive system of EV charging stations necessary to facilitate and support EV ownership is a significant undertaking. To date the installation of EV charging stations in Santa Monica has been largely unplanned and was funded through grants or pilot programs from utility programs, EV charging station manufacturers, and universities as they became available. The City’s existing EV charging stations are of various makes, models and vintages and are not equipped to provide for remote operation or analysis of operational status, site availability, or energy usage.
Currently all charging stations in Santa Monica are free for anyone to use and none of the charging stations are equipped with technology that can charge fees for time,
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electricity or overstay penalties. The City’s Public Works Street and Fleet Maintenance Division currently oversee maintenance of the EV charging station system on an as needed basis. With the recent increase in EV ownership in Santa Monica, and the expected significant future growth in that market, a comprehensive strategy is required to thoughtfully expand, operate and maintain the EV infrastructure with balanced policies and community outreach.
Many states, regions and a few cities have EV Readiness Plans, which identify policies and programs, and sets aspirational goals for EV infrastructure but most typically do not have budgets or implementation plans. The cities of Vancouver and Aspen recently adopted EV Strategies, which are more action-oriented than Readiness Plans, but still lack budgets and comprehensive infrastructure plans. The City of Los Angeles recently adopted a $1.1 million Infrastructure Plan to deploy 134 charging stations around City Hall and through streetlights; however this plan is not coupled with policy and outreach measures.
EV Action Plan The EV Action Plan (EVAP) provides this comprehensive strategy to grow the EV infrastructure system in Santa Monica to accommodate growing demand for EV charging and to achieve local, regional and state greenhouse gas reduction goals by expanding public EV infrastructure and supporting private EV charging. The EVAP has a goal to add approximately 200 public charging ports to the existing network by 2020 with a long-term goal of 1,000 public charging ports by 2025.
City staff and consultants developed the EVAP with significant input and coordination with local community stakeholders, EV charging companies, Southern California Edison, state agencies and other local governments. The UCLA Luskin Center for Innovation provided data analyses to help identify service gaps and advise on EV incentives. Additionally, staff engaged local stakeholders and industry experts at the City’s annual AltCar Expo in 2016 and 2017, and considerable input and feedback was provided by Drive Clean Santa Monica, which consists of residents who were early EV adopters and advocates.
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The EVAP includes: Background on EVs and EV charging in California and Santa Monica A review of existing policies, programs and resources to support charging infrastructure on a state and regional level Recommended policy priorities to address current barriers to EV charging and EV use An implementation plan for all policy priorities that will require collaboration between various City departments and divisions, Southern California Edison, any future electric vehicle charging service provider(s) selected by the City and community stakeholders Appendices with resources including maps on current and proposed EV charging infrastructure and detailed material on multifamily unit dwelling (MUD) installation case studies and best practices
The EVAP acknowledges the challenges faced by the majority of residents who live in aging multifamily buildings as well as identifies numerous outside sources of funding that can be leveraged to support the City’s efforts to expand its EV infrastructure and services from the utilities, regional, state and federal sources (Attachment C - EV Funding Resources). The EVAP emphasizes the need to support private charging while also expanding public charging infrastructure.
The EVAP identifies four areas that must be addressed in order to significantly scale the adoption of EVs in Santa Monica and surrounding areas and includes recommended actions for each priority. These four areas are: 1. Public Infrastructure 2. Private Charging 3. Public Policy 4. Community Outreach
Below is a summary of the priorities and actions for each area.
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Public Infrastructure: Expand and modernize public EV infrastructure to improve user experience and sustain operations. a. Add new smart charging stations to the network; retrofit or replace legacy charging stations with “smart” charging stations. b. Develop a fee structure that recovers operations and maintenance costs and supports community EV programs. c. Earn credit revenue by participating in the state Low Carbon Fuel Standard Program. d. Add charging stations for City fleet facilities. e. Explore innovative EV charging technologies to integrate into Santa Monica’s EV charging network. f. Explore fast charging options (480V) where appropriate and feasible. g. Develop guidelines and standards to support charging for e-bicycles and neighborhood electric vehicles.
Private Charging: Increase EV Charging for Multi-Unit Dwellings (MUDs) and workplaces. a. Develop a City-funded pilot rebate program for multifamily charging to help property owners and residents install charging stations; include additional funding for low-income residents. b. Identify qualified vendors to handle MUD and workplace charging in Santa Monica. c. Streamline the permitting process and allow online permits for small-scale installations. d. Designate off-street and on-street locations for public charging infrastructure. e. Implement a pilot program to provide EV charging through streetlights. f. Partner with priority destination sites to install EV charging (e.g. privately owned sites with large parking areas that serve multiple uses, such as grocery centers).
Public Policy: Update parking and charging policies and practices to facilitate efficient charging access and station use.
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a. Modify City ordinance to allow on-street EV charging. b. Update zoning ordinance requirements to increase the parking spaces available for EV charging. c. Review and update parking policies and signage for public EV charging locations. d. Explore a program to adjust nighttime parking rates or provide resident charging permits for overnight charging at public facilities. e. Expand use of EVs in carshare and rideshare services. f. Expand the fleet-sharing system for all city departments and divisions located at the Civic Center.
Community Outreach: Develop EV outreach programs and resources for residents and businesses. a. Create a webpage with available resources, programs and technologies. b. Develop an outreach program for EV charging stations similar to the Solar Santa Monica Program called EV Santa Monica. c. Develop outreach targeted to low-income residents. d. Encourage access to EV carsharing services for low-income individuals. e. Designate an EV Program Coordinator to manage all responsibilities related to EV infrastructure coordination and implementation. f. Establish an EV Working Group to provide direction and oversight of the implementation of the EV Action Plan. g. Coordinate with regional partners to leverage procurement and funding opportunities.
Below is an overview of several key recommendations that warrant further description and analysis.
Expanding Public EV Charging Infrastructure The EVAP includes a three-year infrastructure program that would nearly quadruple the number of public EV charging ports available, as summarized below in Table 1. Once all
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projects are completed, the expansion would yield a total 287 public charging ports throughout the city. Table 1: Proposed 3-Year Infrastructure Plan
Project Phase Total Ports
IA: Civic Center Fleet Charging 31
IB: 2017 Installations 30
II: 2018 Off-street (Libraries, Parks, Lots) 41
IIIA: 2018-2020 Curbside Stations 69
IIIB: 2018-2020 Streetlight Stations 25
IIIC: 2018-2020 Public-Private Partnerships 25
IIID: 2018-2020 DC Fast Charging Stations 10
IV: Retrofit existing stations (ongoing) 87
TOTAL Public Charging Stations 287
TOTAL 318
Phase IA: Civic Center Fleet Charging The City is participating in Southern California Edison’s (SCE) Charge Ready pilot program. Charge Ready offers site hosts the opportunity to receive free electrical infrastructure to support a minimum of 10 charging spaces. Staff identified the Civic Center Parking Structure as the best candidate to receive charging infrastructure for fleet charging. This site was chosen due to the program requirements for parking capacity, Americans with Disabilities Act (ADA) access and fleet charging demand. The new charging stations to be procured under the Charge Ready program must comply with SCE’s requirements for networked communication systems. This implication will be discussed in a later section of this report. Staff anticipates that the charging stations will
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be installed and operational by the end of 2017.
Phase IB: 2017 Installations Thirty new charging ports are pending installation at various parking lots and structures across Santa Monica at various stages of development. These charging stations are expected to be operational before the end of 2017 (locations are shown below in Table 2). The pending installations are capable of communications, remote monitoring/control and charging fees for use and encouraging turnover; however these systems would need to be activated and managed by the City or a third-party provider.
Table 2: Pending Installations of New Charging Stations
Total Charging Location Address Available Status Stations Ports Parking Lot 7 1217 Euclid St 2 4 In design Parking Lot 8 1146 16th St 1 2 In design
Parking Lot 9 2725 Neilson Way 3 6 In design Parking Lot 10 2675 Neilson Way 1 2 In design Parking Lot 26 2303 Neilson Way 1 2 In design Main Library 601 Santa Monica Blvd 6 12 In design Annenberg Beach House 415 Pacific Coast Hwy 1 2 In design In design, Civic Center Parking 333 Civic Center Drive 16 31 pending Structure (Fleet charging) City action Total 31 61
Phase II: Off-street Phase II focuses on placing EV charging stations near existing electrical service and adding parking capacity in public off-street locations, primarily at parks and libraries. The EVAP recommends that smart charging stations, be installed in these locations to allow for the stations to be remotely turned on and off to be consistent with each site’s operating hours.
Phases III A & B
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On-street, or curbside, locations could help bring EV charging to neighborhoods that are not readily served by existing public parking lots. Curbside charging offers an opportunity for the City to evenly distribute charging infrastructure in residential neighborhoods.
Staff reviewed parking inventory and identified on-street parking with perpendicular or diagonal spaces, in addition to spaces at parking meters with low-utilization rates. These spaces could offer greater efficiencies through the use of dual-port charging stations, which can serve two adjacent parking spaces. Locations recommended for on- street charging will need to fully consider all roadway demands including future bike and pedestrian facilities, preferential parking, potential lost parking revenue and property access needs. Implementing a fee schedule to charge for electricity and parking could help recoup revenue previously earned from non-EV parking. Staff will analyze charging patterns before returning to Council with a recommended fee schedule.
Streetlights may also provide an opportunity to help limit additional congestion of equipment in the parkways and sidewalks. When converted to energy-efficient LED lighting, streetlight circuits generate excess electrical capacity that can potentially be utilized for EV charging directly via streetlight poles. Staff have identified potential locations for streetlight charging and will continue to work with SCE to determine their feasibility.
Phase IIIC: Public-Private Partnerships Staff have identified several private parking sites that are considered priority destinations within the community. These sites offer a large inventory of parking for multiple retail uses like grocery stores and restaurants. Staff will engage with various property owners to facilitate installation of EV charging for public use.
Phase IIID: DC Fast Charging Stations Direct current (DC) fast charging stations are capable of fully charging vehicles in a fraction of the time (approximately 30 minutes) required by standard EV chargers.
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Locating fast charging stations require more space for electrical infrastructure and should consider local neighborhood impacts. Staff will evaluate locations and owner- operator relationships to reduce implementation and operational burdens on the City.
Phase IV: Retrofit Existing Stations (ongoing) The City has 89 charging ports available at 71 charging stations (53 single-ports and 18 dual ports). The majority of charging stations are located in City-owned parking structures and surface lots; however, two charging stations are located on-street at Montana Ave. Seven dual-port charging stations at the Civic Center Structure were provided by UCLA through a research project. A complete list of publicly available EV charging stations and their locations is provided below in Table 3. (Note: The EV ARC solar charging station (2 ports), recently procured in October 2017, is not included in the total number of existing stations to retrofit because it is a unique, new station that will not require a retrofit in the near future.)
All stations experience a high amount of usage, and staff regularly receive requests to add more charging stations. City staff are currently responsible for maintenance, operation, repair and replacement of existing stations.
The City’s existing stations are of various makes, models and vintages, which inhibits the City’s ability to develop a robust network, maximize functionality and provide a uniform experience for users. The EVAP includes a recommendation to retrofit and upgrade 70 of the City’s existing charging stations (87 charging ports) with smart charging technology and establish a uniform model of technology and service across the city.
Based on the significant public input received, the installation of new charging stations at new sites has been prioritized in the EVAP over replacing the existing charging stations. The full conversion of existing charging stations to smart charging stations would likely be completed by 2022. There are some sites that may benefit from replacement sooner due to the high demand such as the charging stations on Montana Ave. and Virginia Avenue Park.
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Table 3: Existing Charging Stations
Single- Dual-port Total Available Location Street Address port Stations Ports Stations Civic Solar Port 1685 Main St - 12 12 Civic Parking 333 Civic Center Dr 7 - 14 Structure Santa Monica Pier 200 Santa Monica Pier - 4 4 Santa Monica Place 395 S Santa Monica Place - 6 6 Parking Structure 7 11th & Montana 1101 Montana Blvd - 2 2 (curbside) 2200 Virginia Ave (Pico Blvd Virginia Avenue Park - 3 3 side) 2200 Virginia Ave (Virginia Virginia Avenue Park - 2 2 Ave side) 3223 Donald Douglas Loop Santa Monica Airport 1 2 4 South Parking Structure 6 1431 2nd St 4 22 30
Parking Lot 11 2501 Neilson Way 1 2
Parking Lot 9 2901 Neilson Way 2 4
Parking Structure 9* 1136 4th St 2 - 4
5th St Lot 5th St & Santa Monica Blvd 1 - 2
Total 18 53 89 *Parking Structure 9 will likely be operational by the end of November 2017.
Newer “smart” charging stations would provide increased functionality and operational sustainability. These functions include: Remote monitoring and reporting Managed charging User communication Cost recovery – charge fees for time, electricity, and/or overstay penalty Energy tracking Malfunction/Repair notification Low Carbon Fuel Standard participation
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By retrofitting the existing stations, the City would be able to offer a uniform experience and work with a single EV service provider that could manage the infrastructure, customer service, equipment maintenance and revenue accounting.
Additionally, the City would be able to better manage efficient use of charging stations by communicating with users when their allotted time or charging needs are completed. Smart charging stations also have the capability to assess additional fees to incentivize turnover once charging is complete or when the parking limit has been reached. Additionally, as charging infrastructure grows, the City will need to be able to remotely monitor the status of each charging station to track repair and maintenance issues. Proposed 3-yr Infrastructure Map
Charging as a Service Model As previously mentioned, the City owns all of the existing public charging stations and is therefore responsible for their maintenance and upkeep. The existing charging stations lack networked communication systems that could enable citywide portfolio
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management of each charging station, including tracking usage, outages, reporting and communications to users.
Over the years, EV service providers have developed service models that include customer service, maintenance and repair, transaction and network services and carbon credit management (discussed later). These services enhance the experiences of the user and site host, while reducing the risks and burden of owning and operating the equipment outright.
The EVAP recommends implementing a service model so that the EV service provider bears the greater portion of the risk and responsibility of operations, maintenance and repair.
Evaluate Parking Policies Santa Monica is one of four cities in California that still offers free parking for EVs, and one of only two cities that allows both battery EVs and plug-in hybrid EVs (green decal holders) to park for free. Once additional public charging infrastructure and incentives are implemented, it may be beneficial to explore alternative benefits to the metered parking privileges for EV drivers. While EVs provide environmental and community benefits by reducing pollution and noise, it is important to recognize that EVs still contribute to congestion and traffic just like any other vehicle.
For illustrative purposes, staff estimated that the City could be forgoing approximately $558,000 in annual revenue by providing free metered parking to EV drivers. As EV ownership continues to increase, this loss in revenue is anticipated to grow to approximately $1.8 million by 2021.1 A policy change could provide a sustainable source of revenue to support additional EV infrastructure, programs and resources.
Table 4: Estimated Loss in Metered Parking Revenue (Illustrative Example)
1 Predicted EV purchase growth rate, UCLA Luskin Center for Innovation; California EV Market Share, IHS Markit; Annual Meter Revenue, City of Santa Monica, 2017
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Estimated Lost Cumulative EV EV Purchases Year Annual Meter Purchases (Predicted) Growth Rate Revenue 2016 1,284 22.9% $558,079 2017 1,852 44.2% $804,749 2018 2,365 27.7% $1,027,665 2019 2,940 24.3% $1,279,285 2020 3,575 21.6% $1,553,178 2021 4,152 16.1% $1,803,240
Designate an EV Program Coordinator Position and create an EV Outreach Program EV charging is a relatively simple process; however, the task of installing and operating an EV charging system is very complex and expensive. Most sites and buildings were never designed to support EV charging from a design and electrical standpoint. SCE has also not yet prepared its utility grid to embrace the significant increase in solar energy, energy storage and EV charging that is anticipated in the near future. EV charging projects can take several months to years to complete if they require upgrades and installation of utility lines, poles, transformers, conduits, building-level transformers, electrical panels and new parking facilities (grading, striping, bollards, and signs).
Operating an EV charging system is similar to running a moderate-sized business operation or utility. There are many departments and divisions that are involved with planning, permitting, operating and maintaining EV charging infrastructure in Santa Monica. However, none are solely responsible for overseeing the EV charging system. This provides challenges for resources, funding and coordination. The EVAP recommends designating an EV Program Coordinator to oversee implementation of the plan. Similar to the Breeze Bike Share program, the City’s growing network of EV charging stations will need diligent planning, operations and management in order to operate successfully.
Additionally, there is and will continue to be strong public demand for information, education and technical assistance. There are many programs, funding and technologies available with many more pending. This confusing landscape requires a local liaison to serve as a clearinghouse of information and resources.
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By establishing a single point of contact, staff can be more effective in developing and managing projects, conducting outreach to the community and implementing City policies.
Potential Sources of EV Program Revenues Santa Monica’s free charging network provided much needed support for the early- adopter community. Now almost 20 years later, the growth in EV ownership and the demand for EV charging requires the City to re-evaluate its services and the sustainability and expansion of EV infrastructure.
Staff recommend implementing cost recovery, or charging a user fee for EV charging. Cost recovery is a best management practice that provides several valuable functions, which are currently not available to the City with the existing infrastructure. Cost recovery would enable the City to: Offset operational costs for electricity, network/transaction services, maintenance and repair or replacement Enforce occupant turnover by charging higher fees beyond the allowable time limit Recover a portion of capital costs for infrastructure purchase and installation Replacing the City’s existing charging stations with new smart charging stations that would enable staff to collect and analyze data that could be used to inform an appropriate fee schedule.
The EVAP recommends that the fee schedule should: Incentivize EV driving compared to fossil-fuel vehicles Remain lower than the cost of gas Account for the different charging capacity and speed of different types of vehicles Discourage ‘accessory charging’ or unnecessary charging, especially if home charging is available to the EV driver
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Encourage drivers to vacate the charging space when charging or parking limits have been reached Incentivize off-peak charging to mitigate the impacts of charging on the utility grid
Table 5 shows that the majority of California public agencies charge fees for electric vehicle charging, and the majority of fees are based per kWh.
Table 5. Common Fee Schedules in California
Public Agencies California Los Angeles region (LA & Ventura County) Providing EV charging 210 42
Charge a fee 69% 64%
Per hour $1-2 24.6% $1-2 29.6%
Most $0.20-0.30 10.6% common fee $0.20-0.30 22.2% breakdown Per kWh $0.32-0.49 8.5% $0.59 20% $0.59 18.5%
Total captured* 64.1% 70.4%
*Fees not captured were higher or lower than what is shown, but were less significant in occurrence Source: Alternative Fuel Data Center, Department of Energy
Feedback received during the development of the plan strongly supported keeping EV charging free or at least very low cost to continue incentivizing new EV drivers. As the City’s network is not robust enough to accurately estimate basic operating costs, staff recommend Council approve, in concept, charging a fee so that staff can proceed with analysis, internal coordination and community engagement. Staff will return to Council with a recommended initial fee after 25 public smart charging stations have been installed and operating for 90 days. Once new smart stations are installed, staff will be able to analyze station usage and behavior to inform an appropriate fee schedule.
Establishing a fee schedule would be a strategic and continuous process, subject to community input, usage, utility rates, demand charges, and other factors. Penalty fines for overstaying in EV charging spaces could be implemented immediately to enforce
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turnover. Station usage, operating costs and revenues could be reviewed at regular intervals and recommendations would be made as needed to adjust fees if necessary.
Process for Establishing a Fee Schedule
Another potential source of revenue to offset costs to build and operate the EV charging system is the Low Carbon Fuel Standard (LCFS) credit, which is administered by the California Air Resources Board (CARB). The LCFS provides a credit trading system similar to cap-and-trade for vehicle fuels. Low carbon fuels like hydrogen, renewable diesel or natural gas, and electricity generate a monetary value for the ‘fuel provider.’
With the City’s current number of charging stations and using charging data from smart charging stations, staff estimates this could generate approximately $35,000 in annual revenue to the City once at least 200 smart charging stations have been installed. The existing non-networked (“dumb”) charging stations cannot earn LCFS revenue because they cannot track energy usage to send to CARB. The value of LCFS is based on the volume of fuel provided and the current market rate that carbon-intensive fuel providers
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are willing to pay. This revenue could be utilized to subsidize fees at public charging stations.
Advertising is another potential source of revenue that could be used to offset system costs. Most new EV charging equipment features display screens, which can feature ads or City-sponsored messages. For example, the cost of the Breeze Bikeshare system is offset by the advertising partnership with Hulu. As with Breeze, any decisions on the potential for advertising on EV charging equipment would require City Council approval.
Any or all of the potential revenue sources described above could be utilized to fund new infrastructure and EV community programs and keep operational costs low for users.
Local Rebate for Private EV Charging While there are many sources of funding that are available and planned, there may be challenges for small property owners and lower-income individuals to be able to take advantage of these resources due to upfront costs or eligibility requirements. Several state and regional programs such as the CARB Clean Vehicle Rebate program direct funding toward low-income individuals to help offset the upfront costs to purchase an EV and EV charging stations.
The EVAP recommends developing a local incentive or rebate program to support the installation of EV charging stations on properties of multifamily dwellings, nonprofits and businesses for use by residents, employees and visitors. A pilot rebate program of $50,000 per fiscal year, funded within the existing Office of Sustainability & the Environment operating budget, is proposed in the plan. Staff will develop eligibility criteria so that the rebates can fund as many private charging stations that serve as many drivers as possible. A portion of the funds could be earmarked for low-income individuals or properties where low-income individuals reside.
Designate EV Charging Spaces on City Streets
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Municipal Code 3.12.835 currently gives the Director of Planning and Community Development authority to designate off-street parking spaces at existing buildings for electric vehicle charging. The EVAP recommends amending the existing code to make available on-street parking for electric vehicle charging as well. Installation of on-street charging in or near residential areas is considered a priority for reaching residents of multi-family units. Final locations will need to consider site-specific conditions, transportation network and curbside needs.
The impact of on-street charging on meter revenue and parking inventory will have to be continuously monitored and evaluated. Smart charging stations would help by providing utilization data and offering a means to charge fees based on time, rather than just electricity consumption.
Increase Minimum Spaces Dedicated to EV Charging in New Development The State goal is to increase electric vehicle sales to 15% by 2025, and local EV ownership is expected to quadruple over the same time period. The Zoning Code requires one EV charging station to be installed for every 25-49 parking spaces and two stations for every 50-99 parking spaces in new development projects, which is not sufficient to meet the projected demand for charging stations.
The EVAP recommends that the Zoning Code for new development be revised to require 20% of all commercial parking and a requirement of one EV-ready space per each set of parking spaces dedicated to residential. This would allow tenants who have dedicated tandem parking to have access to at least one EV-ready space. Staff recommend requiring EV-ready spaces instead of requiring stations so that the equipment is not stranded if the tenants do not need or want a charging station.
Constructing EV-ready spaces lowers costs for tenants and landlords, compared to retrofitting parking spaces at a later date to accommodate EVs once the parking is already constructed.
Estimated Capital Costs & Funding
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A phased infrastructure plan was developed with internal and external funding mechanisms identified (Table 6), prioritizing new installations over retrofitting existing stations. Staff estimates the cost to complete all infrastructure improvements outlined in the EVAP is approximately $2.35 million in infrastructure costs over three years, with net new costs at $1.39 million.
Phase I includes projects that have already been approved for funding by Council or the Public Works Director. Phases II-IV are not yet funded and are not yet included in the 5- year Capital Improvement Program (CIP). The Civic Center Fleet Charging project is currently funded through the CIP plan. These funds will be used to procure and install EV charging stations through SCE’s Charge Ready program at the Civic Center Parking Structure.
A significant amount of staff time will be spent on project implementation and community program development. Staff will request additional funding to complete the implementation plan in the 2018-2020 CIP budget.
In order to reach the state’s target of 1.5 million EVs on the road by 2025, the California Air Resources Board (CARB) and the California Energy Commission (CEC) are launching massive funding programs to lower the costs of purchasing and operating EVs. CARB’s Clean Vehicle Rebate Project offers rebates for the purchase or lease of zero emission vehicles. Current fiscal year funding has been exhausted and now only $8 million is available for low-income individuals. CEC recently awarded the Alternative and Renewable Fuel and Vehicle Technology grant program to the Center for Sustainable Energy. This program will provide $15 million in incentives for EV charging once available in 2018.
In addition to its Charge Ready program, SCE recently submitted a large Transportation Electrification program proposal to the California Public Utilities Commission (CPUC). SCE’s proposal includes DC fast charging stations (direct current) for urban clusters, residential rebate programs and building infrastructure for electric buses. SCE has identified Santa Monica as a target community where there is strong interest and
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capacity to deploy EV infrastructure. This proposal is pending approval from the CPUC, which will likely make available funding by mid to late 2018. A snapshot of SCE’s proposed programs is listed in Attachment D - SCE Proposed Transportation Electrification.
Another source of future funding will be made available from the Volkswagen settlement with the federal government over its diesel emissions fraud. As a result, $800 million over 10 years will be invested in California, covering four areas: (1) Installing charging infrastructure (approximately $120 million), (2) Building a Green City to showcase the benefits of zero emission vehicles (ZEVs) and promote increased ZEV usage (approximately $44 million), (3) Public Education initiatives (approximately $20 million), and (4) Access initiatives like ride‐and‐drive events (not budgeted yet).
Staff cannot estimate what the City is eligible to receive from these funding sources as the majority of these programs have yet to be made available with guidelines and limits. The EVAP will place Santa Monica in a competitive position with shovel-ready projects and proposals. For more information about these sources of funding (Attachment C - EV Funding Resources).
Additional funding streams include user fees, Low Carbon Fuel Standard credits and advertising revenues. With a smart charging system, the City would be able to create new revenue streams through the implementation of user fees and fines, Low Carbon Fuel Standard credits, as well as advertising opportunities. Additional revenue could also become available if free metered parking for EVs were discontinued. The revenues generated could be redirected to implement new EV projects and programs and help keep user fees affordable.
Once the infrastructure is fully deployed, staff estimate the maximum operating costs (including staffing) at approximately $486,160 per year, as detailed below in Tables 6 and 7. This estimate excludes cost of electricity. As more EV charging stations are installed, the City’s utility costs will increase as well. Once smart charging stations are installed or are replacing older charging stations, staff will be able to report the City’s
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operational costs associated with EV charging.
Table 6: Estimated Capital Costs
Proposed Estimated Total Funding Status & Potential Project Phase Charging Average Unit Cost* Conceptual New Sources Ports Cost Funded - South Coast Air Phase IB: 2017 Installations 30 $11,560 $346,800 Quality Management District
Phase II: 2018 Off-street 41 $6,000 $246,000 (Libraries, Parks, Lots)
Phase IIIA: 2018-2020 Curbside 69 $6,000 $414,000 Stations
Phase IIIB: 2018-2020 Streetlight 25 $15,000 $375,000 Not yet funded Stations Energy Efficiency Rebates, CIP, Phase IIIC: 2018-2020 25 $3,000 $75,000 SCE, Grants, New Revenue Public/Private Partnerships
Phase IIID: 2018-2020 Public DC 10 $50,000 $500,000 Fast Charging Stations Phase IV: Retrofit existing 87 $4,026 $350,262 stations (ongoing) TOTAL Public Charging Ports 287* $2,307,062
Phase I A: Civic Center Fleet $122,400 Funded – 16/18 CIP 31 $3,950 Charging -$12,485 SCE Charge Ready Program
Total Charging Ports 318 Total Estimated Cost $2,416,977
Amount Source
$414,544 Energy Efficiency Rebates Mobile Source Air Pollution $121,500 Reduction Review Committee Budgeted Funds $186,690 16/18 CIP (Currently Committed or Available for Allocation) 17/18 Public Works Operating $150,000 Budget EV Quick Start Fund South Coast Air Quality $55,000 Management District Grant South Coast Air Quality $26,000 Management District AB 2766 Subvention Funds Includes design & labor Total Funds $953,734 *The 287chagers does not include the new Available solar charging station at the airport. **Escalation rates are not included. A 10% Total Net New $1,463,243 contingency is recommended for the total cost. Cost** +10% Contingency $1,609,567 Cost
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Table 7: Estimated Operating Costs* (By end of 3-yr implementation)
Total Annual Unfunded Program Funding Sources (Potential) Cost Cost Multi-Family EVSE Rebate Program $50,000 Existing program budget EV Coordinator $138,870 The EV Coordinator position will likely be a reassignment of an existing position rather than a new FTE. Smart Charging Station Networking* $280/yr – public charging port (264) General Fund, EV program $205/yr – fleet charging port (31) $73,947 $73,947 revenue, Low Carbon Fuel $6,355 $6,355 Standard Smart Charging Station Maintenance** General Fund, EV program $645/station/yr (132)** $85,140 $85,140 revenue, Low Carbon Fuel Standard Utility Cost*** Cost recovery $270,718 $270,718 318 charging ports
TOTAL Annual Operating Cost $486,160 $436,160 *Charging stations may have one or two charging ports. **Charging maintenance & repair is provided as a service by charging station vendor, to be approved by Council. Staff may opt to discontinue this service if no significant maintenance or repair issues arise within the first year of operation. 264 smart ports are expected by 2020 (132 dual-port stations). There will likely still be some dumb stations in operation, which have negligible maintenance costs. ***Cost estimates are based on limited station usage data and do not include escalation rates.
Reporting & Accountability The EVAP recommends that metrics be established to enable staff to monitor progress and provide accountability to plan implementation. Proposed metrics include: Percent of EVs to non-EVs Total number of public & private charging stations Total volume of electricity consumed Total number of charging sessions & average length Operating and capital expenses and revenue associated with public EV charging Estimated emissions reduced from fuel provided
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Station usage (percent of time actively charging)
The plan also calls for the establishment of an EV working group to provide guidance and oversight of implementation and provide community outreach support. The working group could be comprised of residents and industry experts, when available.
Community Input on the EV Action Plan Staff has solicited input and feedback through the following: Planning Commission –July 19, 2017 and October 4, 2017 Task Force on the Environment –May 15,2017, June 19, 2017, July 17, 2017, September 18, 2017 and October 16, 2017 Drive Clean Santa Monica (formerly Santa Monica EV Policy Coalition) – meetings –July 27, 2016, Dec 14, 2016, May 31, 2017, October 25, 2017 Public Input – June 6, 2017 community workshop; Sept 14-Oct. 15, 2017 public comment period
The draft plan was published on September 14, 2017. The public was invited to submit comments and feedback on the document until October 15, 2017. Staff received comments from 13 individuals, Climate Action Santa Monica, SCE, ChargePoint, and Supervisor Sheila Kuehl’s office.
Staff also received comments during the June 6, 2017 community workshop and the meetings of the Planning Commission and Task Force on the Environment.
At the October 4, 2017 meeting, the Planning Commission recommended increasing the scope and speed of the plan to meet the market demand for EV charging now and in the future. These comments and the City’s responses, most of which have been incorporated into the plan, are captured in the attached Comment Summary as well as below. The Commission voted 7-0 to recommend approval of the EV Action Plan with the following changes for Council consideration: Find a mechanism to allow rent-controlled tenants to install chargers
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Acknowledge in the Plan a way to get to 1,000 chargers in 5 years (this number was mentioned in public testimony as the anticipated need in 5 years) Identify other possible funding sources for EV charging Focus on installation of new chargers first instead of the slow process of upgrading older chargers Encourage a strategy of clustering many chargers (e.g. 20) in public parking lots instead of spreading them in smaller groups (e.g. 2 or 3) Prioritize electrifying the BBB fleet Continue to explore how to increase availability of EV charging in multi-unit residential neighborhoods Add quantitative goals to the Plan as a way to measure success
The Task Force on the Environment suggested using technologies like solar and energy storage to offset electrical demand for EV charging and exploring additional DC fast charging. The Task Force also commented that the overall plan should emphasize the goal to increase EVs and charging, while cautioning that fees should not deter EV owners and would-be owners. At the October 16, 2017 meeting, the Task Force unanimously approved the following motion recommending that Council adopt the EV Action Plan.
The Task Force recommends a cluster of charging stations as much as possible to benefit multi-family residents. Task Force recommends that Council consider the availability of the public facilities that provide charging and allow access 24/7 where viable.
Generally, feedback has been supportive of the infrastructure and programs, while reiterating the need for a more ambitious network target for charging stations in a shorter timeframe. Many advocates have expressed concern over costs and fees that could be imposed. Due to the many obstacles of installing charging units in multifamily buildings (mostly due to inadequate space and electrical infrastructure), residents have emphasized the need for public charging in multifamily residential neighborhoods. Other
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feedback included: install new charging stations before upgrading older charging stations, find a mechanism to allow rent-controlled tenants to install charging stations, create clusters of charging stations (e.g., 20) in public parking lots and prioritize electrifying the Big Blue Bus fleet (the BBB is reviewing this issue separately). Staff is reviewing locations to install charging station clusters, which could serve as a model for future large-scale installations.
While staff understands the need for more charging is immediate, the feasibility of increasing the number of stations over a shorter timeline than outlined in the EVAP is not realistic considering existing priorities and available resources (staff and financial) as well as the challenges associated with electric vehicle infrastructure. Staff are continuously exploring options to fund, site and work with partners to deploy charging stations as expeditiously as possible. While the EVAP provides an overarching framework and policy directive, implementation of the plan itself will leverage the dynamic and innovative nature of electric vehicles and charging as opportunities arise. Lastly, implementation will require continued commitment to partnerships (residents who own an EV or someone who does not own an EV but might have parking near their residence reallocated for a charging station, SCE, business entities as well as private property owners). Working together will be required to fully and expeditiously implement the EVAP.
Financial Impacts Staff estimates the cost to complete all infrastructure improvements outlined in the EVAP is approximately $2.42 million in infrastructure costs over three years, with net new costs at $1.46 million. Approximately $953,734 in funds has already been committed or is available to be allocated. Staff estimate annual operating costs up to $486,160, depending on the usage and maintenance and service needs of the charging equipment. The cost of electricity is likely to vary since estimates were based on limited available data. Staff will return to Council with any specific budget actions associated with future for implementation of the EVAP, including a recommended fee schedule for EV charging.
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Prepared By: Garrett Wong, Sustainability Analyst Approved Forwarded to Council
Attachments:
A. Proposed Resolution and Draft EV Action Plan B. 17-012 (PCS) EVAP Resolution (signed) C. EV Funding Resources D. SCE Proposed Transportation Electrification E. EVAP Comment Summary F. Supplemental Staff Report G. Written Comments H. Powerpoint Presentation
31 of 31 City Council Meeting: November 14, 2017 Santa Monica, California
RESOLUTION NUMBER __ (CCS)
(City Council Series)
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF SANTA MONICA APPROVING THE ELECTRIC VEHICLE ACTION PLAN
WHEREAS, sixty-four percent of Santa Monica's greenhouse gas emissions are generated from vehicle transportation; and
WHEREAS, in order to reach carbon neutrality by 2050 or sooner, decarbonizing vehicle transportation will be essential; and
WHEREAS, the Electric Vehicle Action Plan ("EVAP"), attached hereto as Exhibit
"A", was developed to consolidate various efforts throughout the City of Santa Monica
("City") and develop new initiatives to facilitate electric vehicle adoption through policies, programs, projects and pilots; and
WHEREAS, the EVAP provides a comprehensive strategy to achieve local, regional and state greenhouse gas reduction goals by expanding public Electric Vehicle
("EV") infrastructure and supporting private EV charging; and
WHEREAS, the EVAP was developed by City staff and consultants with input and feedback from local community stakeholders, researchers, EV charging companies,
Southern California Edison, State agencies and other local governments; and
WHEREAS, having reviewed and considered the EVAP and all oral and written
1 testimony regarding the EVAP at the regular meeting of the City Council on November
14, 2017, the City Council desires to adopt the EVAP.
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF SANTA MONICA
DOES RESOLVE AS FOLLOWS:
SECTION 1. The City Council does hereby adopt the Electric Vehicle Action Plan.
SECTION 2. The City Manager, or his or her designee, is hereby authorized to take the administrative actions necessary to implement the Electric Vehicle Action Plan.
SECTION 3. The City Clerk shall certify to the adoption of this Resolution, and thenceforth and thereafter the same shall be in full force and effect.
APPROVED AS TO FORM:
LANE DILG City Attorney
2 Exhibit "A" [Behind this page]
3
Final Draft November 2017
ELECTRIC VEHICLE ACTION PLAN | 1
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Acknowledgements
Primary Authors Saul Portillo, Parking & Operations Division Planning Commission Garrett Wong, Sr. Sustainability Analyst Andrew Maximous, Traffic Management Nina Fresco, Chair Ariana Vito, Sustainability Analyst Amy Nancy Anderson City Council Jason Parry Public Works Department Ted Winterer, Mayor Jennifer Kennedy Dean Kubani, Chief Sustainability Officer & Gleam Davis, Mayor Pro Tem Leslie Lambert Assistant Director of Public Works Kevin McKeown Mario Fonda-Bonardi Shannon Parry, Sustainability Administrator Sue Himmelrich Richard McKinnon Ryan Kraemer, Street & Fleet Services Pam O’Connor Jason Baer, Street & Fleet Services Terry O’Day Other Organizations Alex Parry, Architecture Services Division Tony Vazquez AeroVironment David Wang, Architecture Services Division Austin Energy Zach Pollard, Civil & Engineering Division Task Force on the Environment City of Los Angeles Allan Sheth, Civil & Engineering Division Mark Gold, Chair ChargePoint Tad Banach, Facilities Maintenance Division Erik Neandross EV Charging Solutions David Pettit EverCharge Planning & Community Development David Hertz NRG EVgo Department Garen Baghdasarian Drive Clean Santa Monica Jing Yeo, Planning Manager Robert Lempert Climate Action Santa Monica Francie Stefan, Mobility Division Susan Mearns Southern California Association of Beth Rolandson, Mobility Division Governments Colleen Stoll, Mobility Division UCLA Luskin Center for Innovation Juan Carrero, Parking & Operations Division Westside Cities Council of Governments
ELECTRIC VEHICLE ACTION PLAN | 3
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Table of Contents
List of Tables………………………………………………………………..………………………...... 6 EV ACTION PLAN List of Figures………………………………………………………………………………………...... 6 Public Infrastructure: Modernize and expand public EV infrastructure to List of Terms………………………………………………………………….……………………...... 7 improve user experience and sustain operations.…………………...……………..40 Executive Summary……………………………………………………………………………….....9 Private Charging: Increase EV Charging for Multi-Unit Dwellings (MUDs) and Background…………………………………………………………………………………………...... 12 workplaces……………………………………………………………………………………...... 54 Benefits of EVs………….…………………………………………………………….…...12 Public Policy: Update EV parking policies and practices………..….………..……66 The EV Challenge…………………………………………….……………...…….…….15 Community Outreach: Develop EV outreach programs and resources..…..78 Hierarchy of Mobility & Low-Carbon Living………………………………….17 Putting the Plan to Work EV Action Plan Vision…………………………………………………………………...………….19 Funding the Plan………………………………….……………………….…….……..84 Purpose & Priorities of the EV Action Plan……………………………………………….20 Implementing the Plan………………………………….…………………….….….88 The EV Landscape…………………………………………………………………………………...21 Measuring Success………………………………………………………….……...... 92 Local Policies, Plans, & Programs.………………………………………….…...23 Conclusion………………………………………………………………………………………..…….92 Funding and Resources ……………………………………………………………….25 Charging in Santa Monica: Today and Tomorrow…………...……………...……….32 APPENDIX EV Ownership……………………………………………………………………………..32 Appendix I: Santa Monica Proposed EV Infrastructure Map………….…….…..93 Public EV Charging Stations……………………………………………….………..33 Appendix II: National & State EV Policies……………………………………………...... 94 City EV Fleet………………………………………………………………………………..36 Appendix III: MUD Case Studies and Best Practices for EV Charging..…...... 98 Appendix IV: ADA Requirements for EV Charging…………………………………….102 Appendix V: Local EVSE Rebate Programs………………………………………………..103 Appendix VI: SCE Proposed EV Pilot Programs………………………………………...104 Appendix VII: Draft EV Action Plan Public Comments……………………………….105
Resources……………………………………………………………...………………………………..108
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Tables & Figures
TABLES: FIGURES: Table 1: EV and EVSE Programs and Funding Opportunities…………………………...28 Figure 1: Hierarchy of Mobility……………………………………………………………………...8
Table 2: Registered EVs in Santa Monica………………………………………………………...32 Figure 2: Citywide Emissions by Sector…………………………………………………….…….9
Table 3: Citywide EV Charging Station Inventory….…………………………………...…...33 Figure 3: Predicted Cumulative EV Purchases in Santa Monica……………..……...12
Table 4: Existing Public Charging Stations…………..……………………………………..……34 Figure 4: Average Annual Vehicle Emissions in California………………………………13
Table 5: 2017 Pending Installations of New Charging Stations…….…………….……34 Figure 5: Cost Ranges for EV Charger Installation………………………………………….16
Table 6: Municipal EV Fleet and Charging Stations………………………………………….36 Figure 6: California Hybrid and Electric Vehicle Market Share………….……….…..22
Table 7: Proposed 5-Year Infrastructure Plan ..………………………………….…………...42 Figure 7: EVSE Resources and Programs…………………………………………………… …..31
Table 8: EV Charging Station Installation Costs for Existing Stations………………..42 Figure 8: 2011-2016 EV Purchases in Santa Monica..…………………………….………32
Table 9: Analysis of Publicly Available EV Charging Rate………………………………….46 Figure 9: Existing and Pending Charging Stations…………….…………………….……...35
Table 10: Examples of Public EV Charging Rates ……………………………………..….….46 Figure 10: Existing & Proposed Curbside Charging Stations…………………………..37
Table 11: Average Charging Station Usage……………………………………………………...47 Figure 11: Process for Establishing a Fee Schedule ……………………………………….45
Table 12: Conceptual 3-yr Project Cost Estimates and Funding Sources..………..86 Figure 12: Low Carbon Fuel Standard Credit Prices…………………………….…………47
Table 13: Budgeted Funds…………………………………………...………………………………….87 Figure 13: Top MUDs with Residents Likely to Purchase EVs…………………………55
Table 14: Operating Costs…………………………………...………………………………………….87 Figure 14: Breakdown of Installation Costs for Level 2 EVSE……………………..…..56
Table 15: Division & Department Acronyms…………………………………………………….88 Figure 15: Curbside Charging Potential………………………………………………………….62
Table 16: Responsibilities Overview…………………………………..…………………………...89 Figure 16: Predicted Lost Meter Revenue from Free EV Parking………………..….72
Table 17: Implementation Timeframe…………………………………………………………90-91 Figure 17: Property Owner Familiarity with EVs and Charging Infrastructure Needs……………………………………………………………………………………………………………..79
Figure 18: Property Owner Familiarity with EVSE Rebates and Subsidies……….79
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List of Terms BEV: Battery electric vehicles use electric EV: Electric vehicle, including plug-in hybrids MUD: A multi-unit dwelling (also know as motors and motor controllers instead of and pure battery electric vehicles. multi-family building), is a residential internal combustion engines for propulsion. building consisting of three or more units. EVSE: Electric Vehicle Supply Equipment Charge-ready (also known as EV-ready): The (also known as EV charging stations or EV OSE: City of Santa Monica Office of necessary electrical capacity has been chargers). This includes the charging station Sustainability & the Environment installed in a garage or parking itself and all components required for the facility to support electric vehicle charging installation and use, such as: conductors, PEV: Plug-in electric vehicle (includes pure (typically 20-40 amps of available service for plugs, power outlets, wiring, ground battery electric and plug-in hybrid vehicles, a level 2 station). connectors, etc. known as PHEVs)
Cost-recovery: System capability to recover Level 1: provides charging through a 120 volt PHEV: A plug-in hybrid electric vehicle has the costs associated with operating EV (V) AC plug. Based on the battery type and both an electric motor that is battery charging stations by charging a fee for the vehicle, AC Level 1 charging requires 15-20 powered and a gasoline engine electricity provided (i.e. through an RFID or amps of service and adds about 2 to 5 miles card reader attached to the charging of range per hour of charging time. Level 1 SCAG: Southern California Association of station). is the slowest and least-expensive charging Governments. option. DC Fast Charging: Direct-current (DC) fast SCE: Southern California Edison (Santa charging equipment, also called Level 3, Level 2: provides charging through either a Monica’s electric utility provider) requires 208/480 V AC three-phase input. It 240 V (typical in residential applications) or is the fastest charging option available. EVs 208 V (typical in commercial applications) ZEV: Zero-emissions vehicle equipped with either a CHAdeMo or AC plug. Level 2 charging requires 20 to 100 SAEcombo DC fast charge receptacle can amps of service (typically 20-40 amps) and add 50 to 70 miles range in about 20 adds about 10 to 20 miles of ranges per minutes. hour of charging time.
ELECTRIC VEHICLE ACTION PLAN | 7
Figure 1: Mobility Framework
EV Action Plan
8 | CITY OF SANTA MONICA
Executive Summary
Electric vehicles (EVs) are moving into the neighborhoods, complete streets, and over facilities that can be utilized for marketplace faster than ever before. easy access to transit boulevards. Vehicle charging (e.g. public parking lots and on- With 64% of Santa Monica’s carbon electrification works with these mobility street facilities). In addition, cities play a footprint produced from the strategies to also help reach community crucial role in providing essential transportation sector, reducing vehicle sustainability and emission reduction infrastructure, coordinating stakeholders, emissions through electrification is goals. and developing policies to support EV needed to complement increased charging. efficiency and active transportation. Achieving a meaningful shift in vehicle fuel will require an expanded EV charging Santa Monica is well positioned to The City’s plans and policies call for an network to meet charging needs. This will increase the proportion of electric integrated transportation strategy that require an investment in charging vehicles in the City by making charging supports walk- and bike-friendly infrastructure and policies to support the stations more readily available due to its
Figure 2: Citywide Emissions by Sector (2015) transition. The City can be a catalyst to environmentally progressive residents, increase EV use and can provide the business owners, and property owners. essential components to reach those Providing additional public charging and efforts. facilitating private charging can enable those who have delayed purchasing EVs Expanding EV charging facilities is a to make the switch. complex process involving many different players. With the anticipated increase in The Electric Vehicle Action Plan (EVAP) is EV ownership, local governments have a part of a greater mobility framework call to action to support EV infrastructure (Figure 1) that prioritizes walking, biking, expansion because they have jurisdiction and low-carbon transit. The City is
ELECTRIC VEHICLE ACTION PLAN | 9
actively improving access to these priority recommendations for a pilot rebate EVAP priorities include: modernizing and transportation modes through the Bicycle program that targets residents of multi- expanding the existing network, providing Action Plan, Pedestrian Action Plan, and unit dwellings (MUDs). incentives for property owners, siting Downtown Community Plan. public charging in or near multi-family The EVAP seeks to expand the public residential neighborhoods, and creating For the trips that require vehicles, electric charging infrastructure from 89 to outreach and incentive programs for EVs vehicles are the preferred option due to approximately 300 chargers by 2020, with and charging. the immense air quality and greenhouse a long-term goal of 1,000 chargers by gas reduction benefits compared to fossil- 2025. There is no rule of thumb for the By establishing a comprehensive and fuel powered vehicles. right ratio of EVs to charging stations. strategic approach, Santa Monica can Based on existing electrical constraints transform and sustain its role as a leader The EVAP includes a series of priorities, and the high number of multi-unit in sustainable technologies, carbon programs, and policy recommendations dwellings (MUDs) in Santa Monica, 300 is emissions reductions, transit, shared to make EV charging more accessible to an ambitious yet feasible short-term goal. mobility services, and pedestrian and existing and future EV drivers in Santa bicycle mobility. Monica. This plan was developed through By providing additional infrastructure, the a comprehensive review of existing EVAP aims to increase the municipal and state EV charging plans, percentage of EVs on the road academic studies, and industry from 2% to 15% by 2025. collaboration and research. Replacing 13% (~9,000) of the fossil-fuel powered vehicles The City commissioned the UCLA Luskin with EVs will save an estimated Center to analyze EV growth projections; 26,000 metric tons of carbon demand for workplace, retail, and dioxide. residential charging; curbside charging potential; and to provide
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Reaching 15% (~10,000) EVs in Santa Monica will save 25,690 metric tons of greenhouse gas emissions per year.
These savings are equivalent to:
OR OR
AND
Source: EPA Greenhouse Gas Emissions Equivalency Calculator and the Department of Energy eGallon calculator.
ELECTRIC VEHICLE ACTION PLAN | 11
Background powered by electricity from the local In addition, there are significant economic Benefits of EVs grid produce 54% less lifetime carbon benefits available to EV drivers, utility Santa Monica recognizes the important pollution than gasoline cars (Plug In companies, and the local economy: role EVs play in reducing carbon America, 2016). emissions and cleaning the air. According Cheaper maintenance costs due to to the American Lung Association’s (ALA) Reduced emissions that generate fewer parts (e.g. no engine or Clean Air Future study, health and climate ozone and particulate matter transmission) costs caused by internal combustion Figure 3: 2011-2026 Predicted Cumulative EV Purchases in Santa Monica engine vehicles totaled $37 billion across ten states in 2015. The ALA study estimates that combined health and climate benefits from a 100% EV scenario in California could reach $13.5 billion by 2050. These benefits include:
Fewer asthma attacks, lost work days, premature deaths, heart attacks and emergency room visits as the result of cleaner air
Climate benefits linked to reduced costs to agriculture and the environment
Reduced carbon emissions: EVs Source: IHS Auto; Prepared by: UCLA Luskin Center for Innovation, May 2017
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Estimated fuel savings of more than effect, which can lower energy There are three levels of EV chargers, $3,500 over the lifetime of the vehicle consumption of air conditioners and which charge at different rates depending if gas prices fall to $2.50/gallon; reduce carbon emissions. on the voltage:
savings will be closer to $9,000 if gas Level 1 chargers (120V) are the prices are $3.50/gallon (Plug In slowest and least expensive option. America, 2016) EV Charging Basics EV owners typically charge at home and, They provide 2-5 miles of charge per Savings from fuel costs and if offered, the workplace. If only one or hour of charging time. maintenance can be invested back neither of these options are available, Level 2 chargers (240V) add about 10- into the local economy drivers must rely on public charging 20 miles of ranger per hour of charging time. Greater proportion of off-peak energy infrastructure. This is difficult with current DC Fast chargers or Level 3 chargers sold, which can reduce rates for utility public charger availability in Santa (480V) are the fastest charging option customers Monica. available and will add 50-70 miles of
Potential load control such as vehicle- range in about 20-30 minutes. to-grid integration Figure 4: Average Annual Vehicle Emissions in California (Pounds of CO2e)
Supporting EV adoption through the strategies outlined in this plan will enable Santa Monica to take advantage of these benefits.
Another study found that electric vehicles emit only 19.8% of the total heat emitted by conventional vehicles per mile (Li et al, 2015). Replacing conventional vehicles with EVs reduces the urban heat island Source: Department of Energy, Alternative Fuel Data Center
ELECTRIC VEHICLE ACTION PLAN | 13
The term “smart charger” refers to greenhouse gas reduction targets and chargers with network connectivity. Santa Monica’s EV cleaner air. Features include user notifications when History charging is complete, payment collection Santa Monica first installed EV chargers in through an RFID or credit card reader, the mid-90s and purchased some of the The City’s Role Demand for electric vehicles is rising demand management, and maintenance original versions of electric vehicles for its quickly in California cities due to a variety alerts for station hosts. All of the City’s City fleet. Santa Monica residents have of factors: public chargers are currently “dumb also been early adopters of electric Decreased cost of EVs chargers”, which lack the above vehicles and have been strong advocates for expanded EV charging infrastructure. Increased driving range of EV batteries capabilities. Many residents would like to purchase Rebates and tax credits
electric vehicles but lack charging options Volatility of gas prices Demand management refers to the — particularly those living in MUDs. Increased make and model options management of the electrical load. Most Increased environmental awareness smart charging stations are capable of Increased availability of public managing electrical loads to prevent In 2016, Santa Monica committed to chargers strain on the grid and mitigate peak becoming a carbon neutral city by 2050 or Increased installation of solar demand charges. Peak demands are sooner. In order to achieve this, the Additional benefits, i.e. HOV privileges, typically met by using fossil fueled power community will need to drastically reduce free metered parking plants, which increase greenhouse gas its use of fossil fuels by electrifying vehicle emissions. transportation, encourage active modes Santa Monica’s goal to expand electric of transportation, and transit. vehicle adoption aligns with state and Walking and biking are the optimal forms regional goals to reduce fossil fuel of mobility, followed by transit and combustion and greenhouse gases. A shared mobility services. For trips that still series of new and upcoming funding need to be made by vehicle, opportunities at the federal, state, local, electrification is essential to achieving and utility level provide unprecedented
14 | CITY OF SANTA MONICA opportunities to expand the EV charging (MUDs). Increasingly, competition for the overall power demand profile . Thus, network in Santa Monica. charging stations between City vehicles and smart grid systems will be needed to modify resident vehicles has generated tension in behavior change. The City has several unique roles in the electric vehicle community. Limited facilitating EV infrastructure deployment road way and curb space for the many users EV ownership requires thoughtful planning and EV adoption: creates competition that will be amplified and investment in order to support regular by the necessary actions of designating EV Procurement: Public charging stations charging needs. The electrical infrastructure and fleet vehicle purchases charging spaces. of our buildings and our utility grid were not
Regulatory: Permitting, building & designed to handle additional electrical zoning codes, electric utilities. EV owners typically use private chargers if demand of EV charging today. Market Facilitation: Rebates & offered, but if not, they utilize the limited Incentives public charging facilities. Challenges are Supporting and maintaining the Ownership: Leveraging city owned greatest for residents in MUDs because infrastructure also requires coordination property for public EV parking and they often lack dedicated parking or amongst various City departments/divisions charging, e.g. public parking lots and adequate electrical capacity to support EV and other government entities responsible street parking charging. Unsupportive landlords and for providing energy. Upgrading Stakeholder engagement: residents, prohibitive installation costs can be infrastructure to support EV charging property owners, City staff, & utilities additional barriers. Challenges vary based requires coordination with the utilities and on the size and ownership models of can incur significant hidden costs in addition different MUDs. (See Appendix II: MUD Case to the equipment and installation fees. The EV Challenge Studies and Best Practices for EV Charging.) As the City supported the proliferation of
EVs within its own operations and Santa Monica’s existing public infrastructure throughout the community, Santa Monica is outdated and inadequate for the current has seen an increased demand for public and future demand of residents and City charging stations and, in particular charging fleet vehicles. As EV charging develops, for residents who live in multi-unit dwellings there is more demand on the grid, changing
ELECTRIC VEHICLE ACTION PLAN | 15
Cost of Charging Can Vary Greatly
Figure 5: Cost Ranges for EV Charger Installation
($300-$6,500) ($60-$2,000) ($274-$33,500) ($180-$4,600)
Image source: Noun Project; Car by Tracy Tam; Electric Equipment by Prosymbols; Building by Nicholas Menghini; Pylon by Arthur Shlain
Cost estimates for EVSE equipment were obtained from the U.S. Department of Energy’s 2015 report, Costs Associated with Non-Residential Electric Vehicle Supply Equipment. Cost estimates for all other stages of installation were obtained from the UCLA Luskin Center for Innovation’s 2016 report, Overcoming Barriers to Electric Vehicle Charging in Multi-unit Dwellings: A South Bay Case Study.
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Hierarchy of Mobility mobility services, which can be powered by emissions and their fuel production low-emission fuels or electric. Single- process, or ‘upstream; emissions. Tailpipes & Low-Carbon Living occupancy vehicles are the least preferred emit harmful emissions that create ozone option as they contribute traffic and and particulate matter pollution, as well as Santa Monica is working to encourage pollution. greenhouse gases, which cause climate people movement instead of car movement change” (ALA Clean Air Future 2016, pg. 8). by creating a healthy connected city that Increasing active transportation and enables safe and convenient walking, switching to electric vehicles from This EV Action Plan focuses on biking and transit use. The shift will also traditional fuel combustion vehicles electrification of the personal vehicles that help reduce the number of traffic-related benefits the environment by reducing remain in use, which is one of many fatalities under Vision Zero. “upstream emissions” and pollution. strategies the City is taking to reduce According to the American Lung carbon emissions from the transportation Walking and biking are the optimal forms of Association, (ALA)“ Passenger vehicles sector. mobility, followed by transit and shared impact health through their tailpipe
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What about the Big to achieve emissions reductions. The requirements for medium– and heavy-duty electrification of medium- to heavy– duty electric vehicles. Blue Bus and other vehicles is an important part of wide scale large vehicles? emissions reductions, however the EVAP The City’s Fleet Management Division is also focuses primarily on light-duty passenger reviewing options for electric and hybrid- The Big Blue Bus (BBB) has a strong vehicles due to the vastly different charging electric fleet vehicles as they enter the commitment to sustainability. BBB became marketplace. one of the country’s first municipal transit authorities to convert its fleet to renewable natural gas (RNG) in 2015. This type of fuel comes from non-fracked methane that is harvested from landfills and is rated 90% cleaner than diesel. This switch resulted in a 60% emissions reduction compared to the previous year.
The BBB is conducting an electrification feasibility study to eventually transition to an electrified fleet. The BBB may also be eligible to apply for SCE’s Electric Transit Make-Ready Program if the Transportation Electrification proposal is approved by the California Utilities Commission (Appendix VI).
Transit electrification requires extensive planning and is one of multiple pathways
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EV Action Plan Vision
We envision a wholly decarbonized Comprehensive policy support, local transportation system in which promotional programs, and Goal people choose to walk, bicycle, and adequate charging infrastructure are take transit, and when driving, three essential components of a choose electric vehicles. The City robust EV network. 300 smart aims to support EV drivers— residents, visitors and City fleet– The purpose of this document is to charging with a sophisticated network of provide a strategic vision and action public and private chargers that is plan that will implement policies, financially sustainable, provides projects and programs accelerating stations equitable access, and synergizes the adoption of electric vehicles. with modern technology.
by 2020 The City aims to have a uniform public network of approximately 300 smart chargers by 2020. These stations will be strategically located throughout the city near residential neighborhoods, commercial areas, parks, libraries, and beach lots, among other facilities.
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EV Action Plan Priorities
Public Infrastructure: Modernize Private Charging: Increase EV and expand public EV infrastructure Charging for Multi-Unit Dwellings to improve user experience and (MUDs) and Workplaces. sustain operations.
Public Policy: Update parking Community Outreach: Develop EV policies and practices for efficient outreach programs and resources charging station use. for residents and businesses.
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California EV The EV Landscape Global EV sales more than doubled In July 2016, the White House released a charging between 2014 to 2016. Countries including set of federal and private section actions infrastructure India, the U.K, France and Norway have to accelerate electric vehicle adoption in pledged to phase out fossil-fuel powered the U.S. As part of these federal actions, increased by vehicles in the coming decades. the Department of Energy (DOE) Loan Volkswagen plans to invest $84 billion in Program Office (LPO) issued a supplement more than 50% electric cars and batteries and aims to to its Title XVII Renewable Energy and bring 300 EV models to the global market Efficient Energy (REEE) Projects from 2015-2016. by 2030. Solicitation, clarifying that certain electric vehicle (EV) charging facilities—including Automakers such as Volvo, Lincoln, VW, associated hardware and software– are Jaguar and Land Rover recently announced now eligible to receive funds. The plans to electrify their entire fleet. solicitation can provide up to $4.5 billion in Nationally, EV sales rose 37% in 2016 from loan guarantees to support innovative the previous year (Raiper, 2017); however, renewable energy and energy efficiency as of November 2016, EVs accounted for projects. less than 1% of all cars on the road (Sierra Club, 2016). In Santa Monica, EVs State legislation signed in recent years is accounted for approximately 2% of all cars supporting EV drivers through incentives, on the road. More than 50% of all EV sales priority parking, and mandatory charge- in the U.S. occurred in California (Raiper, ready requirements in new buildings. 2017). Local programs such as AltCar are raising
Congressman Ted Lieu, 2016 AltCar 1 California Energy Commission, 2016 ELECTRIC VEHICLE ACTION PLAN | 21
awareness and educating the community PHEVs and BEVs), which is significantly The State of California has several goals on EV policies, technologies, and the higher than most states in the U.S. (Clean and supporting legislation that will status of the EV industry. Technica, 2016). This number could continue to incentivize EV adoption: Statewide EV charging has increased by increase to over 100 in the coming years Reduce carbon intensity of vehicle more than 50% (California Energy as automakers such as General Motors, fuels by 10% by 2020 Commission, 2016). As battery ranges Ford, and Nissan announce the launch of Increase EV ownership to 1.5M by increase and vehicle prices drop, more new BEV and PHEV models. 2025 drivers are choosing plug-in hybrids or Prices range from approximately $24,000 Increase EV sales to 15% of all pure battery electric vehicles compared for a Mitsubishi i-MiEV to $140,000 for a vehicles sales by 2025 to non-plug-in hybrids. As of June 2017, Tesla Model X. Battery range starts at 59 Reduce greenhouse gas emissions EVs (PHEVs and BEVs) represented 4.8% miles per charge for the Mitsubishi i-Miev 40% below 1990 levels by 2030 of the State market share. and reaches 289 miles for a Tesla Model X (Green Car Reports, 2016). The introduction of lower cost, long- Fig 6: California Hybrid and Electric Vehicle Market Share range EVs such as the Tesla Model 3, 2018 Nissan Leaf, and Chevy Bolt are expected to have a considerable impact on EV charging demand in Santa Monica. The California Air Resources Board is expecting an additional 20-25 BEVs with over 200 miles of 100% electric range in the next five years. These longer range EVs will likely mitigate range anxiety and lead to greater adoption. In California, there are around 20 models of locally available EVs (including both Source: California Auto Outlook, May 2017
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Local EV Policies, Zoning Update (2015): New Development, adjacent to standard size parking spaces. Remodel or Expansion Charging stations shall be adjacent to a Plans & Programs Under the updated Zoning Code, all new designated parking space. In a Single- Policies development, including remodels or Unit dwelling project, the station may be Rent Control (2013): Amendment to expansions, must have one charging station in the rear half of the parcel if evidence Regulation 3201 for every 25-49 parking spaces and two is presented to the Director that the charging stations for 50-99 parking spaces. usage of the charging station will not In order to allow EV charging in rent- One additional charger is required for each block access to any additional parking controlled apartment buildings, the Rent additional 50 spaces. The update specifies spaces. Control Board amended Regulation 3201 to location, design, and signage guidelines as create separate agreements for EV charging Other policies supporting EVs in Santa follows: in long-term controlled or Monica vacancy-controlled tenancies. Signage shall be installed designating Free charging at all parking structures spaces with charging stations for electric and public EV charging stations Municipal Code 8.106.100 (2016): Residential vehicles only. Free metered parking Electric Vehicle Charging Access to HOV lanes (State law) If the parking spaces are not being used, Additions to Chapter 8.106 of the Green Lower electric rates for EV charging a written request may be made to the Building Standards Code include (utility – Southern California Edison) Director for parking spaces for general requirements for multi-family dwellings and Free permits for EV charging stations usage for a specific time period. buildings of mixed-use occupancies to Fleet procurement goals for alternative- prepare for future EV charging. New Charging stations and associated fueled vehicles (including compressed electrical service panels installed in multi- equipment or materials may not and liquefied natural gas) family dwellings with parking facilities must encroach on the minimum required clear areas from driveways, include a load of ten kilowatts per five percent of the parking spaces provided. parking spaces, garages or maneuvering
areas.
Charging stations shall be installed
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Plans adoption of electric vehicles. The City is Programs Adding EV charging infrastructure in Santa working with community and expert Santa Monica’s annual AltCar Conference Monica supports existing goals outlined in stakeholders to develop a new Climate and Expo began in 2005 and has grown the Sustainable City Plan, 15x15 Climate Action and Adaptation Plan that will each year, bringing together industry Action Plan, Downtown Community Plan, outline steps to create a carbon neutral professionals and the public to discover and the Land Use Circulation Element. city by 2050. EV adoption is secondary to new alternatives to energy and increasing active transportation. transportation. Conference participants can attend panel discussions with industry The Sustainable City Plan has goals to leaders and all Expo visitors have the increase clean air vehicles as a percentage The Land Use Circulation Element (LUCE) opportunity to test drive a range of EV of total vehicle ownership annually and to identified the need for managing the and fuel cell models. increase the percentage of fleet vehicles number of new vehicle trips, proactively operating on alternative fuels to 80% by pursuing greenhouse gas reductions Offering test drives has proven to be 2020. through fuel shift and active particularly effective at rising interest in transportation. The LUCE is a key purchasing EVs. A pre/post fair survey found that test ride participants were Santa Monica adopted a short-term component of the City’s overarching 76% “more likely” to consider buying an 15x15 Climate Action Plan in 2013 with a Mobility Strategy, which aims to shift how EV after the test drive (CA PEVC, 2016). A goal to reduce citywide greenhouse gas people move around Santa Monica by few month later, 15% had purchased one emissions 15% below 1990 levels by 2015. making sustainable options more (55% saying the test drive was a “very Significant reductions in energy usage in convenient and accessible. important” part of the decision) and 94% the building and transportation sectors had spread the word (Plug In America, The Downtown Community Plan (DCP) is helped surpass this goal with a 20% 2016). reduction of emissions below 1990 levels. guided by the LUCE vision for a thriving,
mixed-use urban environment. The DCP Since 64% of city-wide emissions are still prioritizes the pedestrian experience and generated by the transportation sector, a well-connected, efficient transportation network. this represents a large opportunity to further reduce emissions through greater
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tests in violation of the Clean Air Act. The California Energy Commission (CEC) Funding & Volkswagen will spend $10 billion on has also approved up to $200M for Resources vehicle buybacks and $4.7B to mitigate statewide charging installations as part of the pollution from these cars and invest in the Alternative and Renewable Fuel and State Funding Opportunities green vehicle technology. Vehicle Technology Program, which Cities and utility providers throughout supports sustainable transportation and California have developed programs to California will receive $800M from the greenhouse gas reductions goals. In April facilitate EV adoption through rebate VW settlement to dedicate to EV 2017, the CEC awarded a $15M grant to programs, free charging station investment plans, which will be approved San Diego-based Center for Sustainable installations, time-of-use rates, and by the California Air Resources Board. Energy to develop and implement an outreach. $200M will be allocated within 30 months initiative to install EV charging stations of the settlement effective date (October statewide by creating financial incentive In addition, the introduction of CalGreen 25, 2017). 35% of funds in California will projects. code and Assembly Bill 1236 also assisted go towards disadvantaged communities. in the adoption of EVs by requiring new In May 2017, the California Air Resources buildings to be EV charge ready. The bill Volkswagen is required to invest in EV Board (CARB) announced $6M in funding required streamlining the permitting infrastructure to promote and advance to implement a Financing Assistance Pilot process to make it easier for prospective the use of EVs; eligible activities also Project for FY 2016-2017. The project is EV buyers to understand the include outreach, education and funded by the Low Carbon Transportation administrative burden and the cost of investment in fleet vehicles. The Southern program and is intended to accelerate EV installing EVSEs before purchasing an EV. California region is expected to be eligible adoption among lower-income for a significant portion of this funding consumers. In October 2016, the U.S. government due to its large population, however granted final approval of a $14.7B specific regional funding amounts have The goal is to help improve access to settlement against Volkswagen (VW) for yet to be determined. affordable financing mechanisms, equipping more than 500,000 diesel including a vehicle price buy-down vehicles to cheat U.S. vehicle emissions coupled with a low interest loan to ELECTRIC VEHICLE ACTION PLAN | 25
qualified lower-income consumers to Committee (MSRC) Clean Transportation benefits of electric transportation. SCE purchase advanced technology clean Program. The program accelerates previously offered the Charge Ready pilot vehicles. The solicitation was open to implementation of the SCAQMD’s 2016 Air to increase charging infrastructure at federal, state, and local government entities Quality Management Plan. Cities and multi-unit dwellings and commercial through July 2017. counties can direct MSRC funds toward zero sites. and near-zero emission vehicles, charging In January 2017, SCE submitted a In September 2017, the approval of AB 134 infrastructure, and EVSE installations. proposal for a $570M Transportation appropriated $140M funds to the Clean Electrification program subject to Vehicle Rebate Project for the 2018-19 fiscal Utility Funding Opportunities approval from the California Public year. New funding sources will also be Southern California Edison (SCE), Santa Utilities Commission (CPUC). The available under the Greenhouse Gas Monica’s electrical utility provider, is program aims to help grow the Reduction fund, which receives funding supporting transportation electrification transportation electrification market over from the state’s recently extended cap-and- by offering programs like the Clean Fuel a five-year period for medium and heavy trade program. Reward. This program offers rebates to duty EVs and to help reach statewide EV owners, making electric fueling more greenhouse gas reduction goals. The Funding is also available under the Mobile affordable through special EV charging proposal includes rate designs to Source Air Pollution Reduction Review rates, and increasing awareness of the incentivize EV adoption, a customer
26 | CITY OF SANTA MONICA rebate for residential charging station incentives for their customers. Sonoma installations, and monetary rewards for Clean Power is offering an additional ride service and taxi drivers who drive $2,500 incentive to purchase Nissan Leafs EVs. See Appendix VI for more details. and BMW i3s while funding lasts. Low- income customers can receive incentives There are a number of funding resources up to $5,000 in addition to state and for EV ownership and EVSE installation federal rebates. from the federal level down to the local utility. However, many of these resources Many of the existing resources are are not well known and can be daunting oriented toward property owners with for property owners and first-time EV adequate resources to deploy their own buyers. Santa Monica aims to help guide EV infrastructure. To date, there are residents through this process by creating minimal options for commercial and a clearinghouse of information and residential tenants who wish to install resources (priority #4). EVSE, but cannot due to insufficient electrical service capacity or dedicated In the likely event that the City spaces to charge. Lack of funding only implements a Community Choice makes matters more challenging. Aggregation (CCA) program, which allows Santa Monica to buy electricity generated by more renewables for the residents and businesses, there will additional opportunity to incentivize EVs.
For example, the Sonoma Clean Power CCA partner with EV and EV charger manufacturers to provide substantial
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Table 1: EV and EVSE Programs and Funding Opportunities
Administrator Program Description California Air Resources Clean Vehicle Rebate Project Offers rebates of $1,500-$2,500 for purchasing or leasing zero-emission vehicles. Board Offers incentives ranging from $2,500 up to $4,500 to replace old, polluting vehicles with cleaner Replace Your Ride Program vehicles, depending on income level and type of vehicle purchased. Residential EV Charging Provides up to $250 for the cost of hardware for Level 2 residential chargers. An additional South Coast Air Quality Incentive Pilot Program incentive of up to $250 is available for low-income residents. Management District Mobile Source Air Pollution The Mobile Source Air Pollution Reduction Review Committee (MSRC) recently approved $21 Reduction Review Committee million for cities and counties within the South Coast air district to invest in local clean vehicle, fuel (MSRC) and transportation projects through its new Local Government Partnership Program.
SCE offers a $450 purchase rebate for battery-electric vehicles and plug-in hybrid vehicles to all Southern California Clean Fuel Rewards Program utility customers in its service territory. The rebate applies to new purchases and up to the third Edison owner of a particular car. Funds come from the state’s Low Carbon Fuel Standard Program.
City and State A property tax assessment creates a loan to pay for EVSE equipment and installation costs that can PACE Financing Government be repaid over a fixed term. The EVSE and PACE loan becomes tied to the property.
California Capital Access Offers EV infrastructure loans (up to $500,000) with up to 15% rebates for small business owners Program (CalCAP) EV Charging and commercial landlords who install electric vehicle charging stations for employees, clients or California Energy Station Program tenants. Commission Alternative and Renewable The CEC awarded a $15 million grant to the Center for Sustainable Energy to develop and Fuel and Vehicle Technology implement an initiative to install more electric vehicle charging stations statewide by creating Program financial incentive projects. (2017)
Environmental Protection Provides free technical assistance to assess and secure EV charging stations and/or solar PV EV Charging & Solar Initiative Agency systems at workplaces, including non-profits, colleges, government, and private sector companies.
$800M over 10 yr investment in California covering 4 areas: (1) Installing charging infrastructure (approximately $120 million), (2) Building a Green City to showcase the benefits of ZEVs and Volkswagen Electrify America promote increased ZEV usage (approximately $44 million), (3) Public Education initiatives (approximately $20 million), and (4) Access initiatives like ride‐and‐ drive events.
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Case Studies: Utility & Air District Programs
Southern California Edison Charge San Francisco Bay Area Charge! San Diego Gas & Electric Power Your Ready Program Program Drive Program In 2016, Southern California Edison (SCE) San Francisco’s Bay Area Air Quality San Diego Gas & Electric (SDG&E), launched a pilot program to fund Management District (BAAQMD) Charge! launched a new pilot program, Power infrastructure and rebates for 1,000- Program offered $5 million in grant Your Drive, in early 2016. The California 1,500 charging stations for multi-family, funding for the installation of electric Public Utilities Commissions (CPUC) work, fleet, and destination charging. vehicle charging stations at Bay Area authorized SDG&E to install up to 3,500 The pilot funded the installation of transportation corridors, workplaces, EV charging stations in MUDs and “make-ready” infrastructure and was MUDs, and trip destination locations. The businesses throughout its service area. A Transportation Fund for Clean Air funded minimum of 10% of the stations will be offering rebates between 25% to 100% of the charging station costs. this program and applications closed in located in disadvantaged communities. January, 2016. The program was created The program requires a minimum of 10 However, program eligibility to help meet the regional EV deployment requirements limited the ability of small stations to be installed, similar to the SCE goals of 110,000 EVs by 2020 and ChargeReady program. This minimum and medium sites to participate in the 247,000 EVs by 2025. program. In 2018, SCE will propose an requirement may not be as large of a additional program aimed at this sector. barrier in San Diego due to a lower population density and smaller percentage of MUDs compared to Santa
Monica.
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1.5 million zero-emission vehicles by 2025
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Who Has Access?
Figure 7: EVSE Resources and Programs
Almost three-quarters of Santa Monicans are renters, according to the 2010 Census.
Access to resources and information are paramount if EV charging is to become an option for renters. The following diagrams outlines which programs are available to residential and commercial property owners, EV drivers who rent their properties, and municipal funding options. Targeted incentives and resources are necessary in order to reach the renter population.
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Charging in Santa Monica: Today and Tomorrow
Table 2: Registered EVs in Santa Monica (2016) EV Ownership charging stations. EV ownership has increased steadily The following numbers and charts reflect Type Qty throughout the U.S., and particularly in existing and predicted EV ownership and Plug-In Hybrid Electric Vehicle 601 California since 2010. California cities and charging station inventory in Santa Battery Electric Vehicle 708 towns represented approximately 65% of City-Owned Electric Vehicle 119 Monica. national EV sales in 2015, and this rate is Total registered EVs 1,428 expected to grow (ICCT, 2016). Figure 8: 2011-2016 EV Purchases in Santa Monica In Santa Monica, there were 1,428 registered clean air vehicles in 2016 (including fleet vehicles), a drastic increase from the 63 clean air vehicles registered in 2003. Resident purchases of BEV and PHEVs in Santa Monica have increased 136% since 2012. Similar to the state level trends, BEV purchases in Santa Monica are growing at a faster rate than PHEVs (Figure 8). Cumulative PEV sales in Santa Monica are predicted to reach nearly 4,000 by 2021. With more than double the number of PEVs on the road expected by 2021, it is imperative
for the City to provide more public Source: UCLA Luskin Center for Innovation, May 2017
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Public EV Charging Stations any means of enforcing turnover when parking or charging limits have been The City currently has 83 charging ports 2017 Nissan Leaf available at 64 charging stations (53 reached. single-ports and 11 dual-ports). The majority of charging stations are located As of fall 2017, 34 new charging ports in City-owned parking structures and were pending at various parking lots and surface lots, and two charging stations structures across Santa Monica at various are located on-street on Montana Ave. stages of development. These chargers should be operational before the end of The dual-port chargers at the Civic Center Structure were provided by UCLA 2017. If all pending and requested through a research project. All stations stations are approved and installed, the City will operate a network of 133 see a high amount of usage and staff Source: Nissan USA regularly receives requests to add more charging ports by the end of 2017. charging stations.
All charging is currently provided to the Table 3: Citywide EV Charging Station Inventory public free of charge. Varying brands, models and vintages of EV charging Total port Station Ownership equipment have been deployed, connections providing no consistency nor establishing City-Owned Public 83 any standard for maintenance. None of City Fleet-Use only 14 the existing EVSE have communications, Commercial & Residential 227 remote monitoring/control or cost Total 324 recovery capabilities. Due to the technology, staff does not have any metrics on usage, outages or cost, nor
ELECTRIC VEHICLE ACTION PLAN | 33
Table 4: Existing Public Charging Stations
Dual-port Single-port Total Available Location Street Address Stations Stations Ports Civic Solar Port 1685 Main St - 12 12 Civic Parking Structure 333 Civic Center Dr 7 - 14 Santa Monica Pier 200 Santa Monica Pier - 4 4 Santa Monica Place 395 S Santa Monica Place - 6 6 Parking Structure 7 11th & Montana 1101 Montana Blvd - 2 2 (curbside) 2200 Virginia Ave (Pico Virginia Avenue Park - 3 3 Blvd side) 2200 Virginia Ave Virginia Avenue Park - 2 2 (Virginia Ave side) 3223 Donald Douglas Santa Monica Airport 1 2 4 Loop South Parking Structure 6 1431 2nd St 4 22 30 Lot 11 2501 Neilson Way 1 - 2 Lot 9 2901 Neilson Way 2 - 4 *Parking Structure 9 stations will be operational Parking Structure 9* 1136 4th St 2 - 4 th th by end of Nov. 2017 5 Street Lot 5 & Santa Monica 1 - 2 Total 18 53 89 Table 5: 2017 Pending Installations of New Charging Stations
Dual-port Total Available Location Address Status Stations Ports Parking Lot 7 1217 Euclid St 2 4 In design Parking Lot 8 1146 16th St 1 2 In design Parking Lot 9 2725 Neilson Way 3 6 In design Parking Lot 10 2675 Neilson Way 1 2 In design Parking Lot 26 2303 Neilson Way 1 2 In design Main Library 601 Santa Monica Blvd 6 12 In design Annenberg Beach House 415 Pacific Coast Hwy 1 2 In design Total 15 30
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Figure 9: Existing and Pending Charging Stations
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City Fleet Charging Table 6: Municipal EV Fleet and Charging Stations The City currently owns 119 fleet EVs and nine dedicated charging stations (14 total Existing EVs to be Procured by Fiscal Year connections). All fleet-only charging stations Office/Parking are located at the City Yards. Based on Location 15/ 16/ 17/ 18/ 19/ Total EVs Chargers EVs existing and anticipated fleet parking 16 17 18 19 20 by 2020 demand, charging stations for fleet vehicles 1212 5th St 0 1 1 are planned at the following municipal 1437 4th St 1 3 5 8 locations shown in Table 6. Airport 2 3 3
Arcadia 1 1 2 Currently, City fleet vehicles share public charging infrastructure. This has created Cemetery 0 2 2 increased demand and tension for EV City Yards 14 21 7 9 5 1 43 drivers who rely on the chargers for their Civic Parking Lot 12 10 1 1 12 private vehicles. Providing dedicated Civic Parking Struc- 17 25 13 6 44 charging for City fleet vehicles will help to ture alleviate this conflict. Clover Park 1 1 2 Colorado Yards 4 15 1 16 Main Library 1 1
Structure #1 7 7
Structure #3 0 Structure #6 28 1 1 Pier 4 4 4 Public Safety 34 1 14 1 50 Facility Totals: 81 119 23 35 5 1 4 187
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Figure 10: Existing & Proposed Public Charging Stations
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EV Action Plan Recommendations
Santa Monica’s success at early adoption charging industry. It is aimed to provide This plan is organized into four priorities has catalyzed a demand for electric specific actions that can be accomplished with recommended actions to overcome vehicles so much that it has become within a short amount of time and yield barriers to EV adoption: difficult to sustain without a structured measurable results. program or policy in place. Public Infrastructure: Modernize Demand for EV charging has surpassed and expand public EV Frequent requests are made for more the supply of charging stations and will infrastructure to improve user public charging stations and existing continue to grow. Santa Monica’s current experience and sustain stations are often full. Renters in multi- EV infrastructure lacks the capability to operations. unit dwellings (MUDs), struggle to manage usage, promote turnover, track convince landlords to install charging electricity consumption, monitor system Private Charging: Increase EV stations and often lack off-street parking, performance, communicate with Charging for Multi-Unit Dwellings limiting the ability of many to go electric. administrators and users, and sustain (MUDs) and workplaces. itself financially. This inhibits the City’s Faced with a lack of infrastructure, ability to adequately catalyze a large Public Policy: Update parking people are choosing not to go electric. In network of charging infrastructure. policies and practices for efficient order to support wide scale EV adoption, charging station use. Santa Monica must address these barriers and provide resources to Community Outreach: Develop EV facilitate access to charging facilities. outreach programs and resources for residents and businesses. This plan was developed with research, field data and expertise in the EV
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Add new smart chargers to the network; retrofit or Public Infrastructure: replace legacy chargers with “smart” chargers.
Expand and modernize Develop a fee structure that recovers operations and maintenance costs, encourages user turnover, and public EV infrastructure supports community EV programs. Earn credit revenue by participating in the state Low to improve user Carbon Fuel Standard program. experience and sustain Add charging stations for City fleet facilities. Explore innovative EV charging technologies to operations integrate into Santa Monica’s EV charging network. Explore DC fast charging options where appropriate and feasible.
Develop guidelines and standards to support charging for e-bicycles and neighborhood electric vehicles.
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a) Add new smart chargers to the network; financial incentives for EV purchases (Plug managing the existing system and future retrofit or replace legacy chargers with In America, 2016). growth. “smart” chargers. Expanding the charging network will Santa Monica has installed over 70 level 2 Evolving charging technologies and include a multi-faceted approach and a publicly available EV charging stations to services provide a new level of customer range of site locations, including surface date, with a total of 89 available port service and management capabilities for lots, parking structures, parks, libraries, connections (some stations multiple both operators and users. Tracking and curbside charging. Cumulative EV charging ports). This early leadership has energy usage is necessary to analyze sales are expected to surpass 3,000 by also brought growing pains. Over 10 years electricity usage and costs, observe 2020. Expanding the network to 300 later, most of the existing public and fleet charging behavior, and collect payment. stations will provide much need charging chargers are outdated and “dumb” – Monitoring capabilities allow station access to support growing demand. without any communications, monitoring, managers to quickly identify operations Reaching our goal of 15% EVs by 2025 will controls or cost recovery capabilities. and maintenance requirements, and mean 10,000 EVs on the road. The long- Several chargers in the City’s portfolio are monetize the emissions-reduction benefit term goal of 1,000 chargers by 2025 will obsolete. There are various brands and through the State’s Low Carbon Fuel help reach a ratio of approximately 1 models of chargers, offering no Standard program, which can reduce public charger for every 10 EVs consistency for the user or maintenance costs. Some smart charging technologies (compared to the existing ratio of 0.07 staff. can determine when stations are not in chargers per 10 EVs). use and divert the power to occupied This lack of consistency hampers the stations, rather than blocking the Plug In America projects that a 10% City’s ability to expand charging citywide. amperage when not in use. increase in EV sales results in 6% more Upgrading the existing public charging public charging, creating a virtuous cycle network with smart stations would enable Table 7 shows the recommended project of demand. A similar report found that Santa Monica to address these issues and phases to add and upgrade EV chargers. installing infrastructure can be three establish a uniform technology for Most new stations will be level 2 stations, times as cost effective as providing which are the most common type of
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Table 7: Proposed 3-Year Infrastructure Plan charging for electric bikes and installation costs to replace existing
Proposed neighborhood electric vehicles. stations will be significantly lower than at Project Phase Chargers new sites without the electrical wiring Phase I: 2017 Installations 30 System Upgrade and Replacement Costs and conduit already in place.
Phase II: 2018 Off-street (Libraries, The costs to replace the existing EVSE and 41 Parks, Lots) add new stations are largely dependent Total costs and funding estimates to Phase IIIA: 2018-2020 Curbside 69 on the extent of electrical services expand the EV charging network are Stations needed. Dual-port charging units are outlined in the Implementation section. Phase IIIB: 2018-2020 Streetlight 25 Stations preferred to single-port units due to Upgrade options may also include Phase IIIC: 2018-2020 Public/ lower installation and maintenance costs equipment lease, alternative financing, Private 25 and smaller space requirements. and advertising/sponsorships to offset Partnerships Phase IIID: 2018-2020 DC Fast Dual-port EVSE smart charging units costs. Grant funds will be sought when 10 Charging Stations typically cost between $2,500-$4,500. available. Phase IV: Retrofit existing stations Previous installation costs for existing 87 (ongoing) public chargers in the City’s parking b) Develop a fee structure that recovers TOTAL Public Chargers 287 structures and surface lots ranged from operations and maintenance costs, Civic Center Fleet Charging 31 $5,000-$15,000 per unit (Table 8). These encourages user turnover, and supports costs vary widely depending on the community EV programs. TOTAL Chargers 318 distance to the electrical service panel Free EV charging incentivized early EV stations. Level 2 chargers typically charge and the difficulty of the electrical run. The adoption. As the State and City aim to through 208-240 volt electrical service and require a dedicated circuit of 30-40 Table 8: EV Charging Station Installation Costs for Existing Stations amps. Depending on the battery size, Location Type Price Range Average Installation Cost level 2 charging adds around 10-20 miles Parking Lot $5,000-$15,000 $10,492 of range per hour of charging time. In addition, installing Level 1 110-volt Parking Structure $10,000-$13,000 $11,693 outlets is a low-cost option to provide Parks $8,500-$15,000 $11,707
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reach California’s 2025 goal for wide scale programmed into the smart charging parking after 3-4 hours encourage higher EV deployment, cost recovery (charging a stations (e.g. fleet vehicles, resident rates, utilization of publicly accessible stations. fee) will be an essential tool to etc.). Users that are done charging are adequately maintain a limited resource motivated to move their vehicle to allow for drivers as well as recoup operational Cost recovery supports the expenses for other vehicle drivers to charge at the costs. It is estimated that the City’s related to: charging spots. The City has separate Fee electricity costs for public charging are Electricity consumption (kWh) and Fine schedules/resolutions, which will approximately $260 per charger per year, Electricity demand (kW) need to be considered. or $21,00 total for all 81 chargers Leasing or purchase of equipment Managing the length of stay at charging currently available. Installation labor stations can also be achieved through Maintenance & repair signage, parking enforcement, and/or an A time-of-use (TOU) fee per kWh is the Networking & communication service additional per-hour occupancy fee for recommended model for Santa Monica Financial transactions vehicles connected beyond the allotted because it is the most equitable. TOU Tracking & reporting data time. This will open up charging stations rates vary based on the time of day and Expansion of infrastructure to drivers who have a greater need to season. Higher rates are charged during charge and are willing to pay for the peak demand hours and lower rates Cost recovery also provides a means of electricity. during off-peak hours to incentivize use ensuring turnover so that there can be Cost recovery models can be summarized during periods of lower demand. adequate charging access for all drivers. in the following categories: Charging a nominal fee for electricity, The Prepaid Model allows EV owners to Within a given hour, vehicles can time or some combination thereof, prepay a fixed amount for unlimited consume anywhere from 3 kW to 7 kW. disincentivizes “accessory charging”, or access to EVSE within the network. This variation is due to different battery charging vehicles simply because the sizes, which can be most accurately service is available, rather than a The Cell Phone Model offers EV drivers a reflected by a kWh fee. Fees can be set to necessity. combined home and public charging vary by users, with different rates Pricing policies that implement fees for option. In this model, the site hosts’
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infrastructure costs are substantially smartphone and app authentication, pass charge a fee. lower, but the vendor has exclusive code or credentials, or credit card (on the Out of the 142 CA public entities that access to the site for a specified length of station or by telephone). charge a fee, almost 40% charge by time, limiting the options for the users. electricity consumption (kWh). Pricing Structure Out of the 27 public agencies in the LA The Gas Station Model allows EV owners The next component of cost recovery is region that charge a fee, the majority who are not in a network to be charged a the pricing structure. Pricing structure charge either an hourly rate between per session fee – e.g. $2 per hour or options applicable to the Gas Station $1-$2 (30%) or a per kWh rate of $0.25/kWh per session. Model include: $0.20-$0.40/kWh (22%) or $0.59/kWh flat fee per hour (19%). (See Table 10) The Hybrid Model entails a partnership fee per kWh between network operators and site differential fee per hour Time-of-Use Rates owners. Network operators lease parking fee per session SCE has dedicated time-of use (TOU) EV spaces from the site owner and incur charging rate schedules for residential operating costs. The operator also retains The flat fee per hour and the fee per kWh and non-residential properties. Time-of- the revenue collected (similar to a are the most common pricing structures use rates incentivize charging during off- vending machine operator). for EV charging. A flat fee per hour most peak hours to help manage demand on common among private charging stations the electric grid. Of these various methods, staff has and municipalities because it is simple, identified the Gas Station Model as the provides stronger incentives against SCE has proposed three new, optional most appropriate and convenient option overstaying, and is more profitable. The commercial EV rates that apply to for use in Santa Monica. There is no following data provide an overview of different EV customer types, including: EV network membership required. Several statewide and regional EV charging rates fleets, workplaces, DC fast charging methods of payment should be available at public facilities: stations, common area parking lots at to EVSE users. Available methods of Almost 70% of all California public multi-unit dwellings, and city or private payment may include RFID card, agencies that provide EV charging parking lots. The new rates eliminate
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demand charges for a five-year Figure 11: Process for Establishing a Fee Schedule introductory period.
Designing fees for public charging that reflect peak and demand charges can incentivize drivers to do most of their non -essential charging at home.
Fee Collection Fees collected by an EV service provider can be remitted to the City on a monthly basis. Various fee schedules can be developed for regular users such as residents and City fleet vehicles. Variable pricing can also be developed to account for demand charges and length of stay. The fee structure will need to be approved by City Council. stations have been installed and revenues and make recommendations as Establishing a fee schedule will be a operating for 90 days. needed to adjust fees. strategic and continuous process. Once new stations are installed, charging Penalty fees for overstaying in EV c) Earn credit revenue by participating in should remain free while staff analyze charging spaces should be implemented the California Low Carbon Fuel Standard station usage and behavior. Staff will immediately to enforce turnover. Staff program. return to Council with a recommended will prepare annual reports to review The Low Carbon Fuel Standard (LCFS) is a initial fee after 25 public smart charging station usage, operating costs and regulation designed by the California Air
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Table 9: Analysis of Publicly Available EV Charging Rates
Los Angeles region Public Agencies California (LA & Ventura County) Providing EV charging 210 42
Percentage that charge a fee 69% 64% Per hour $1-2 24.6% $1-2 29.6% Most common $0.20-0.30 10.6% $0.20-0.30 22.2% fee breakdown Per kWh $0.32-0.49 8.5% $0.59 20% $0.59 18.5% Total captured* 64.1% 70.4%
*Fees not captured were higher or lower than what is shown, but were less common Source: Alternative Fuel Data Center, Department of Energy
Table 10: Examples of Public EV Charging Rates in Los Angeles County and Ventura County Flat Fee per Hour or Session Fee per kWh
City Fee City Fee City of Manhattan Beach $0.75/hr City Huntington Beach $0.22/kWh City of West Hollywood $1.50/hr City of Westminster $0.25/kWh City of Hermosa Beach $2/hr City of Downey $0.25/kWh City Culver City $2/hr City of Long Beach $0.59/kWh Playa Vista Community Center $2/hr City of Thousand Oaks $0.59/kWh City of Los Angeles $2/hr City of Ventura $1/session
*Note: Municipal charging fees may vary by facility Source: Alternative Fuel Data Center, Department of Energy
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Figure 12: Low Carbon Fuel Standard Credit Resources Board (CARB) to reduce approximately $35,000 in annual revenue Prices greenhouse gas emissions from once at least 200 smart charging stations transportation fuels used in California. By are installed. The existing non-networked 2020, the LCFS will be responsible for (“dumb”) charging stations cannot earn achieving a 10% decrease in carbon LCFS revenue because they cannot track intensity of vehicle fuels (CARB, 2016). energy usage to send to CARB.
The LCFS provides a credit trading system The City could use this revenue to help similar to cap-and-trade for vehicle fuels. subsidize user costs, build or maintain Low carbon fuels like hydrogen, additional stations, or to help fund renewable diesel or natural gas and outreach and education efforts. electricity generate a monetary value for the fuel provider or station host. d) Add charging stations for City fleet Station hosts offering electricity for EV facilities. charging are eligible to receive credits by The City aims to have a comprehensive opting into the LCFS program. The credits integration of EVs across departments. In may be sold to fuel producers who must 2016, 119 out of the City’s 580 fleet
Source: California Air Resources Board, 2017 offset an exceedance of the LCFS vehicles, or roughly 20%, were electric. standards. Santa Monica can receive LCFS This number will increase as Fleet revenue by tracking electricity Management continues to pursue a goal Table 11: Average Charging Station Usage consumption for EV charging. of 80% alternatively fueled fleet vehicles Metric Average by 2020. # Sessions/day/station 1.82 Projected revenues are dependent on the Currently, most City fleet vehicles share Connect time 207 min fluctuating credit price and the rate of public charging infrastructure, with the Charging Time 2 hours station use; a modest estimate is $0.08/ highest demand located at the Civic Energy Consumed 9 kWh kWh. Considering current usage trends Center Parking Lot and Structure. The Source: ChargePoint - 8 stations at Santa Monica Place (Table 11) the City can generate Civic Parking Structure has 17
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connections (16 level 2 and one DC fast Advancements in EV charging drivers in need of a nearby charging charging station) available on the first technologies, energy storage, and charger station. floor. -sharing applications are offering more efficient and reliable ways for EV drivers Pavemint is an app that allows individuals These stations were previously utilized to charge their vehicles. to rent out their private parking spaces, primarily by city fleet vehicles, but as of with the potential to rent spaces with Web/Smartphone Applications May 2017, the city designated seven Level charging station access as well. Many web-based applications are 1 connections on the second floor for City available to help EV drivers locate nearby Fleet only in order to make the first floor These services should be reviewed further charging stations on the go. In addition to level 2 connections more available to the as there may be zoning code implications apps created by EVSE service providers public. An additional 31 fleet-only to consider. The growth of the sharing such as ChargePoint and EVgo, other apps charging stations will be installed on the economy may help supplement public have evolved to facilitate charging in the roof of the Civic Center Parking Structure stations in residential neighborhoods. shared economy. through the Charge Ready program. The
Civic Solar Port has twelve Level 2 PlugShare shows both public and private Solar & Energy Storage connections that are shared by City fleet charging stations, fees, and service The advent of battery energy storage has and the public. providers. Contact information is created a new opportunity for EV
provided by some private property charging. While EV charging may increase Future electrification of larger vehicles owners willing to share their charging a building’s electricity demand, battery such as the Big Blue Buses and Waste stations. energy storage can help mitigate the high Management trucks would require high– costs associated with peak hours, capacity charging and load management, EV Match focuses exclusively on pairing avoiding the need for expensive, in addition to strategic site planning. private residential EVSE owners with EV inefficient fossil-fuel plants to meet high drivers looking for a place to charge. This electricity demands. Integrating solar PV e) Explore new and emerging EV charging allows EVSE owners to recoup some of with energy storage is one of the cleanest and storage technologies. their costs while offering a solution to ways to provide backup electricity for
48 | CITY OF SANTA MONICA charging. power plants to provide additional the power across several charging power, which causes more greenhouse stations so as not to exceed the total Large parking structures are the best gas emissions. electrical capacity. locations to pilot integrated storage due to the large building loads. UCLA Smart Smart chargers can alleviate this by Mobile Charging Grid Energy Research Center (SMERC) has reducing or limiting their rate of charge. Solar carports, which offer an alternative installed several proprietary This function provides a benefit to the to the standard grid-connected EVSE, do EVSmartPlugs and one DC-fast charger utility, which can incentivize the site host not require expensive trenching and within the Civic Center Parking Structure to provide this service through time-of- wiring, and can be relocated if necessary. in order to demonstrate the benefits of use rates. These units, though typically more smart charging and batteries. The plug-in expensive than traditional charges, can devices collect energy consumption data Installing EV charging stations can be cost provide an array of services, like cell- and perform remote monitoring and -prohibitive and unfeasible if the existing phone charging, emergency power and control of EV charging. electrical infrastructure cannot support field-surveys for charging demand. the electrical load. Load sharing The City installed one dual-port solar SCE can be an engaged partner and technology offered by several EV service carport called the EVARC at the Santa potential funding source regarding new providers can help to avoid expensive Monica Airport in October 2017. The and emerging EV charging and storage electrical upgrades by enabling more station is produced by Envision Solar and technologies. vehicles to charge on the same 30-40 utilizes a solar tracking system to amp circuit. maximize solar production. Load Management/Demand Response Charging rates decrease when multiple The City of San Francisco is receiving Charging EVs increases electrical demand, vehicles are plugged in at the same time, three EV ARCs through grant funding. San which places a strain on the electrical grid however smart systems can detect when Francisco plans to track usage patterns and increases costs for the site host. a battery is fully charged and will begin and move the stations every few months When the utility grid experiences peak delivering full power to another vehicle. to assess usage. demand, utilities turn to fossil fueled Station owners can monitor the building’s electrical capacity and efficiently manage
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Wireless Charging ground and connects to grid-supplied Wireless charging stations are estimated Wireless charging is another option that power through a wireless receiver. A to be 12% less efficient than corded Level offers aesthetic and convenience mobile app provides communication two 30amp 240-volt charging systems benefits, but is not yet commercially between the hardware, serving as the and 7% less efficient than corded Level 1 available. Charging equipment is either sole interface with the driver. charging systems. One of the key surface-mounted or embedded in the restraints for the wireless car charging
EV ARC Solar Charging Station, Santa Monica Airport, October 2017 industry is the lack of a unified standard of products from the manufacturers.
f) Explore DC fast charging options where appropriate and feasible. DC fast chargers (DCFCs) offer a convenient option by providing a full charge in less than 30 minutes, compared to four to six hours for level 2 chargers.
The City currently has one public DC fast Charger(480 volt) available in the Civic Center Parking Structure. The budget proposal for the EVAP (Table 12) includes a recommendation to add 10 public DCFCs. These stations can serve 2-3 times as many vehicles per day compared to level 2 charging stations; however, there are challenges to installing and Source: Envision Solar
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operating them. one location). The City has seen an uptick in the use of neighborhood electric vehicles (NEV) and Barriers to adopting fast charging stations Cities such as Vancouver and Sacramento electric bicycles, which provide additional include expensive equipment and have made investments in fast charging as a options for local trips. Over 50% of vehicle installation costs, large space way to compensate for a lack of trips in Santa Monica are less than 3 miles, requirements and high electrical demand. In access to home and workplace charging. and one in 10 trips are to Downtown. addition, charging exclusively through fast charging can lead to imbalanced battery g) Develop guidelines and standards to The Santa Monica Free Ride currently offers cells, which may reduce vehicle range by support charging for e-bicycles and free rides within Downtown Santa about 10-15%. neighborhood electric vehicles. Monica and connecting to Venice, offering a critical first-last mile Installation costs for DCFCs can range from $4,000 to up to $51,000 per unit (New West NRG EVgo Fast Charging Station Technologies LLC, 2015), largely due to complicated electrical upgrades for the higher voltage requirements. Fast charging options will be explored throughout the city through public private partnerships.
Southern California Edison is proposing a one-year pilot program to deploy DCFCs in clusters. If approved by the California Public Utilities Commission, this could be a potential funding source (see Appendix VI) and opportunity to pilot the clustered charging station model (multiple stations in Source: Mark Kane, InsideEVs.com
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service and enabling greater mobility The existing municipal Bicycle Parking Adding 110 AC outlets for NEVs or e without a car. code 9.28.140 requires at least one bikes is less intensive than providing electric outlet in each long-term bicycle Level 2 or DC fast charging. Where Personal NEVs and e-bikes support the parking area (at least four hours), appropriate, this ‘slow charging’ option City’s goals to increase cleaner, greener however it does not address short-term e could be made easily available. More transportation. They are relatively -bike parking. Developing strategies for research and outreach will need to be co easy to charge because they almost public e-bike charging at parking ducted in order to determine the exclusively use the common 110AC structures, lots, and other designated Best locations for this kind of charging. outlet. As more e-mobility locations will support the options become more popular and growing number of e-bike users prevalent, more public charging will throughout the city. need to be offered for these types of modes.
The Free Ride provides free service over short distances in Santa Monica and Venice.
Source: The Free Ride 52 | CITY OF SANTA MONICA
Case Studies: Municipal Progress in DC Fast Charging
Vancouver The City of Vancouver has allocated residents without garages. An initial three around $2M to deploy hubs of public fast chargers and four EV-only parking spaces charging stations (known as“ Ehubs”) into are expected to be in place by mid-2018. community development options and the Rates will by 20 cents per minute plus a redevelopment of existing parking flat fee of $4.95 per session or $19.95 per facilities. Strong community interest in month (Knowles, 2017). fast charging helped spur this investment: “Approximately 70% of [survey Portland respondents said that having access to a As part of the Portland Electric Vehicle fast charging station at a favorite amenity Strategy, the City aims to increase access such as a coffee shop or grocery store to EV charging infrastructure by doubling within a 10-minute drive of their home the number of both level 2 and DC fast would make them very or somewhat chargers available to the public (Portland likely to consider an EV” (City of Electric Vehicle Strategy, 2017). Vancouver Administrative Report, October 19, 2016). Seattle Seattle’s EV carshare program, Sacramento ReachNow, will be adding 20 fast charging The City of Sacramento partnered with stations across the city ($1.2M). Each EVgo in 2017 to install six curbside fast station will be able to accommodate about five charging primarily to serve MUD EVs, supporting up to 100 total once complete.
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Develop a pilot rebate program for MUD Private Charging: residents and workplaces; include additional Increase EV Charging funding for low-income residents. Identify qualified vendors to handle MUD for Multi-Unit and workplace charging in Santa Monica. Dwellings (MUDs) Streamline the permitting process and allow online permits for small-scale installations. and Workplaces Designate off-street and on-street locations for public charging infrastructure.
Implement a pilot program to provide EV charging through streetlights.
Partner with priority destination sites and leverage public-private-partnerships to install EV charging.
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Financial and logistical barriers coupled with a lack of awareness and incentives inhibit Figure 13: Top MUDs with Residents Likely to Purchase EVs access to onsite charging for MUD tenants and workplaces. Addressing barriers to EV charging in MUDs and workplaces is imperative to making EV ownership a truly viable option for the majority of Santa Monica residents. An early Los Angeles pre-survey estimated that increasing access to charging in MUDs to 50% could increase EV adoption 10% (Plug in America, 2016).
Santa Monica has approximately 36,000 MUDs, which make up 71% of the total housing stock. Most MUD residents lack access to home charging stations, and the process to install them can be overwhelming and expensive.
Constraints to charging in MUDs include: Limited supply of on-site private parking Source: UCLA Luskin Center, 2017 Insufficient electrical service access and/ or electrical loads Locational constraints between the electrical service and desired charging location ELECTRIC VEHICLE ACTION PLAN | 55
High installation costs certain value. Figure 13 shows a of Planning and Research’s Zero-Emission Legal barriers to cost recovery breakdown of costs related to EVSE Vehicles in California Community HOA/landlord opposition installation based on estimates from 15 Readiness Guidebook, the California PEV Lack of education and understanding MUD site visits. Collaborative Plug-in Electric Vehicle of technology and options Charging Infrastructure Guidelines for Numerous reports and resources have Multi-unit Dwellings, and the UCLA Luskin Most small commercial and residential been developed to help address these Center’s Southern California Plug-in property owners are not familiar with the barriers, including the Governor’s Office Electric Vehicle Readiness Plan. type of infrastructure that is required to Figure 14: Breakdown of Installation Costs for Level 2 EVSE Units install EV charging stations on their properties. More than half of the property managers surveyed by Westside Council of Governments have been approached by tenants requesting an EV charging station on their property and felt unprepared to respond. The primary barriers to installation were high cost and space constraints.
A study by the UCLA Luskin Center (Figure 12) identifies MUD households with the highest latent demand for PEVs. The score accounts for the historical adoption rate of PEVs in each census tract, as well as the PEV adoption rate of individuals living in households of a Source: UCLA Luskin Center for Innovation, 2016: Overcoming Barriers to Electric Vehicle Charging in Multi-Unit Dwell- ings: A South Bay Case Study
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The Luskin Center is a research center a) Develop a pilot rebate program for concentrations of low-income residents that has conducted extensive research multifamily charging to help property can improve EV charging accessibility. related to electric vehicle market growth owners and residents install charging and demand for charging infrastructure. It stations; include additional funding for low The Luskin Center developed rebate has produced several additional -income residents. specifications for an EVSE pilot program publications to help guide EV programs A multi-state survey found that 22% of EV as part of their comprehensive analysis to and policies in California, including, owners would not have purchased their support EV adoption in Santa Monica. In Overcoming Barriers to Electric Vehicle vehicle without a home EVSE subsidy; order to create an effective, equitable, Charging in Multi-unit Dwellings: A South another 39% said it was a very important and robust EVSE rebate program, the Bay Case Study, Factors Affecting Plug-in part of the decision (Plug In America, The Luskin Center recommends the Electric Vehicle Sales in California, and 2016, p. 18). following rebate specifications: Designing Policy Incentives for Cleaner A municipal rebate program can provide Rebates should cover 100% of EVSE Technologies: Lessons from California’s much-needed financial assistance for equipment costs (up to $750 in Plug-in Electric Vehicle Rebate Program. MUD property owners and residents who are ineligible for existing funding The solution for charging in MUDs will programs. A portion of funding for this vary on a case-by-case basis – largely pilot program should be dedicated to dependent on demand and existing low-income residents as this is crucial conditions. See Appendix III: MUD Case to providing clean air and cost-savings Studies and Best Practices for a detailed benefits and ensuring mass adoption. overview of MUD installations with varying parking and cost recovery San Diego Gas & Electric plans to systems. The following recommendations install 350 EV charging stations in low- will help address the identified barriers. income areas within their service territory through their Power Your Drive Program. Targeting areas with affordable housing units and higher
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funding) and 75% of the installation should increase for property owners costs (up to $3,000 in funding). who install more than one EVSE unit. Increase the installation incentive Review the program after one year to amounts from $3,000 to $4,000 for evaluate whether the program is the following applicants: (1) low- inducing demand, whether the income property owners, (2) property incentive amounts accurately reflect owners that rent to low-income the cost of EVSE installation for residents who will charge an EV in buildings in Santa Monica, and their designated parking spot, (3) whether property owners are property owners that have a building realizing private benefits from EVSE located in a Disadvantaged installation (e.g., an increase in Community, and (4) property owners property value). that install two or more EVSE units. Rebates for purchase and installation In addition to these recommendations costs should be awarded separately from the Luskin Center, City staff to help control for the cost of the recommends the following program. Setting maximum incentive specifications: amounts for EVSE and installation No one site should receive more than activities also encourages retailers 10% of the funding. six months to complete the and contractors to keep their prices No single recipient should receive installation. low, since property owners can’t more than 12.5% of the funding for combine incentive amounts for any its combined sites. b) Identify qualified vendors to handle single expense. Rebates may be used in conjunction MUD and workplace charging in Santa Since EVSE installations become more with other local or Federal incentive Monica. cost-effective as the number of programs. EVs are still relatively novel for many chargers increase, financial incentives Once the application is approved and people and the intricacies of charging funding reserved, the applicant has can be confusing. Everyday, there are
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Case Studies: Incentive Programs funding, with a cap of $500,000 per year receive EV charging decals to promote per facility. Eligible facilities include the amenity at their building. Austin Los Angeles Department of Water and MUDs, workplaces, transit parking, and Energy provides property owners with a Power (LADWP) destination facilities. Stations must list of approved vendors to help with the LADWP is offering $21.5M in rebate operate for at least three years and selection process. funding through the Charge Up LA! pilot achieve minimum usage requirements. program, which runs until June 2018, or Rebates cover of to 75% of the cost of Austin Energy is in the process of until funds are exhausted. The program purchase installation, and operation of conducting a new pilot program with an encourages EV charging station the equipment. increased rebate to 80% of the installations in workplaces and multi- installation cost at 20 properties. family buildings. LADWP provides a Austin Energy rebate of up to $500 per wall-mounted Austin Energy facilitates EV charging in Southern California Edison charger for residential customers MUDs by offering EVSE rebates and a Southern California Edison currently does (hardware only). Commercial and multi- range of benefits to MUD property not offer a rebate program for EV family residential customers receive up to owners and EV drivers. Rebates are infrastructure, however SCE’s 2017 $4,000 per hardwired Level 2 charger. available for up to $4,000 or 50% of the Transportation Electrification proposal LADWP has an EV Program Customer cost to install Level 2 charging stations, includes a customer rebate for residential Service Representatives to assist with which must be compatible with software charging installation. This rebate would charger installations and service. to enable usage data collection. apply to single-family residences and smaller MUDs that were not covered Bay Area Air Quality Management District Residents are charged a flat fee of $25 under the previous Charge Ready The Air District committed $12.5M for EV every six months on their electric bill for program. -related projects, with $5M reserved for unlimited electricity. Station hosts are *See Appendix V for Additional Rebate EV charging infrastructure as part of a reimbursed for electricity used at the Programs and Appendix VI for SCE’s regional EV readiness commitment. station. Property owners have access to $570M Transportation Electrification Unlike most rebate projects, participants operational support, may be eligible for a proposal. must be eligible for at least $10,000 in green building innovation point, and ELECTRIC VEHICLE ACTION PLAN | 59
more providers offering different c) Streamline the permitting process and b) Property owner verification or letter of technologies and solutions. For property allow online permits for small-scale authorization owners, it can be confusing to navigate installations. c) Completed Eligibility Checklist options and keep costs low. According to Under Assembly Bill 1236, cities are d) Project plans site plan and floor plan a recent survey of MUD property owners required to provide a streamlined and showing precise location of proposed in the Westside, over 50% of respondents expedited permitting process for EV EVSE were unfamiliar with EV charging charging stations by September 30, 2017. technology. A first reading of the new ordinance took Permit applications may be submitted, place at a City Council meeting on reviewed, and approved at Permit With a majority of Californians and September 12, 2017. The submittal Services in City Hall or submitted potential EV drivers living in MUDs, a requirements for expedited permitting is electronically. Once EVSE permit is issued growing number of service providers are available on the Planning Departments and system has been installed, an providing lower-cost solutions by taking Applications and Forms webpage as of inspection is required prior to receiving advantage of new technologies and November, 2017. final approval for the charging station. financing models. Identifying local vendors who specialize in MUD charging More than 85% of EV charging takes place Consistent with the City of Santa Monica’s and workplace charging through an open at home, which is why a streamlined approach to renewable energy and vetting process will save property permitting and installation helps facilitate sustainable systems, the City encourages managers time and money searching for EV adoption. Plug In America advocates: the use and installation of EVSE systems their own vendors. It will also provide a “[Do] what you can to make home EVSE and therefore does not charge permit and frame of reference for residents and installation a quick, high-value, one-stop plan check fees for EV chargers. managers interested in bringing EV shopping trip. stations to their properties in Santa d) Designate off-street and on-street Monica. The following re required to obtain a locations for public charging building permit to install a charging infrastructure. station: Increasing public charging in high-density a) Completed EVSE application multi-family residential neighborhoods
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will offer an option for MUD residents however, are much less prevalent than availability of head-in parking spaces; who lack off-street (private) charging. parallel curbside spaces and create less underutilized parking meters; a lack of Stand-alone parking lots offer the most safe conditions for cyclists than head-out nearby charging infrastructure; high- convenience in terms of EVSE installation spaces. Efforts should be made to density neighborhood location; and/or and monitoring, however, these are not coordinate competing uses in the right-of- close proximity to streetlights. conveniently located for residential way. When siting EV charging locations, charging. areas identified for future bike, Figure 15 shows areas with high curbside pedestrian, or transit facilities should be charging potential based on proximity to In addition to off-street parking, on-street avoided. commercial destinations and mid-day locations have been identified for trips. charging opportunities. Providing Appendix I shows an overview of charging at these locations, however, can proposed public stations, including be challenging due to lack of available curbside locations. These sites were electrical infrastructure, undetermined identified given the following factors: the rules and regulations concerning use, and due to right-of-way conflicts with other users. The high demand for all on-street parking in multi-family districts and commercial areas must be considered when creating dedicated EV charging spaces.
Head-in parking spaces, diagonal or perpendicular, are ideal for curbside charging as they take up less curb space and can utilize stations that feature two charging ports. These types of spaces, ELECTRIC VEHICLE ACTION PLAN | 61
Figure 15: Curbside Charging Siting Potential
Source: UCLA Luskin Center, 2017
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e) Implement a pilot program to provide EV For sites where there is not enough City staff will need to assess the following charging through streetlights. electrical capacity to install a 240V Level 2 areas with SCE prior to implementation: Streetlight EV charging is an innovative charger, 120V outlets could be installed to availability of City-owned streetlights with option to provide public curbside charging; supply power for e-bikes and EVs parked ample electrical capacity; requirements for the charging infrastructure is affixed to the overnight. separate meters and breakers; increased existing streetlight. As streetlights are costs due to new rate categories; conduit converted to efficient LED lighting, electrical Future streetlight conversion projects and trenching requirements; and power demand becomes available for should take a proactive approach and build engineering and design fees. additional uses like EV charging. Cities like in the ability to add circuits (i.e. empty Los Angeles, Munich, and Oxford have conduit) so that the infrastructure can Curbside and streetlight charging stations piloted this new technology to provide a accommodate EV charging. should be metered on time-of-use rates to new source of EV charging. account for the additional load and encourage charging outside of the peak In early 2017, over 1,270 Santa Monica period. streetlights were upgraded to LEDs. When Streetlight Charging Station converted to LED, streetlight circuits have excess capacity that could potentially be utilized for EV charging.
This technology should be piloted in areas where the existing infrastructure can accommodate the added load (e.g. large raceways and ample distribution infrastructure), or in areas where a minimum of new infrastructure is required (e.g. final drop line, new meter pedestal). Source: Charged EVs, 2017
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Case Studies: Streetlight Charging/ streetlight and cost around $9,000 per covered by project partners, including Innovative Technologies unit. EasyCharge and eluminocity.
A rebate from LADWP covered about 40% Drivers connect a standard charging cable City of Los Angeles of the cost and charging revenue helps to the streetlight, and use a control panel The City of Los Angeles replaced its energy make up the difference. Street striping on the light to swipe their charge card to -intensive sodium-vapor streetlights with around the stations indicates EV-charging register use. LEDs reducing energy use by 80%. The only. City utilized the excess electrical capacity Lotus
in the street lighting circuit to charge The Lotus technology is a solar-powered City of Lancaster electric vehicles. Thirty-two Level 2 EV charger that doubles as an LED streetlight charging stations were installed Munich-based startup eluminocity and the streetlight and a sheltered bench. The and are operated by ChargePoint. Usage BMW Group announced their “Light and Lotus was designed by Luminexence for data for 22 of the stations show more than Charge” pilot project in January 2016. The both parking areas and parks. It has a 2.8 3,500 sessions during 2016. project is a system of “smart” streetlights kW photovoltaic surface, built-in LED that double as charging stations for EVs lights, and a waterproof Scame electrical Fees to park and charge at the stations are and are being tested in Munich, Oxford, outlet to charge EVs. It currently only fits $1-$2/hour depending on infrastructure Los Angeles, Seattle, and now Lancaster. European plug outlets and is produced in requirements and whether or not the City Bergamo, Italy. The grid independence had to forgo revenue from a pre-existing The City of Lancaster launched a makes it a resilient option in the case of parking meter. demonstration project in 2017 that will power outages. If a similar technology Initially, higher-revenue metered spaces integrate chargers into five streetlights in becomes available in the U.S. and is were avoided, but due to high usage rates, the downtown area. A grant from the financially feasible, it may be worth the City has been able to earn enough Antelope Valley Air Quality Management pursuing. revenue to pay for the electricity. All District will cover 80% of project costs, stations have credit card readers with including installation, maintenance, and RFIDs. Installations take about two to data collection. The remaining 20% will be three hours to attach the unit to the
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f) Partner with priority destination sites and large employers to install EV charging.
Priority destination sites may include movie theatres, schools, churches, retail centers, and other entities that serve multiple uses with relatively long dwell times (at least one hour). The City will solicit interest from key sites and reach out to property owners to address concerns and facilitate EV charging in strategic locations. Public-private partnerships could provide additional charging opportunities throughout the City.
What is a Priority Destination Site? Lotus Solar EV Charger Characteristics include: Long dwell times Open to the public Located next to residential neighborhoods Serves multiple commercial uses Private host
Source: Inhabitat, 2011
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Modify City Ordinance to allow on-street EV Public Policy: Update charging. Update zoning ordinance requirements to parking policies and increase the parking spaces available for EV charging. practices for efficient Review and update parking policies and signage for public EV charging locations.
charging access and Explore a program to adjust nighttime parking rates or provide resident charging permits for station use overnight charging at public facilities. Expand use of EVs in carshare and rideshare services.
Expand the fleet-sharing system for all city departments and divisions located at the Civic Center.
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A variety of regulations and practices can chargers to ensure user turnover. Due to limited curbside parking in many be enhanced to optimize EV charging. dense neighborhoods, dedicating public The City’s existing parking requirements Despite the resources that are currently curb space to EV charging may be do not adequately incentivize or require available for multifamily unit dwellings, controversial; however, there is a high property owners or developers to limited access to off-street EV parking demand for EV charging in these areas designate additional EV charging spaces and charging remain an issue for MUD due to limited garage space and/or and install EV infrastructure. residents who wish to drive EVs. Street access to electricity to plug in. A balanced parking is an available asset that can be approach will be necessary to ensure that Other issues that could be addressed leveraged to provide additional public both charging and parking can be through policy updates include on-street charging, with an emphasis in the adequately and equitably provided for all. parking designation, EV parking signage, multifamily neighborhoods. unutilized public charging facilities at night, and charging access for EV car The majority of Santa Monica sharing services. neighborhoods have dedicated preferential parking. Approximately a) Modify City Ordinance to allow on- 50,000 preferential parking and visitor street EV charging. permits are issued per year. By 2025, Under the existing ordinance 3.12.835, California will aim for 15% of all new the Director of Planning and Community vehicles sold to be emissions-free. If Development (PCD) can designate Santa Monica meets this goal, the parking spaces in City-owned off-street proportionate number of EVs that will parking facilities for the exclusive need to park and charge in residential purpose of charging electric vehicles. neighborhoods will increase substantially Modifying this ordinance to include on- over the next 10 years. street parking would enable the PCD Director to enforce time limits on public
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Case Studies: Curbside Charging Programs their home . Grant funding is available to City of Burbank City of Vancouver reduce permit fees; however, the The City of Burbank conducted the first The City of Vancouver created a Curbside purchase, installation, and electric costs curbside EV charging pilot in the country Electric Vehicle Charging Pilot Program as are the responsibility of the resident in summer 2015, known as the EV Charge part of their broader EV Ecosystem installing the station. N’ Go Curbside Project. Eight dual-port Strategy adopted by Council in October level 2 chargers were installed curbside in 2016. The Pilot Program serves both non- As of September 2017, only five out of the the public ROW near retail, park, and residential and residential users, with a 29 approved curbside projects had been library facilities. The total project cost of maximum of five installation for non- installed. This is largely due to high $230,000 (about $30,000 per site) was residential and a maximum of fifteen installation costs (ranging from $5,000- funded in part by a grant from the residential installations. Applications for $20,000) and the inability to guarantee California Energy Commission. Usage the program are be open through June access to the charging station. tripled over the first six months, with peak 2019, with each installation permitted charging times at 12pm and 7pm. under a licensing agreement for a five- City of Walla Walla year term. All applicants are responsible The City of Walla Walla, Washington City of Seattle for the cost to buy, install, maintain and allows EV charging in the public right of The City of Seattle developing a remove the EV charger. way as long as they meet certain size, residential EV charging pilot program. The location, design and signage standards. program will support the installation of City of Berkeley The city engineer approves the location of level 2 chargers in the residential sector The City of Berkeley implemented a 3- charging facilities following review and by providing on-bill repayment and a time year Residential Curbside EV Charging recommendation from the site plan -of-day pricing model for EV charging. Pilot in 2014 to allow Berkeley residents review committee. The location and without off-street parking the opportunity design criteria require proper signage, In July 2017, Seattle launched a year-long to charge at home. Though this Pilot, maintenance, accessibility, lighting, and pilot program that permits public and accepted applicants can either create a equipment protection. Location private EV charging in the public right of new space to charge on their property or preference for EV charging stations is at way near urban centers and commercial install a station at the curb adjacent to the beginning or end stall on a block face. streets throughout the city. 68 | CITY OF SANTA MONICA
b) Update zoning ordinance requirements the parking spaces provided. These spaces required. to increase the parking spaces available for minimum requirements should be EV charging. increased to accommodate for current The additional costs to add charge-ready Per the 2015 Zoning Ordinance Update, and future demand for EV charging. spaces during the initial construction all new development in Santa Monica, process are minimal compared to the cost including remodels or expansions, must This plan recommends amending the of upgrading service panels and installing have one charging station for facilities Zoning Ordinance to require one EV-ready stations after the development process with 25-49 parking spaces and two space per residential unit when parking is has been completed. charging stations for 50-99 parking provided. This will ensure greater access spaces. One additional charger is required to EV charging compared to a minimum for each additional 50 spaces. percentage requirement. Parking spaces must be served by a 208/240 volt, 40 As of January 1, 2017, all new EVSE amp, grounded AC outlet, or there must installations must comply with the State be electric panel capacity and conduit to Architect’s ADA Accessibility Building support future 208/240 volt, 40 amp Standards. A minimum of one van- outlets at each subject parking space. accessible space must comply with ADA Section 11B-812 for every 1-4 charging The City should increase requirements for stations at a facility. EV-ready spaces in new commercial buildings from 5% to 20%. On a case-by- Per section 8.106.100 of the Santa case basis, where the Planning Director Monica Green Building Standards Code, has determined EV charging and development projects must adhere to infrastructure are not feasible due to requirements to install electrical service unreasonable hardship, the Director may panels in MUDs. Parking facilities must consider an appeal from the project include a load of ten kilowatts per 5% of sponsor to reduce the number of EV
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Case Studies: Building Codes Supporting EV Readiness
City of San Francisco City of Fremont City of Vancouver In February 2017, the City of San Francisco EV Ready parking spaces equipped with the In 2013, the City of Vancouver adopted new introduced new legislation requiring all new electrical raceway, wiring, and electrical minimum requirements for parking stalls in buildings to provide electrical capacity and circuit must be included in all residential and both residential and commercial buildings. infrastructure capable of supporting EV non-residential new construction projects Twenty percent of parking stalls in new charging in 100% of parking spaces. The and in additions where new parking spaces MUDs (with three or more units) must have ordinance requires all new residential and are provided. For single-family residential, Level 2 EV charging capacity; MUDs commercial buildings to configure 10% of the City of Fremont requires one EV ready constructed since 2011 must support at least parking spaces to be “turnkey ready” for EV parking space per each new dwelling unit. Level 1 EV charging. By 2023, 10% of all new charger installation, and an additional 10% to For multifamily projects of three or more commercial buildings must be equipped with be “EV flexible” for potential charging and units and for non-residential projects, 8% of Level 2 charging circuits. upgrades. The remaining 80% of parking the total number of new parking spaces must spaces must be “EV capable” by ensuring be EV ready. conduit is run in difficult to reach areas of a parking garage to avoid future cost barriers.
C
70 | CITY OF SANTA MONICA c) Review and update parking policies and signage. Virginia Avenue Park (Pico Lot) Public charging is available in off-street lots, parking structures, and on-street parking facilities. Regardless of the location, restrictions on time and length of use must be implemented to ensure turnover, prevent abuse of the system and enforce facility operating hours. Signage, communications, cost, and enforcement are tools that can help ensure efficient use of public chargers.
Replacing existing signs with standardized Montana Ave & 11th St signage at all EV charging and parking stations in Santa Monica would enhance clarity for users. The two basic types of signs found at charging stations are There are currently seven EV charging general service signs, which identify and locations in Santa Monica that do not direct drivers to charging stations, and meet these signage standards: Santa regulatory signs, which convey time- and Monica Airport, Civic Solar Port, Montana permit-related restrictions. & 11th St (curbside), Parking Structure 7, Santa Monica Pier, and Virginia Avenue In August 2017, the City approved the Park. following EV parking signage standards:
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For private installations of EV charging infrastructure, installers should follow the Figure 16: Predicted Lost Meter Revenue from Free EV Parking existing layout pattern at parking locations. $2,000,000 This practice is necessary to prevent the re- $1,800,000 striping of parking lots or drive aisles within a parking structure. $1,600,000
$1,400,000 Though the City wishes to explore all $1,200,000 avenues to increase public charging $1,000,000 infrastructure, stations that offer broadly $800,000 applicable connector types will be $600,000 prioritized. $400,000
Once additional public charging $200,000 infrastructure and incentives are $0 2016 2017 2018 2019 2020 2021 implemented, it may be beneficial to explore alternative benefits to the metered Sources: Predicted EV purchase growth rate, UCLA Luskin Center for Innovation; California EV Market Share, IHS parking privileges for EV drivers. While EVs Market; Annual Meter Revenue, City of Santa Monica provide environmental and community benefits by reducing pollution and noise, it EVs, and one of only two cities that allows in 2016. This impact could grow to $1.8M is important to recognize that EVs still free on-street parking for both BEVs and by 2021 as EV ownership grows over time. contribute to congestion and traffic just like PHEVs. The cities of Manhattan Beach and As more charging benefits are provided any other vehicle. Hermosa Beach allow free metered parking through infrastructure and resources, for BEVs only and San Jose allows all EVs to parking will be monitored to ensure a Santa Monica remains one of four cities in park for free. Staff estimate that balanced approach toward mobility and California that still offers free parking for approximately $560,000 of meter revenue sustainability goals. was forgone by offering free street parking
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d) Explore a program to adjust nighttime parking rates or provide resident charging permits for overnight charging at public facilities and curbside stations. Public charging facilities can be utilized by neighborhood residents who lack access to charging in their buildings. Locations such as the Nielson Way lots, Santa Monica College, and local schools could offer charging facilities in high-density areas where there is limited access to residential EV charging. Reduced fees could be offered in public parking structures for overnight parking and charging. e) Expand use of EVs in carshare and Future Considerations: Autonomous Residential charging permits could be rideshare services. Vehicles available for EV owners in the designated The City supports the growing shift toward Though not specifically addressed in this parking zones for both public lots and shared-use mobility options such as plan, the future of autonomous vehicles curbside stations (once installed). Rates carsharing (e.g. ZipCar) and shared ride (AVs) will impact the City’s mobility should be affordable for overnight services (e.g. LyftLine, Uberpool, The Free network and sustainability goals. Charging charging. Ride). These modes present an infrastructure will likely be utilized by opportunity to reduce vehicle ownership autonomous EVs, requiring strategic site and vehicle miles traveled. The growing planning and use of curb space. Future use of EVs in both industries reduces investment will need to be made to carbon emissions and increases demand designate EV charging facilities for AVs.
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for charging spaces. departments and divisions ‘owning’ their stations, it is important to choose own fleet vehicles, Civic Center staff will systems with load sharing technology Carshare providers such as WaiveCar, be able to access a centrally managed that can charge more vehicles with less Car2Go, ReachNow and BlueIndy citywide fleet. infrastructure (to significantly lower operate all-electric fleets, which require equipment and installation costs). This system will encourage greater EV charging. Public-private partnerships vehicle utilization, reduce the total Smart dashboards can communicate with EV carshare providers can help number of vehicles and increase supply with a controller to manage charging foster EV usage and provide EV access to of available parking and charging within times per station, set charging priority, residents who may not be able to the Civic Center. Effective energy and remotely turn off a station if purchase an EV on their own. management will be a key factor in necessary. Certain charging systems also
ensuring fleet vehicles are charged when have the capability to integrate with f) Expand the fleet-sharing system for all needed at rates that do not overload the building management systems to help departments and divisions located at the grid. manage energy loads. Civic Center. City staff currently manages a pool of Since few fleet parking locations have vehicles that are available to all City staff, the existing electrical capacity to support located within the Civic Center. Several the installation of multiple charging City divisions also retain their own fleet vehicles, primarily for field inspection
services.
As City staff converge into the City Services Building by 2020, fleet management will become a key strategy
to effectively manage vehicle resources and the supply of available parking and charging. Instead of individual
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Case Studies: The Rise of EVs in Carshare recharges the vehicles at their stations when General Motors, Uber & Lyft and Rideshare Services necessary. ReachNow drivers can see the A new car sharing partnership between available mileage through the app before General Motors and Uber and Lyft enables WaiveCar reserving the vehicle. drivers to rent Chevy Bolts through a service Waive Car launched in Santa Monica in 2016 called Maven Gig. The program is live in San with a fleet of 20 EVs, and offers two hours Diego and will launch in San Francisco and Bolloré Group (BlueLA, BlueIndy & AutoLib) of free driving in their all-electric fleet. Los Angeles in late 2017. The growing usage WaiveCar built their own EV charging In 2017, Los Angeles launched an EV of EVs among rideshare drivers creates facilities at their headquarters due to the carshare program called BlueLA. The additional demand for easily accessible lack of public charging facilities. The program intends to serve disadvantaged public charging infrastructure. location of existing public chargers in neighborhoods and will scale to 100 EVs and parking structures that require payment 200 charge points by the end of 2017. The Designating parking and charging spaces created an additional challenge for the service is a operated specifically for EV car sharing and company. A new partnership between by Bolloré Group, which operates the ridesharing will leave more public chargers WaiveCar and Hyundai AutoLib carshare program in Paris. AutoLib available to residents and visitors. In will add 150 IONIQ EVs throughout Los now has more than 4,000 vehicles and addition, it will provide convenience and Angeles by mid-2017. 130,000 active users. A similar program lower costs for both operators and users. called BlueIndy is also underway in
ReachNow Indianapolis. ReachNow is a premium car sharing service ZipCar Membership for BlueLA will range from $0 that includes a fleet of electric BMW i3 Zipcar first introduced EVs into its fleet in to $10 per month and member usage fees vehicles and is currently operating in Seattle, 2003 with the Toyota RV4 EV and now will be $0.20 per minute, with lower rates Portland, and Brooklyn (the EV option is not offers the Chevrolet Volt and Honda Fit. for low-income members. Cars and parking yet available in Brooklyn). Parking is free in Zipcar offers EV options in several cities spaces can be booked online and cars are public spaces anywhere within the across the U.S., including Chicago, Boston, returned to designated stations at the end designated home area. A ReachNow service and Knoxville. team picks up EVs with low batteries and of each use.
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Create a webpage with available EV resources, Community Outreach: programs, and technologies.
Develop an outreach program for EV charging Develop EV outreach stations similar to the Solar Santa Monica programs and Program called EV Santa Monica. Develop outreach targeted to low-income resources for residents residents. Encourage access to EV carsharing for MUD and businesses residents and a program for low-income individuals.
Designate an EV Program Coordinator to manage all responsibilities related to EVSE coordination and implementation.
Establish an EV Working Group to provide direction and oversight of the implementation of the EV Action Plan.
Coordinate with regional partners to leverage procurement and funding opportunities.
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Santa Monica residents and property implementing the plan and completing a Figure 18: Property Owner Familiarity with EVSE owners need support and guidance to broad portfolio of projects. Rebates and Subsidies understand available funding to help purchase EVs and finance charging a) Create a webpage with available equipment and installation costs. The resources, programs, and technologies. constantly changing landscape and range An abundance of information about of resources can be difficult to navigate. installing electric vehicle charging This challenge is even greater for low- stations is available online, however a income populations and non-native lack of knowledge and awareness still English speakers. pervades most communities. There is considerable confusion and
The City currently does not have apprehension surrounding MUD Source: Westside Cities Council of Governments, 2017 dedicated staff managing and directing EV installations. Most potential buyers are programs, policies and projects. A unaware of PEV models and have never charge a PEV, and are more familiar with dedicated staff person will be essential to driven one, do not know where or how to the high purchase price than the incentives or low operating costs. Most Figure 17: Property Owner Familiarity with EVs and Charging Infrastructure Needs small commercial and residential property managers are also not familiar with the rebates and subsidies offered for EV charging stations.
A web-based platform is necessary to serve as a clearinghouse of information for resources and technologies for Santa Monica residents, employees, employers, and property owners. Basic information
ELECTRIC VEHICLE ACTION PLAN | 79 can include types of charging stations, An EV outreach program can provide a Department of Water and Power will be where and how to purchase EVs, and similar service to engage and inform launching an EV dealer education pilot, where to charge. In addition, resources property owners and residents. The goal which may provide a framework or like incentives, financing options, and is to educate the community about the partnership opportunity for the City. technical assistance can be provided. This benefits of driving EVs and the incentives Working with local car dealerships that platform could also host one-on-one that are available to do so. These sell EVs to increase awareness of rebates trainings and assistance for applications incentives include funding to purchase and incentive programs is key to educating potential buyers. Car dealers to state and federal EV incentives. EVs and EVSE, in addition to residential EV can also offer free test drives of EVs, a Creating a list of EV-friendly condos and TOU rate systems to save money on proven strategy to increase propensity to apartment buildings can also help electricity. Hosting or partnering with purchase. prospective tenants who are EV-drivers or community events to share information interested in purchasing an EV find a unit about EV charging can also help bridge Property owners can be stewards of with existing charging facilities. the information gap. sustainable transportation practices by enabling their residents to drive electric b) Develop an outreach program for EV Plug In America’s report states that vehicles. The City and local advocacy charging stations similar to the Solar Santa raising awareness about EV incentive organizations can help by educating Monica Program called EV Santa Monica. programs is imperative. Effective property owners on the environmental Solar Santa Monica is a free service that outreach methods include: billing inserts, and economic benefits of adding EV provides technical assistance for residents newsletter blurbs, social media, charging stations in their buildings, in and businesses to help navigate the rules, webpages, event brochures, letters to EV addition to preparing a survey for incentives, and financing options to install owners, and handouts to local car dealers property owners to distribute to solar panels. Services include energy (Plug In America, 2016, p. 10). residents. efficiency recommendations, rooftop Property owners and residents are both Charging stations are an attractive analysis, bid comparison, and financial uniquely positioned to facilitate EV amenity for Santa Monica’s “eco-minded” analysis. charging in MUDs. demographic. Due to the limited number
Plug-In America, SCE, and the Los Angeles of MUDs with EV charging facilities,
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property owners can benefit from property managers or HOA. The majority Case Studies: Low-Income EV Carshare Pilots offering the added service, which is in of EVSE installations were the result of high demand. pressure from residents who either The BlueLA EV carshare pilot is expected to owned or were interested in owning EVs. Directing information to property owners provide mobility access to approximately that explains the environmental and c) Develop outreach targeted to low- 7,000 new users from low-income L.A. financial benefits of driving EVs, the income residents. communities. These users are expected to municipal requirements for charging Low-income populations tend to have the sell or avoid purchasing 1,000 private stations, and the relevant policies (such least amount of access and resources to vehicles, which would prevent as Senate Bill 880 EV owners right to own electric vehicles. Targeted approximately 2,150 metric tons of CO2 charge) will help bridge the information information and outreach should be emissions (Shared-Use Mobility Center, gap. This will better prepare property developed to facilitate awareness, 2016). owners to participate and spearhead the interest and ability to own and charge shift to EV ownership. EVs. This may include outreach to The Sacramento-based affordable housing property owners and low-income organization, Mutual Housing, launched an A list of FAQs can address common residents, information sessions, mailers, EV carshare program for residents in June concerns expressed by property owners, and tabling at events. 2017. Funding came from the California Air such as liability and insurance Resources Board, the Sacramento requirements, vandalism, estimated Low- to moderate income residents may Metropolitan Air Quality Management equipment and installation costs, and be eligible for funding through the District, Zipcar, and other partners. A study metering solutions. Creating a central SCAQMD EV Residential Charging from the Transportation Research Board and location for property managers to share Program. This program incentivizes Level the National Academy of Sciences estimates advice and ask questions regarding EV 2 charging for residential garages, that each shared car removes 15 private charging installations in MUDs would be a carports or parking spaces by providing vehicles from the road (Environmental valuable resource. $400-$800 for EVSE hardware costs. An Protection Agency, 2017). The case studies in Appendix II exemplify additional $250 is available for low- the influence residents can have on their
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income residents. (The program does not e) Designate an EV Program Coordinator g) Coordinate with regional partners to cover installation costs.) to manage all responsibilities related to leverage procurement and funding EVSE coordination and implementation. opportunities. d) Encourage access to EV carsharing for EV charging intersects the roles and Coordinating with regional entities such low-income residents. responsibilities of many departments and as the Westside Cities Council of Purchasing an EV and necessary EVSE is divisions within the City. In order to Governments (WCCOG) and the Southern still a considerable burden for low-income achieve the goals of this plan, a dedicated California Association of Governments residents, even with local and state staff person should manage the various (SCAG) can help advance EV deployment assistance programs. Access to EV programs, policies and projects. and secure competitive grants for Santa carsharing services offers a more Monica and neighboring cities. This staff will be responsible for: affordable and convenient option for implementing and reporting on the plan, The City and eventually, an EV Program some residents. Incentives can encourage managing the City’s public charging Coordinator, should coordinate with property owners to offer EV carshare regional initiatives to plan more network; implementing programs and services in MUD development integrated charging networks and share projects; coordinating with the utility and agreements if such services are offered. best practices related to EV charging. regional initiatives; seeking funding; and Preparing joint proposals for EV funding developing and implementing policies. A low-income carshare program could be can help leverage local and regional modeled after the Breeze Bike Share buy- f) Establish an EV Working Group to resources and potentially secure down program, which offers up to 90% provide direction and oversight of the additional grant funds, particularly reimbursements on bikeshare implementation of the EV Action Plan. through national opportunities such as the VW settlement funds. memberships . The carshare program An EV Working Group can work with the could offer diverse payment options, such EV Coordinator and the public to support as cash, metro passes and credit/debit implementation of the EV Action Plan. EV cards in order to increase accessibility. Working Group roles may involve recommending public charger locations, new technologies, and policies to support EV drivers in Santa Monica.
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Putting the Plan Funding the Plan to Work Implementing the Plan Measuring Success
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funding needs will be met by the Capital Additional state funding sources may help Funding the Plan Improvement Program (CIP). expand EV charging in Santa Monica. The To date, EV charging and programming California Energy Commission (CEC) has largely come from the City’s General With a smart charging system, the City awarded the San Diego-based nonprofit, Fund through existing budgets and the will be able to create new revenue Center for Sustainable Energy, $15 million Capital Improvement Program (CIP). The streams through the implementation of to install charging stations statewide. The City received a grant from the Air Quality user fees and fines, LCFS credits as well as Cycle 1 Investment Plan of the VW Management District to procure and advertising opportunities. Additional settlement funding includes $200M to be install most of the current installations revenue may come available if the City used for statewide EV charging projects. (2017). Existing utility budgets pay for moves forward with discontinuing free Additional funding sources include CARB electricity consumption and facilities metered parking for EVs. The revenues programs funded by greenhouse gas maintenance budgets support repair and generated could be redirected to reduction funds and CEC programs such upkeep of the equipment. New sources implement new EV projects and programs as the Electric Vehicle Program of revenue and financing will be required and help keep user fees affordable. Investment Charge (EPIC) and Alternative to expand infrastructure and develop and Renewable Fuel and Vehicle new programs. Technology Program (ARFVTP). Grants & Outside Funds
City Funds & New Revenues SCE’s upcoming Charge Ready program Additionally, Santa Monica has received Staff regularly apply to Southern phase 2 proposal and current free electric vehicle charging stations California Edison for rebates and Transportation Electrification program from UCLA through a grant-funded incentives for energy efficiency projects. proposal, if approved by the Public project. The City will continue to apply for These funds are separately maintained Utilities Commission, will help support State and regional agency funding that for new energy projects. As most energy Santa Monica’s infrastructure needs. SCE supports infrastructure and programs. efficiency and renewable energy projects has identified Santa Monica as a target The following tables outline funding can receive separate financing, these community where there is strong interest requirements and potential funding rebates could benefit EV charging and capacity to deploy EV infrastructure. sources by project and program phase. projects and programs. Additional
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Table 12: Conceptual 3-yr Project Cost Estimates and Funding Sources
Total Proposed Estimated Funding Status & Potential New Project Phase Conceptual Chargers Average Unit Sources Cost* Cost Funded - South Coast Air Quality Phase IB: 2017 Installations 30 $11,560 $346,800 Management District Phase II: 2018 Off-street 41 $6,000 $246,000 (Libraries, Parks, Lots) Phase IIIA: 2018-2020 Curbside 69 $6,000 $414,000 Stations Not yet funded Phase IIIB: 2018-2020 Streetlight 25 $15,000 $375,000 Stations Phase IIIC: 2018-2020 Public/ Energy Efficiency Rebates, CIP, SCE, 25 $3,000 $75,000 Private Partnerships Grants, New Revenue Phase IIID: 2018-2020 Public DC 10 $50,000 $500,000 Fast Charging Stations
Phase IV: Retrofit existing 87 $4,026 $350,262 stations (ongoing)
TOTAL Public Chargers 287* $2,307,062
Phase IA: Civic Center Fleet $122,400 Funded – 2016/2018 CIP 31 $3,950 Charging -$12,485 SCE Charge Ready Program Total Estimated Total Chargers 318 $2,416,977 Cost
*The 287 chargers does not include the new dual-port solar charging station at the airport.
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Table 13: Budgeted Funds (Currently Committed or Available for Allocation)
Source Amount Energy Efficiency Rebates $414,544 Mobile Source Air Pollution Reduction Review Committee $121,500 2016/2018 Capital Improvement Project (CIP) Fund $186,690 2016/2018 Public Works Operating Budget EV Quick Start Fund $150,000 South Coast Air Quality Management District Grant $55,000 South Coast Air Quality Management District AB 2766 Subvention Funds $26,000 Total Funds Available $953,734 Total Estimated Project Cost $2,416,977 Total Net New Cost $1,463,243 Table 14: Operating Costs* (By end of 3-year implementation) Total Annual Unfunded Program Funding Sources (Potential) Cost Cost Multi-Family EVSE Rebate Program $50,000 Existing program budget $138,870 The EV Coordinator position will likely be a EV Coordinator reassignment of an existing position rather than a new FTE. Smart Charging Station Networking* $280/yr – public charging port (264) $73,947 $73,947 General Fund, EV program revenue, Low $205/yr – fleet charging port (31) $6,355 $6,355 Carbon Fuel Standard
Smart Charging Station Maintenance General Fund, EV program revenue, Low $85,140 $85,140 $645/station/yr (132) Carbon Fuel Standard
Utility Cost** $270,718 $270,718 Cost recovery 318 charging ports TOTAL Annual Operating Cost $486,160 $436,160 *Charging maintenance & repair is provided as a service by charging station vendor, to be approved by Council. Staff may opt to discontinue this service if no significant maintenance or repair issues arise within the first year of operation. **The City’s electricity cost for new charging stations will be higher than the existing rate of $0.05/kWh because it will be on new TOU accounts. Cost estimates are based on limited station usage data and do not include escalation rates. ELECTRIC VEHICLE ACTION PLAN | 87
Implementing the Plan
This section outlines action items, department leads, and project timeframes to implement the Plan. Implementation timeframes fall into the following categories: near-term (0-6 months); mid-term (6-18 months); and long-term (18 months-3 years).
Table 15: Division & Department Acronyms
Department & Division Acronyms OSE Office of Sustainability & the Environment PCD Planning & Community Development Department PW Public Works Department PW-SD Streets Division PW-CE Civil Engineering PW-FM Fleet Management SCE Southern California Edison UCLA University of California, Los Angeles (UCLA Luskin Center for Innovation)
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Table 16: Responsibilities Overview
Lead division responsible for development and implementation of EV charging station policies and practices Strategic planning Office of Sustainability & the Coordinate evaluation of CIP proposals necessary to meet infrastructure needs and Environment purchase of EV charging stations
Coordinate with SCE and other relevant entities Public outreach and education Facilitate changes to the zoning ordinance and building codes to encourage and streamline installation of charging stations
Review site plans, issue permits, conduct inspections for installation of chargers Planning and Community Development Review potential locations for on-street charging Facilitate work with carshare and rideshare services Coordinate purchase and installation of charging station signage Install and maintain City-owned charging stations Public Works Engineering Division Maintain City-owned electrical vehicles Streets Division Evaluate City capital improvement projects and install appropriately sized electrical Fleet Division panels during new construction or major renovations Finance Manage EVSE revenue, when applicable Fire Department Maintain training on first responder protocols for EVs and EVSE Police Department Enforce EV parking and charging restrictions
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Table 17: Implementation Timeframe
PUBLIC INFRASTRUCTURE: Expand and modernize public EV infrastructure to DEPT. LEAD TIMEFRAME improve user experience and sustain operations & growth. a) Add new smart chargers to the network; retrofit legacy chargers with OSE Near- to mid-term “smart” chargers. b) Develop a fee structure that covers operations and maintenance costs, OSE, PCD Near-term encourages user turnover, and supports community EV programs. c) Earn credit revenue by participating in the state Low Carbon Fuel Standard OSE, Finance Mid-term program. d) Add charging stations for City fleet vehicles. OSE, PW-FM, Mid-term PW-CE, SCE e) Explore innovative EV charging and storage technologies to integrate into Mid- to long-term OSE Santa Monica’s EV charging network. f) Explore DC fast charging options where appropriate and feasible. OSE Mid-term
g) Develop guidelines and standards to support charging for e-bicycles and PCD Mid-term neighborhood electric vehicles. PRIVATE CHARGING: Increase EV Charging for MUDs and workplaces. DEPT. LEAD TIMEFRAME a) Develop pilot rebate program for MUDs and workplaces; include additional OSE Near-term funding for low-income residents. b) Identify qualified vendors/EV service providers to handle MUD and OSE Mid-term workplace charging in Santa Monica. c) Streamline the EVSE permitting process and allow online permits for small- PCD, OSE Near-term scale installations. d) Designate off-street and on-street locations for public charging OSE, PCD, Mid-term infrastructure. PW-CE, UCLA e) Implement a pilot a program to provide EV charging through streetlights. OSE, PCD Mid- to long-term
f) Partner with priority destination sites to install EV charging. OSE Mid- to long-term
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PUBLIC POLICY: Update parking policies and practices for efficient charging DEPT. LEAD TIMEFRAME station use. a) Modify City Ordinance to allow for on-street EV charging. OSE, PCD Mid-term b) Update zoning ordinance requirements to increase the parking spaces PCD Mid-term available for EV charging. c) Review and update parking policies and signage. OSE, PCD Mid-term d) Explore a program to adjust nighttime parking rates or provide resident PCD Near-term charging permits for overnight charging at public facilities. e) Expand use of EVs in carshare and rideshare services. OSE, PCD Mid-term f) Expand the fleet sharing system for all city departments and divisions OSE, PW-FM Mid-term located at the Civic Center. COMMUNITY OUTREACH: Develop EV outreach programs and resources for DEPT. LEAD TIMEFRAME residents and businesses. a) Create a webpage with available EV resources, programs, and technologies. OSE Near- to mid-term b) Develop an outreach program for EV charging similar to the Solar Santa OSE Mid-term Monica program called EV Santa Monica. c) Develop outreach targeted to low-income residents. OSE Mid- to long-term d) Encourage access to EV car sharing for MUD residents and a program for OSE, PCD Mid- to long-term low-income individuals. e) Designate an Electric Vehicle Program Coordinator position to manage all OSE Mid- to long-term responsibilities related to EVSE coordination and implementation. f) Establish an EV Working Group to provide direction and oversight of the OSE Near- to mid-term implementation of the EV Action Plan. g) Conduct regional coordination related to EV charging and funding OSE Near– to mid-term opportunities.
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Measuring Success of the EV Action Plan can be Conclusion measured by tracking existing metrics and The EV Action Plan attempts to capture new metrics: Success the necessary policies and projects Number of charging stations required to meet the fast moving changes This plan will need resources and Goal: 300 by 2020 in market demand. But it is only one coordination in order to be effective and Percentage of EVs registered out of component within a larger context to successful. This plan will help to total vehicles registered improve mobility and wellbeing, and accelerate project development and Goal: 15% by 2025 reduce greenhouse gas emissions. support the City’s bid for resources with Additional metrics (no goal associated): shovel-ready projects. As a short– to long- Revenue earned from fees and LCFS As innovations in vehicle technologies and term, action-oriented plan, tracking credits mobility continue to change the way we Station usage: Number of charging progress and measuring success will be get around, this plan will enable Santa sessions and length of charge essential to ensure that targets and goals Monica to respond to the dynamic nature Number of private charging stations are met for infrastructure, ownership and of the increasingly integrated world of Percentage of MUDs and workplaces usage. energy, mobility and technology. that offer EV charging
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Appendix
Appendix I: Santa Monica Proposed EV Infrastructure Map
Source: City of Santa Monica Office of Sustainability, 2017
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Appendix II: State Policies & Legislation Supporting EVs
CALGreen EV Charging Station Requirements Mandatory Requirements
3% of total parking spaces provided must be capable Multi-family Residential of supporting future EVSE (i.e. electrical system ca- (applies to building sites with 17 or more units) pacity, building plans, any underground conduits).
Raceway (e.g. conduit) and electrical panel capacity Single-family Residential to support 40-amp capacity electric circuit required for each unit Raceway (e.g. conduit) and electrical panel capacity to support 40-amp PEV charging capacity required as follows: 1 EV charging space required for 10-25 park- ing spaces 2 EV charging spaces per 26-50 parking spac- Nonresidential es additional EV space required per addition- al 25 parking spaces. If there are more than 50 parking spaces, at least 3% must be EV-ready. If there are more than 200 parking spaces, at least 6% must be EV-ready
Source: Center for Sustainable Energy, Plug-In SD, June 2016
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State Legislation requires pre-wiring to accommodate Senate Bill 1275 (2014): Vehicle retirement and replacement: Charge Ahead California future installations of a charging circuit Initiative Assembly Bill 32 (2006): California Global and electrical retrofits to support EVSE. SB 1275 established a goal to place 1 Warming Solutions Act million zero-emission and near-zero- AB 32 was the first comprehensive, long- SB 880 (2012): Owner’s Right to EV emission vehicles on the road. The bill term approach to address climate change Charging created an enhanced fleet modernization in the country. The bill requires California SB 880 prohibits homeowner associations program for the retirement of high to reduce its greenhouse gas emissions to from imposing any condition that polluting vehicles and authorizes 1990 levels by 2020 (a 15% reduction) “effectively prohibits or unreasonably increased funding for low-income through a range of clean transportation, restricts” installation of charging in a individuals and families to purchase clean land use and energy efficiency strategies. homeowner’s designated parking space. If low– and zero-emissions vehicles. the charging unit is installed in a common California Building Code Chapter 11B-228 area, the law states that certain CalGreen (2013) (2016): ADA Compliance for EV Charging The California Green Building Standards conditions can be imposed, e.g. a $1 Stations million homeowner liability policy that Code, (CalGreen) is Part 11 of Title 24, the As of January 1, 2017, all new EVSE names the Homeowner Association as an California Building Standards Code. The installations must comply with the State additional insured. 2015 CalGreen update includes both Architect’s ADA Accessibility Building mandatory and voluntary measures that Standards. A minimum of one van- ensure residential and commercial new Senate Bill 454 (2013): Electric Vehicle accessible space must comply with ADA construction projects are prepared for EV Charging Stations Open Access Section 11B-812 for every 1 to 4 EV infrastructure. The Electric Vehicle Charging Stations charging stations at a facility. One Open Access Act was created by standard accessible space is required for Local jurisdictions have authority to adopt Senate Bill 454 signed in 2013. The law every 4 to 25 spaces, in addition to one their own PEV-readiness building code prohibits the charging of a subscription ambulatory space for every 26 to 50 stations. The State’s Parks Department is standards that go beyond CalGreen’s fee at EV charging stations. The legislation now budgeting $30,000 for each new ADA mandatory requirements. The code calls for an open system for electric car charging payment via credit card. compliant parking space (See details in
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Appendix IV). The Energy Commission must report to Assembly Bill 1184 (2017): California Assembly Bill 1452 (2017): Parking: the Legislature by January 1, 2019, on the Electric Vehicle Initiative Exclusive Electric Charging on Public extent to which renters and owners of AB 1184 allocates $3 billion over 12 years Streets low-income multiunit residential to subsidize zero-emissions vehicles. The AB 1452 authorizes local jurisdictions to properties have sufficient technical and legislation passed the Assembly and is dedicate on-street parking spaces on financial support to participate in existing pending Senate approval. Funding would public streets for the exclusive purpose of programs and complete upgrades. The come from the Cap and Trade Program charging a parked electric vehicle, bill will likely provide incentives and and buyers would receive rebate checks provided appropriate signage is installed. programs to help multi-family building at the point of purchase. The bill also authorizes the removal of a owners and tenants reduce their energy vehicle from a designated stall or space use and install EV chargers, among other Assembly Bill 615 (2017): Air Quality on a public street if the vehicle is not benefits. Improvement Program: Clean Vehicle connected for electric charging purposes. Rebate Project. This bill helps facilitate enforcement of Assembly Bill 1239 (2017): Building AB 615 extends the income caps for the any regulations related to use of public Standards: Electric Vehicle Charging Clean Vehicle Rebate Project to continue EV stations proposed in this plan. Infrastructure providing air quality and greenhouse gas
AB 1239 requires the California emissions reduction benefits through Assembly Bill 1088 (2017): Multiunit Department of Housing and Community programs that encourage the purchase of residential housing: energy programs Development and the California Building zero-emissions vehicles. AB 1088 requires the Energy Commission Standards Commission to develop and to adopt regulations to enable access to adopt building standards regarding EV- combined program funding for zero- and Assembly Bill 630 (2017): Vehicle ready parking spaces for existing parking near-zero emission vehicle infrastructure, Retirement and Replacement structures that are located adjacent to or among other programs for multiunit AB 630 codifies a clean-car program that associated with multifamily dwellings and residential properties. benefits low-income residents by helping nonresidential buildings. them replace high-polluting vehicles with
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cleaner and more efficient vehicles.
Assembly Bill 1082 (2017): Transportation Electrification: Electric Vehicle Charging Infrastructure: School Facilities and other Educational Institutions. AB 1082 authorizes pilot programs to allow for new electric vehicle charging stations at state parks and beaches.
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Appendix III: MUD Case Studies and Best Practices for EV Charging
The PEV Collaborative provides cost resident demand. The HOA selected certification. Installation was recovery models and case studies for both EverCharge as the vendor to install relatively easy because the building individually assigned charging units and the system and handle inspections, was relatively new with accessible shared charging units, which are discussed customer support, billing and liability service panels. Additional chargers below. insurance. Individual EV owners paid were installed in anticipation of between $1,000-$2,800 for the future demand. ChargePoint was Individually Assigned Charging Units installation based on the distance of selected to manage metering and Installation options for individually assigned the conduit run and an additional billing. Infrastructure costs were charging units differ based on who pays for $1,000 to purchase the unit. covered mostly by grants from the the installation costs and electricity. Some Residents pay a $15 fixed monthly California Energy Commission and case studies include a combination of the charge plus a flat electricity rate for ChargePoint. EV owners plug in as various approaches and are listed below the usage. needed or have the option to reserve most relevant option. stations for a small monthly fee. 2. Units are sub-metered and the property Electricity costs $0.25/kWh. This is a 1. Units are wired directly to the existing owner is the electric utility customer. The EV good model for new buildings to residence panel meter or through a owner pays for the 120VAC outlet or follow. separate electric meter. In this case, the charging unit installation. resident EV owner is the electric utility Case Study: Broadstone Corsair, San 3. Units are sub-metered; the resident is the customer and pays for the equipment Diego utility customer and buys the corresponding and installation. Property managers at this new parking space. The property owner installs Case Study: Brannan, San Francisco development were motivated to several new service meters and assigns them The HOA at 200 Brannan Street install 16 dual chargers based on to resident EV owners. The EV owner pays a installed six charging stations in resident interest, a green corporate fee to the property owner to cover his or her deeded parking spaces based on culture, and pursuit of LEED
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portion of the capital expense to install needs for different brands of 6. A third-party service provider is the meter. charging stations. In addition, contracted by the property owner to some common-area meters were assign a monthly fee based on selected Case Study: CityFront Terrace, San on commercial electric rates and services. The utility customer can be Diego will be subject to demand charges either the resident or property owner. Motivated by resident interest and and time-of-use impacts. a proactive community manager Shared Charging Units and facility manager, CityFront 4. Networked charging units with wireless Installing shared charging units requires Terrace installed one level 2 communication capability are individually more coordination among resident EV charger and pre-wired 19 electric assigned with embedded metering. The owners and the property managers, meters for level 2 charging. property owner is the utility customer and however it is more cost effective and a Residents pay a portion of the determines how much to charge residents better use of space compared to upfront capital cost and purchase for electricity based on reported charging individually assigned units. Shared their own units ($4,000 per use. Property owners can set a cost charging stations can also serve as a meter), which they can take with recovery rate that covers installation, marketing tool to attract and retain them if they move. Residents must electricity and network access costs current and future EV drivers and inspire secure liability insurance since the through shared usage fees. existing residents to drive EVs because units are in a common area. they know the charging infrastructure is Residents receive a monthly bill 5. Individually assigned units are wired already in place. directly from their utility, SDG&E, into a common area electrical service Different options for installing shared at a discounted EV time-of-use with no metering. The property owner is charging units are as follows: rate. The CityFront manager the utility customer and charges a flat fee 1. 120VAC outlets or non-networked encountered challenges such as to recover installation, energy and charging units are installed in assigned underground spaces network access costs. common area parking spaces located far from electric meters on accessible to multiple EV owners. The upper floors and different wiring property owner is the utility customer
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and adds a flat fee to the rent or lease level 2 EV chargers onsite. located in a common area, to cover operating costs. EV owners ChargePoint operates the replacing previous valet parking can coordinate a charging schedule or networked system via a wireless spots. The Towers used NRG sign-up process. router on one of the stations. This eVgo’s Ready for Electric Program program is unique because to install the stations and manage 2. Common area networked charging charging is free for residents. billing each month. One smart units are available for multiple EV Stations are available to non- meter tracks electricity use for all owners and managed by an electric residents for a fee per kilowatt- 10 charging units. The utility bills vehicle service provider (EVSP). The hour. The management chose to the property management, NRG property owner is the utility customer. provide free charging to residents bills individual resident subscribers EV owners pay a monthly flat fee or as an amenity to attract renters based on their monthly usage, and per use. They access the EVSE network and set a new standard for rental then reimburses the property through a subscription service, properties to include EV charging management. NRG eVgo covered electronic ID card or credit card. access. the upfront costs of $21,000 Tracking and billing capabilities are (~$2,100 per charger). available in some of the newer, higher- 3. A third-party service provider handles cost systems. all charging service and billing operations Best Practices for Implementing EV Case Study: The Elysian, Los based on an agreement with the property Charging in MUDs Angeles manager. Charge Ready Parking Spaces The property owner, Linear City Case Study: The Towers at Costa Per CalGreen requirements, property Development, is a strong Verde, San Diego owners should add charge-ready parking supporter of sustainable living and The Towers at Costa Verde has 10 spaces (spaces with electrical service transportation options. This is level 2 chargers and 10 pre-wired wiring ready for EV charging) during new exemplified through their stations. Management wanted to construction and major retrofits. unbundled parking policy, Nissan provide EV charging as an amenity CityFront Terrace and The Towers at Leaf car share program, and 16 to residents and prospective EV Costa Verde installed pre-wired owners. EV charging stations are connections ready for future charging
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stations. This reduces future installation the lower cost of shared stations. For have minimal responsibility tracking and wiring costs for additional stations. individually assigned spaces, residents energy usage and the billing process. should be charged a percentage of the Resident Survey equipment cost or a flat monthly fee to User Management All MUD property owners should help the building owner recoup Communication and cost-recovery conduct resident surveys to understand infrastructure and operating costs. systems can be utilized to manage current and future demand for EV Third-party Service Provider various users accessing one charging charging stations in their buildings. The Selecting a third-party service provider device. One strategy to facilitate PEV Collaborative has sample surveys to handle installation, maintenance, and turnover is to bill for time the vehicle is available on their website for MUD billing will facilitate a turnkey process for connected rather than active charging owners. property owners. Some EVSPs may install time. This encourages drivers to move the equipment at no upfront cost (e.g. their cars once the charge is complete Parking - Assigned vs. Common Area NRG eVgo at the Towers in Costa Verde), and also increases revenue potential for Spaces depending on future funding availability. the property owner. The building owner should communicate As noted by several of the case studies, a with resident EV owners to determine third-party service provider has been a whether assigned EV charging spaces or popular option for property owners. 200 common area spaces work best. Brannan in San Francisco selected Willingness to help pay for the stations EverCharge to offer full-service will depend on the property owner’s installation, permit and city inspection, interest in providing EV charging as an customer support, management, billing, amenity to residents. Installing personal and liability insurance. Broadstone stations for all EV owners will be more Corsair in San Diego, Millenium Tower in expensive than communal charging San Francisco, and The Elysian in Los stations, though it is preferable to Angeles selected ChargePoint to monitor residents. This decision will weigh the metering and billing. The EVSP option convenience of private stations against allows the property managers or HOA to
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Appendix IV: California Building Code Ch. 11B-238.3.2.1 - ADA Accessibility Requirements for EV Charging Stations
Source: Division of the State Architect, 2015
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Appendix V: Existing EVSE Rebate Programs
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Appendix VI: Southern California Edison Proposed EV Pilot Programs
In early 2017, SCE proposed several one-year EV pilots to the California Public Utilities Commission, and expects a decision in late 2017. SCE proposed a five-year Transportation Electrification program focused on medium-duty, heavy-duty, and non-road vehicles and three new commercial EV rates. A decision on these proposals is expected in 2018.
Rebate for residential customers living in single-family residences or multi-unit dwellings to install EV charging make-ready infrastructure to confirm customer Residential Make-Ready Pilot interest in a home-charging program, validate cost assumptions, and evaluate EV customer satisfaction with Time of Use (TOU) rates, costing $4 million. Monetary reward to rideshare or taxi drivers who use an EV and exceed a specific number of rides during a given time period. The pilot will encourage EV adoption by Electric (EV) Driver Rideshare Reward Pilot rideshare drivers and increase EV-miles traveled within SCE’s service territory, in support of state energy and clean energy policy goals and also to evaluate the charging needs of EV drivers, costing $4 million. Deploys five public access DCFC sites for up to 50 DCFC plugs total, clustered in urban areas. Participating customers (potentially cities, public lot operators and EV Urban Direct Current Fast Charger (DCFC) service providers) will have the opportunity to propose sites and select qualified Cluster Pilot DCFC stations. The pilot will determine interest in DCFC in urban areas and evaluate charging behaviors, costing $4 million. Deploys make-ready infrastructure to serve in-depot and on-route charging equipment including a rebate towards the charging station for electric commuter Electric Transit Bus Make-Ready Program buses operating in SCE’s service territory. The program aims to expand the number of electric buses in SCE’s service area, costing $4 million. Proposes to deploy, own, and maintain the electric infrastructure needed to serve Medium- and Heavy-Duty Vehicle Charging charging equipment for medium- and heavy-duty and non-road vehicles including a Infrastructure Program rebate towards the charging station. Total cost would be capped at $553 million over 5 years. Three new, optional commercial EV rates will apply to different EV customer sizes. The new EV TOU periods offer more accurately price signals reflecting system grid Rate Design to Promote EV Adoption conditions and eliminate demand charges for a five-year intermediate period. SCE will then phase in demand charges over a five-year intermediate period. After the end of the tenth year, rate schedules will reflect stable demand charges.
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Appendix VII: Draft EV Action Plan Public Comments and Responses The draft EV Action Plan was posted on OSE’s website from September 15-October 15, 2017. The City received comments from residents, organizations, EV service providers, utilities, and other local stakeholders. Below is a summary of comments received and how the City has addressed or plans to address the feedback. COMMENT CITY of SM RESPONSE Infrastructure Don’t upgrade before adding new stations Deprioritized in project phases; ongoing process Plan requests too few chargers over too long of a time period Moved goal up to 2020 This is not a static document; actively looking to add as many chargers as possible as quickly as possible Take advantage of available funding sources (SCE, VW, ARB, MSRC, AQMD) Add more DCFCs (draft proposal includes 2) Increased ask from 2 to 10 DCFCs (~$50,000 each) SCE cluster pilot opportunity – cities can propose sites for 5 dual- port chargers Install clusters of chargers (L2 + L3 where feasible) Identifying locations with sufficient electrical capacity Residential charging more critical than commercial as battery range Focusing on public charging in commercial areas for MUDs increases Ensure that EVSE has multiple connector types Stations offer the standard SAE J1772 level 2 connectors, which fit most EVs Add charging stations at gas stations Third-party providers contacting gas stations to gauge interest Several methods of payments should be recommended to EVSE Most stations accept multiple methods users such as RFID card, smartphone/app authentication, pass code or credentials, or credit card (on the station or by telephone) Add streetlight chargers Exploring L1 + L2 based on electrical capacity Take advantage of outside funding sources (e.g. CEC, CARB, Addressed in Plan SCAQMD, and CPUC) Implement the upgraded electrical service during new construction Code update addressed in Plan to significantly reduce installation cost (as opposed to implementing in existing infrastructure, unless there are significant alterations, expansions, or retrofits) The City should have a 2 year and 5 year plan for implementing The Plan is not a static document and will be evolving over time EVSE infrastructure ELECTRIC VEHICLE ACTION PLAN | 105
COMMENT CITY of SM RESPONSE Policy Turnover issues: Set fees to discourage overstaying and accessory charging Will introduce fee after observing usage, likely kWh (most equitable). Penalty fee for overstaying will be set immediately after smart chargers are installed Need strict enforcement/ticketing of vehicles which are not electric parked Engage code compliance and PD in EV charging spaces, as well as EVs which are parked in a charging space and not charging Free parking is a valuable incentive Does not benefit overall mobility goal to get people out of cars, still contributes to congestion Include medium- heavy-duty electrification BBB is conducting an electrification feasibility study. Charging requirements for heavy-duty vehicles are beyond the scope of the EVAP Add metrics to quantify benefits Can save 25,691 metric tons of CO2 by reaching the goal of 15% EV adoption by 2025 (13% increase) Partner with SSMUSD and SM Call with SMMUSD 10/17 Concerns re: safety, vandalism, parking Exploring opportunities The amount charged for residents to use electricity for charging their cars It will not be more than gas. should be no more than the cost of electricity. Residents of MUDs who can confirm that they either have no parking Explore alternative pricing structures space, the landlord will not allow an installation of a charger, or the installation costs exceed a certain threshold (more than $500) should be able to access charging at no cost for at least 5 years Keep public parking facilities open all night for EV charging Legal issues Safety/vandalism concerns The City needs to coordinate signage and have uniformity and compiling Addressed in Plan with State law Allow preferential parking permits for overnights parking in residential Discuss with PCD and Parking neighborhoods Rent-control issue (exempt from AB 2565, which mandates property Exploring legal options to influence legislation and remove this owners to allow tenants to install charging stations at their own expense) exemption
Consider a process that limits the number of in-person permit New streamlined permitting process adopted on September 12, 2017 appointments to a maximum of one
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COMMENT CITY of SM RESPONSE Outreach Enhance focus on low-income residents Add one-on-one training and technical assistance programs for applications to state and federal EV incentives Consumers’ lack of understanding and lack of information Add workshops, partner and host more community EV about EVs is a major barrier events. Utilize social media Provide materials with EV models, price, incentives Partner with car dealerships to promote awareness of EVs Explore ways to support dealerships with useful info and (test drives, incentive information, etc.) materials to distribute
Create an electric vehicle commission which would work with Included recommendation in Outreach section to create the EV Coordinator and the public on charger locations, new an EV Working Group. technologies, as well as work with the City Council on EV policy
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Sierra Club (2017). 2016 U.S. Electric Vehicle Sales Soar: Jumping 80 Percent Over Previous December and 37 Percent Over 2015. http://www.sierraclub.org/compass/2017/01/2016-us-electric-vehicle-sales-soar-jumping-80-percent-over-previous-december-and-37
Southern California Association of Governments (2017). Regional Electric Vehicle Program. http://scag.ca.gov/programs/Pages/RegionalElectric.aspx
Southern California Edison (2017). Electric Vehicle Rates. https://www.sce.com/wps/portal/home/residential/electric-cars/tools-resources/EV-
Tuohy, John (Indy Star: 2016). BlueIndy stations could be uprooted. http://www.indystar.com/story/news/2016/10/07/blueindy-stations-could-uprooted-agreement-lets-city-remove-five/91731408/
Trabish, Herman K. (Utiity Drive, 2017). California utilities plot ways to prep grid for coming EV boom. http://www.utilitydive.com/news/california-utilities-plot-ways-to-prep-grid-for-coming-ev-boom/503023/
UCLA Luskin Center for Innovation (2017). Siting Analysis for Plug-in Electric Vehicle Charging Stations in the City of Santa Monica. http://innovation.luskin.ucla.edu/sites/default/files/Siting%20Analysis%20for%20PEV%20Charging%20Stations%20in%20the%20City% 20of%20Santa%20Monica_0.pdf
UCLA Luskin Center for Innovation. (2012). Southern California Plug-in Electric Vehicle Readiness Plan. https://www.scag.ca.gov/Documents/SCAG-Southern%20CA%20PEV%20Readiness%20Plan.pdf
UCLA Luskin Center. Financial Viability of Non-Residential Electric Vehicle Charging Stations. http://luskin.ucla.edu/sites/default/files/Non-Residential%20Charging%20Stations.pdf
ELECTRIC VEHICLE ACTION PLAN | 111
U.S. Environmental Protection Agency (2017). Greenhouse Gas Equivalencies Calculator. https://www.epa.gov/energy/greenhouse-gas-equivalencies-calculator
Voelcker, John (Green Car Reports: 2016). BlueIndy electric car-sharing: after 9 months, how’s it doing? Z http://www.greencarreports.com/news/1104668_blueindy-electric-car-sharing-after-9-months-hows-it-doing
112 | CITY OF SANTA MONICA
Funding Resources for Electric Vehicles and Charging Infrastructure
Administrator Program Description
California Air Clean Vehicle Rebate Offers rebates of $1,500-$2,500 for low-income individuals purchasing or Resources Board Project leasing zero-emission vehicles Offers incentives ranging from $2,500 up to $9,500 to replace old, Replace Your Ride polluting vehicles with cleaner vehicles, depending on income level and South Coast Air Program Quality type of vehicle purchased Management Residential EV Provides up to $250 for the cost of hardware for Level 2 residential District Charging Incentive chargers. An additional incentive of up to $250 is available for low-
Pilot Program income residents.
Clean Fuel Rewards $450 rebate for a purchase or lease. Must have an active SCE residential Program account. Installs a minimum of 10 EV charging stations at workplaces, recreational Southern Charge Ready Program facilities, and multi-unit dwellings. Ten percent must be located in disadvantaged communities. California Edison In early 2017, SCE proposed a customer rebate pilot program for residential customers not covered by the Charge Ready program. This Transportation includes residents living in single-family homes and small MUDs. The Electrification rebates will help reduce the cost of installation for a new circuit and for some customers, a new service panel. (Pending CPUC Approval) A property tax assessment creates a loan to pay for EVSE equipment and Various PACE Financing installation costs that can be repaid over a fixed term. The PACE loan becomes tied to the property. California Capital Offers EV infrastructure loans (up to $500,000) with up to 15% rebates Access Program for small business owners and commercial landlords who install electric (CalCAP) EV Charging California Energy vehicle charging stations for employees, clients or tenants. Station Program Commission Alternative and The CEC awarded a $15 million grant to the Center for Sustainable Renewable Fuel and Energy to develop and implement an initiative to install more electric Vehicle Technology vehicle charging stations statewide by creating financial incentive Program projects. (2017) Provides free technical assistance to assess and secure EV charging Environmental EV Charging & Solar stations and/or solar PV systems at workplaces, including non-profits, Protection Agency Initiative colleges, government, and private sector companies $800M over 10 yr investment in California covering 4 areas: (1) Installing charging infrastructure (approximately $120 million), (2) Building a Green Volkswagen City to showcase the benefits of ZEVs and promote increased ZEV usage Electrify America (approximately $44 million), (3) Public Education initiatives (approximately $20 million), and (4) Access initiatives like ride‐and‐ drive events
Current as of July 12, 2017 Transportation Electrification: Reducing Emissions, Driving Innovation
September 2017 California is Raising the Bar in Environmental Policy and Action
• Senate Bill 32 requires California to reduce emissions to at least 40 percent below 1990 levels by 2030. • Governor Brown’s Exec Order B-16-2012 Calls for 1.5 million ZEVs by 2025, infrastructure to support 1 million ZEVs by 2020. Meeting California’s Environmental Goals
• In California, transportation electrification represents the largest near term opportunity to reduce greenhouse gas emissions and drive down air pollution. • By fueling a variety of vehicles with clean electric power instead of fossil fuels, we can help meet California's ambitious greenhouse gas (GHG) and clean air goals. Benefits of Transportation Electrification
• Based on 2008 State Alternative Fuels Plan (CEC and CARB), EVs compared to gasoline counterparts: Emit approximately 70 percent fewer greenhouse gases
Emit over 85% fewer ozone-forming air pollutants
• EV charging load is uniquely flexible and may provide significant grid benefits with effective load management. • Improved system utilization may provide potential downward pressure on rates.
3 SCE is Leading the Way in Transforming the Energy Sector
• In line with the state’s efforts, SCE filed a wide-ranging plan with the California Public Utilities Commission (CPUC) for expanding electric transportation within its service area.
• SCE’s Transportation Electrification (TE) filing demonstrates the company’s commitment to supporting California’s environmental goals.
The TE filing lays out SCE’s broader vision for TE and proposes a portfolio of projects and programs that expand the use of electricity as fuel. EVs: Where We Are and Where We’re Heading
Trends supporting growth Comparison of Light-Duty EV Forecasts potential: • More models in more classes • Increased electric range at a lower price • Faster charging • Ride-sharing/taxis and autonomous operations
Electric Vehicles – By the Numbers Medium-Duty, Heavy-Duty and Non-Road Vehicles Contribute Significantly to Emissions1
1 EPA National Emissions Inventory 2014 for counties in SCE area Los Angeles County. US DOT 2016 Non‐Road & Ports category includes forklifts, yard tractors, cranes, and transport refrigeration units Focus on Disadvantaged Communities - SCE has 45% of CA’s DACs
[1]
Communities are considered DACs if they are in the worst quartile of environmental & economic burden, as evaluated by the California EPA using CES 3.0. Freight corridors are consistent with those identified by the Southern California Association of Governments in its 2016-2040 Regional Transportation Plan/ Sustainable Communities Strategy. A map of freight corridors, warehouses, and rail lines is available in the RTP/SCS Goods Movement appendix, available at http://scagrtpscs.net/Documents/2016/final/f2016RTPSCS_GoodsMovement.pdf. Current & Proposed Transportation Electrification Programs SCE’s TE Vision Barriers Addressed Availability: Affordability: Awareness: SCE Role Infrastructure necessary to Low cost in comparison to Customer understanding fuel EVs traditional vehicles of benefits of EVs Infrastructure • Charge Ready program • Charge Ready rebate for Market education and to fund passenger away-from-home outreach program to vehicle charging charging stations target potential car buyers infrastructure • Rebate for purchase or in SCE’s service territory to • Funding for medium- lease of a new or used expand awareness about and heavy-duty truck EV EVs and the benefits of charging infrastructure • Rebate for at-home fueling from the electric • Building vehicle charging “make-ready” for grid infrastructure for electric residential customers transit buses • Rebate for charging • Building urban DC Fast stations for medium- & Charger (DCFC) Clusters heavy-duty trucks Rate Design Rates designed to encourage EV adoption
Innovative Port electrification projects, Bonus reward to rideshare Collaborations such as cargo-handling and taxi drivers who use equipment EVs Existing Programs | Proposed Programs Charge Ready Pilot Program
• 412 Charge Ports installed to date • Total of 1,056 Charge Ports in Customer Committed Agreements, with 48% in Disadvantaged Communities • High response from Workplaces & Destination Centers; lower from Fleets & Multi-Unit Dwellings • Goal of 750 Charge Ports installed by end of 2017
Upon pilot completion, SCE will file for a larger Phase 2 program Transportation Electrification (TE) Advisory Services Proposed programs in SCE’s January TE filing
Description Cost Duration Key Partners1 Customer rebate for residential Electricians, $4M 1 Yr Light Duty charging station installation Homeowners, MUDs Community Leaders, Building urban DC Fast Charger clusters $4M 1 Yr MUDs, Rideshare & Taxi Companies Bonus reward to rideshare/taxi drivers Rideshare & Taxi $4M 1 Yr who use EVs Companies
Rates designed to incentivize EV 2 N/A 10 Yr adoption Commercial & Industrial Customers, Medium- Funding for medium- and heavy-duty Heavy $553M 5 Yr Transit agencies, vehicle charging infrastructure3 Duty AQMD Building vehicle charging infrastructure $4M 1 Yr for electric transit buses3
Two Port of Long Beach electrification $3.5M 1 Yr POLB, Terminal Operators projects (total) (each)
1 Program also supports public funding programs: IRS (tax credits), ARB (CVRP, LCT, HVIP), SCAQMD (Carl Moyer) 2 New rate design proposal contains new tariffs for three customer classes based upon demand size 3 Rebates will only be available in sectors with technology that meets applicable standards Visit SCE.com for More on TE Questions?
Lisa Arellanes Project Manager, Strategic Customer Transportation Electrification (626) 815-7267 Comment Overview – Draft Electric Vehicle Action Plan
COMMENT STAFF RESPONSE Infrastructure Don’t upgrade before adding new stations - Deprioritized in project phases; ongoing process Plan requests too few chargers over too long of a - Moved goal up to 2020 time period - This is not a static document; actively looking to add as many chargers as possible as quickly as possible - Take advantage of available funding sources (SCE, VW, ARB, MSRC, AQMD) Add more DCFCs (draft proposal includes 2) - Increased ask from 2 to 10 DCFCs (~$50,000 each) - SCE cluster pilot opportunity – cities can propose sites for 5 dual-port chargers Install clusters of chargers (L2 + L3 where feasible) - Find viable locations - Suggestions: o Lot 7 (Euclid & Wilshire) o Structure 1 (1146 4th St) o 14th & Colorado o Palisades Park o SMMUSD lots Residential charging more critical than commercial - Focusing on public charging in commercial as battery range increases areas for MUDs Ensure that EVSE has multiple connector types - Stations offer the standard SAE J1772 level 2 connectors, which fit most EVs Add charging stations at gas stations - Third-party providers contacting gas stations to gauge interest Several methods of payments should be - Most stations accept multiple methods recommended to EVSE users such as RFID card, smartphone/app authentication, pass code or credentials, or credit card (on the station or by telephone) Add streetlight chargers - Exploring L1 + L2 based on electrical capacity Collaborate with SCE on new and emerging EV - We are continuously exploring these charging and storage technologies options. Take advantage of outside funding sources (e.g. CEC, - Addressed in Plan CARB, SCAQMD, and CPUC) Implement the upgraded electrical service during - Code update addressed in Plan new construction to significantly reduce installation cost (as opposed to implementing in existing infrastructure, unless there are significant alterations, expansions, or retrofits) The City should have a 2 year and 5 year plan for - The Plan is not a static document and will implementing EVSE infrastructure be evolving over time Policy
Turnover issues: Set fees to discourage overstaying - Will introduce fee after observing usage, and accessory charging likely kWh (most equitable). - Penalty fee for overstaying will be set immediately after smart chargers are installed Need strict enforcement/ticketing of vehicles which - Engage code compliance and PD are not electric parked in EV charging spaces, as well as EVs which are parked in a charging space and not charging Free parking is a valuable incentive - Does not benefit overall mobility goal to get people out of cars, still contributes to congestion Include medium- heavy-duty electrification - BBB is conducting an electrification feasibility study. - Charging requirements for heavy-duty vehicles are beyond the scope of the EVAP Add metrics to quantify benefits - Can save 25,691 metric tons of CO2 by reaching the goal of 15% EV adoption by 2025 (13% increase) Partner with SSMUSD and SM - Call with SMMUSD 10/17 - Concerns re: safety, vandalism, parking - Exploring opportunities The amount charged for residents to use electricity - It will not be more than gas. for charging their cars should be no more than the cost of electricity. Residents of MUDs who can confirm that they either - Explore alternative pricing structures have no parking space, the landlord will not allow an installation of a charger, or the installation costs exceed a certain threshold (more than $500) should be able to access charging at no cost for at least 5 years Keep public parking facilities open all night for EV - Legal issues charging - Safety/vandalism concerns The City needs to coordinate signage and have - Addressed in Plan uniformity and compiling with State law Allow preferential parking permits for overnights - Discuss with PCD and Parking parking in residential neighborhoods Rent-control issue (exempt from AB 2565, which - Exploring legal options to influence mandates property owners to allow tenants to install legislation and remove this exemption charging stations at their own expense) Consider a process that limits the number of in- - New streamlined permitting process person permit appointments to a maximum of one adopted on September 12, 2017
Outreach Enhance focus on low-income residents - Add one-on-one training and technical assistance programs for applications to state and federal EV incentives Consumers’ lack of understanding and lack of - Add workshops, partner and host more information about EVs is a major barrier community EV events. - Utilize social media - Provide materials with EV models, price, incentives Partner with car dealerships to promote awareness - Explore ways to support dealerships with of EVs (test drives, incentive information, etc.) useful info and materials to distribute Create an electric vehicle commission which would - Included recommendation in Outreach work with the EV Coordinator and the public on section to create an EV Working Group to charger locations, new technologies, as well as work provide direction and oversight of the with the City Council on EV policy implementation of the EV Action Plan.
Item 8-A 11/14/17
Vernice Hankins
From: Mayra Herrera
11/13/17 Councilmember,
As an EV driver, I can tell you we need hundreds of more chargers in Santa Monica. Please support the proposals of Drive Clean Santa Monica. I bought an electric car because I knew Santa Monica is a green city. As a teacher I wanted my students to learn from me that we can all due out share to continue to make Santa Monica the fantastic city it is. Sincerely, Mayra Herrera
Sent from my iPhone
1 1 of 16 Item 8-A 11/14/17 Item 8-A 11/14/17
Vernice Hankins
From: Gunther Liedl
Councilmember,
As an EV driver, I can tell you we need hundreds of more chargers in Santa Monica. Please support the proposals of Drive Clean Santa Monica.
Gunther M Liedl Sent from my iPad
1 2 of 16 Item 8-A 11/14/17 Item 8-A 11/14/17
Position On Santa Monica EV Action Plan
1. Phase IA of the plan calls for spending $315,000 to remove every single charger in the City and replace them with networked “smart chargers.” Staff has agreed to move this to a later priority. We concur.
This should be done only after the City has reached a threshold of 400 new L2 chargers which are dedicated to residential and visitor use, not including chargers at the Civic Center Parking Structure or Civic surface lot which are most used by City fleet vehicles.
2. The Plan calls for approximately 300 L2 chargers to be installed in 5 years. This number includes replacing 75 current chargers, which means only a net gain of around 225 chargers in 5 years.
We believe that the City should have a 2 year and 5 year plan.
There should be an additional net gain of 400 new L2 chargers (not including the chargers at the Civic Center Parking structure or surface lot which are mainly for use by City Fleet vehicles and employees) and 5 locations of DC fast chargers with at least 2 individual dual chargers at each location installed and operational in 2 years with a total of at 1,000 L2 chargers and 10 locations of at least 2 individual dual DC fast chargers installed and operational in 5 years.
3. Locations of chargers to be prioritized and concentrated in the dense multi-family sections of the City where people in apartments with no ability to charge can be served.
Currently, there are only two locations, totaling six chargers, which are anywhere near dense multi-family sections of the City. Four chargers at Virginia Avenue Park, which are only available during limited hours and two chargers on Montana at 11th Street which are also have time of availability limitations.
At a point when there is a sufficient number of chargers to address the needs of the multi- family sections of the City, the downtown shopping sections of the City should have an increase in the number of chargers.
4. Hiring of a Staff person and an assistant who oversee the procurement and installation of chargers. The position of an EV Coordinator is supported by Staff.
5. Creation of an Electric Vehicle Commission which would work with the EV Coordinator and the public on charger locations, new technologies and keeping abreast of the progress of the build out of the EV infrastructure as well as advising the Council on EV policy such as pricing tiers for residents and visitors, among other issues.
3 of 16 Item 8-A 11/14/17 Item 8-A 11/14/17
6. If the City charges residents for electricity for charging their cars, the amount should be no more than the cost of electricity. Residents of multi-family rental buildings who can confirm that they either have no parking space, the landlord will not allow installation of a charger or the installation costs exceed a certain threshold (more than $500) should be able to access charging at no cost for at least 5 years.
When the City deems it appropriate to apply charging fees, the City should consider prescription rates for residents of apartment buildings, such as $50 per year for X amount of charging, other rates for visitors and possible time of use rates.
This is where the EV Commission would be a value to hold public hearings and make policy recommendations to the City Council. However, for Santa Monica residents, the cost should not be more than the cost of electricity to the City.
7. The City should pursue all grants which may be available to the City for EV charging infrastructure.
8. The City needs to coordinate all signage and have uniformity and compiling with State law.
9. Strict enforcement / ticketing of vehicles which are not electric parked in EV charging spaces, as well as EVs which are parked in charging spaces and not charging.
10. EV chargers need to be accusable 24 hours a day, 7 days a week, including in City parks.
11. Creating and maintaining as many incentives as possible, including free parking at meters for EVs.
The country with the largest adoption of EVs is Norway. This has been accomplished by enacting numerous incentives such as free electricity, free parking, tax subsidies for the purchase or lease of vehicles and other similar policies.
12. The Santa Monica bus line should be electrified just as many other cities are doing. We are behind the curve on this.
List of Drive Clean Santa Monica Board of Advisors next page.
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Chairman
Kelly-Richard Olsen Former Santa Monica City Councilman and Chairman of the Planning Commission, Initiator, Santa Monica Alternative Fueled Vehicles Program
Advisory Board
Judy Abdo Former Santa Monica Mayor, founder and Co-Chair of Santa Monica Forward, committee member, Climate Action Santa Monica
Paul Rosenstein Former Santa Monica Mayor and Chairman of the Planning Commission
Darrell Clarke Former Chairman of the Santa Monica Planning Commission, Co-Chair, Sierra Club Beyond Oil, Vice Chair, Los Angeles Metro Rail Citizens Advisory Board
Rick Sikes, Former Santa Monica City Fleet Superintendent
Dr. David Reichmuth, Senior Engineer, Clean Vehicles Program, Union Of Concerned Scientists, co-author, Cleaner Cars from Cradle to Grave.
Ben Kay, Environmental Scientist and teacher, Santa Monica College, Santa Monica High School
Rick Teebay, Fleet and Transportation Specialist, Program Manager, Office of Sustainability, County of Los Angeles
Dr. Marc Futernick, Director of Emergency Services at California Hospital, member of Doctors For Climate Health
John Warfel, Metropolitan Pacific Real Estate Group, Board Member, Santa Monica Chamber of Commerce
Paul Scott Alexandra Paul Linda Nicholes
Co-founders, Plug In America, EV experts, renewable energy and environmental activists
5 of 16 Item 8-A 11/14/17 Item 8-A 11/14/17
Vernice Hankins
From: Zeke Hindle
Councilmember,
As an EV driver, I can tell you we need hundreds of more chargers in Santa Monica. Please support the proposals of Drive Clean Santa Monica.
Zeke Hindle
1 6 of 16 Item 8-A 11/14/17 Item 8-A 11/14/17
Vernice Hankins
From: Levin, Amy C
Councilmember,
As an EV driver, I can tell you we need many more chargers in Santa Monica. Please support the proposals of Drive Clean Santa Monica.
Thank you, Amy Levin, EV driver since 2013
************************* Amy Levin, MSW, PhD AVP Graduate Studies Professor of Social Work Cal State University Northridge (818) 677‐2138 www.csun.edu/graduatestudies
1 7 of 16 Item 8-A 11/14/17 Item 8-A 11/14/17
Vernice Hankins
From: Tracey Fischler
Councilmember,
As an EV driver, I can tell you we need hundreds of more chargers in Santa Monica. Please support the proposals of Drive Clean Santa Monica.
Thank you Tracey Fischler
Sent from my iPhone
1 8 of 16 Item 8-A 11/14/17 Item 8-A 11/14/17
Vernice Hankins
From: Paul Scott
To All,
As a member of the advisory board for Drive Clean Santa Monica, I urge you to adopt our recommendations in the attachment that increase the number of EV charge stations while shortening the proposed timeline to install from five years to two. Nothing the Council votes on Tuesday night is as important as the existential crises facing our planet in the form of climate change. Electrifying transportation is a key component of the fight.
In addition, we need the city to adopt a proposal that allows rent control units with dedicated parking to install chargers. AB 2565, the law that allows renters to install chargers leaves out rent control units. This is a classic example of low hanging fruit. Please see: http://www.wehoville.com/2017/11/07/wehos‐rent‐stabilized‐tenants‐now‐can‐install‐ electric‐charging‐stations/.
Sincerely,
Paul Scott [email protected]
1 9 of 16 Item 8-A 11/14/17 Item 8-A 11/14/17
Vernice Hankins
From: Richards, Adam M.D.
Councilmember,
Our family drives two EV cars, and we believe Santa Monica can and should do more to support the uptake and use of EV cars by people who live and work in our lovely city by the sea. We support the proposals of Drive Clean Santa Monica, and hope you will too.
Adam Richards and Jane Schmitz (and Theo and Ian, ages 6 and 3)
Adam Richards MD PhD MPH DTM&H Assistant Professor UCLA Division of General Internal Medicine & Health Services Research 310‐794‐8789 [email protected]
Physician, Integrated Community Care for Homeless Veterans Greater Los Angeles VA Healthcare System
UCLA HEALTH SCIENCES IMPORTANT WARNING: This email (and any attachments) is only intended for the use of the person or entity to which it is addressed, and may contain information that is privileged and confidential. You, the recipient, are obligated to maintain it in a safe, secure and confidential manner. Unauthorized redisclosure or failure to maintain confidentiality may subject you to federal and state penalties. If you are not the intended recipient, please immediately notify us by return email, and delete this message from your computer.
1 10 of 16 Item 8-A 11/14/17 Item 8-A 11/14/17
Vernice Hankins
From: Crischell Bacarro
Importance: High
Councilmember,
As an EV driver, I can tell you we need hundreds of more chargers in Santa Monica. Please support the proposals of Drive Clean Santa Monica.
One proposal outlined in the Action Plan is particularly important to me – I live in an apartment that does not allow the installation of any EV chargers. Unfortunately, there are not enough chargers in dense, multi‐family neighborhoods and while I am able to regularly charge at the Santa Monica Airport charging stations, it would be even more convenient and helpful to be able to charge at stations that are more accessible to me.
Thank you for your consideration and I sincerely appreciate your work in making Santa Monica more EV‐friendly.
Best regards, Crischell Bacarro
1 11 of 16 Item 8-A 11/14/17 Item 8-A 11/14/17
Vernice Hankins
From: Charles Edmonds
Councilmember,
As an EV driver, I can tell you we need hundreds of more chargers in Santa Monica. Please support the proposals of Drive Clean Santa Monica.
Thanks for taking the time to read this.
Charles Edmonds
1 12 of 16 Item 8-A 11/14/17 Item 8-A 11/14/17
Vernice Hankins
From: Michelle Koelzer
Hi there,
As an EV driver, I can tell you we need hundreds of more chargers in Santa Monica. Please support the proposals of Drive Clean Santa Monica.
Michelle Koelzer Santa Monica Resident EV-Driver
1 13 of 16 Item 8-A 11/14/17 Item 8-A 11/14/17
Vernice Hankins
From: Council Mailbox Sent: Tuesday, November 14, 2017 3:01 PM To: Ted Winterer; Gleam Davis; Pam OConnor; Sue Himmelrich; Terry O’Day; Councilmember Kevin McKeown; Tony Vazquez Cc: councilmtgitems Subject: FW: Item 8-A EV Santa Monica
Council-
Please see the email below regarding the EV Action Plan.
Thanks,
Stephanie
From: Zeke Hindle [mailto:[email protected]] Sent: Monday, November 13, 2017 8:39 AM To: Council Mailbox
Councilmember,
As an EV driver, I can tell you we need hundreds of more chargers in Santa Monica. Please support the proposals of Drive Clean Santa Monica.
Zeke Hindle
1 14 of 16 Item 8-A 11/14/17 Item 8-A 11/14/17
Vernice Hankins
From: Council Mailbox Sent: Tuesday, November 14, 2017 3:01 PM To: Ted Winterer; Gleam Davis; Pam OConnor; Sue Himmelrich; Terry O’Day; Councilmember Kevin McKeown; Tony Vazquez Cc: councilmtgitems Subject: FW: Electric Car Chargers
Council-
Please see the email below regarding the EV Action Plan.
Thanks,
Stephanie
From: Mayra [mailto:[email protected]] Sent: Monday, November 13, 2017 6:07 AM To: Council Mailbox
11/13/17 Councilmember,
As an EV driver, I can tell you we need hundreds of more chargers in Santa Monica. Please support the proposals of Drive Clean Santa Monica. I bought an electric car because I knew Santa Monica is a green city. As a teacher I wanted my students to learn from me that we can all due out share to continue to make Santa Monica the fantastic city it is. Sincerely, Mayra Herrera
Sent from my iPhone
1 15 of 16 Item 8-A 11/14/17 Item 8-A 11/14/17
Vernice Hankins
From: Council Mailbox Sent: Tuesday, November 14, 2017 11:10 AM To: Ted Winterer; Gleam Davis; Pam OConnor; Sue Himmelrich; Terry O’Day; Councilmember Kevin McKeown; Tony Vazquez Cc: councilmtgitems; Rick Cole; Dean Kubani Subject: FW: EV Action Plan
Council‐
Please see the email below regarding the EV Action Plan.
Thanks,
Stephanie
From: John Warfel [mailto:[email protected]] Sent: Monday, November 13, 2017 4:42 PM To: Council Mailbox
Dear Council Members,
I have recently joined the Advisory Board of Drive Clean Santa Monica. I have driven all‐electric vehicles for the last 6 years and current drive have an all‐electric and a plug‐in hybrid as my two family vehicles.
As I am sure you are aware, Drive Clean has been working on significantly expanding the availability of electric vehicle charging stations in Santa Monica, particularly in multifamily residential neighborhoods. Having convenient, local charging options for those who do not have the ability to install individual chargers at their residences is essential if we are to continue to convert our transportation fleet to clean burning technologies. The progress made to date on the Action Plan has been significant and is appreciated. However, we are concerned that without dedicated staff, the plan to expand the charging network will not get the attention it needs. Finding charger locations and actually getting them installed is a difficult and time consuming process. It will require the concerted effort of one or more individuals to move the process forward. Please consider deploying the resources the charger effort needs and directing staff to hire an additional staff member dedicated to expanding the charger network.
Regards,
John Warfel
201 Santa Monica Boulevard, Ste. 620 Santa Monica, California 90401 DRE# 01184386 Direct.....(310) 576-4882 Fax.....(310) 319-0144
1 16 of 16 Item 8-A 11/14/17 City Council November 14, 2017
EV Action Plan 1 Background
Vehicle transportation accounts for: • 39% of California’s greenhouse gas emissions • 64% of Santa Monica’s greenhouse gas emissions
EVs emit 80% less emissions compared to gasoline vehicles
Countries, states and cities are pushing zero- emission vehicles • California: 1.5 million ZEVs on the road by 2025 • Cities banning fossil fuel vehicles in downtown districts • Countries banning sale of fossil fuel vehicles
November 14, 2017 EV Action Plan 2 EV Adoption Faces Practical Challenges
Real barriers • Access to charging • Complex infrastructure • Function (trucks/vans)
Perceived barriers • Cost • Performance Extension cord across sidewalk • Cultural • Lack of awareness/understanding
November 14, 2017 EV Action Plan 3 State of Charging in Santa Monica
Registered PEVs 1,438 registered EVs 225 private charging ports
89 public charging ports
Multifamily neighborhoods have the least amount of registered EVs and charging stations
November 15, 2017 EV Action Plan 4 EV Action Plan “We envision a wholly decarbonized transportation system in which people choose to walk, bicycle, and take transit, and when driving, choose electric vehicles.”
November 14, 2017 EV Action Plan 5 How do EVs fit within Mobility?
Mobility Walking & Biking Reduce SO V Low Emission Transit Trips Shared Mobility Services EV Action Plan Zero Shift to Emission Zero Emission Vehicles Vehicles Non- ZEVs
November 14, 2017 EV Action Plan 6 EV Action Plan Goals
Goals Percentage of EVs in Santa Monica • Build a citywide network of 300 16% smart public 14% charging ports 12% by 2020 10% 8% • Increase EV 6% ownership to 4%
15% by 2025 2% (10,000 EVs) 0% Now 2025
November 14, 2017 EV Action Plan 7 Converting 10,000 vehicles (15% of all vehicles) to electric will save:
Which is equivalent to:
OR OR
AND
November 14, 2017 EV Action Plan 8 A Balance of Industry Best Practices & Community Interests • Plan Development – Literature review – Consulted SCE, industry experts, other municipalities – Commissioned UCLA to conduct EV charging analysis and recommend incentive program for EV charging installation
• Community Engagement – Planning Commission – Task Force on the Environment – Drive Clean Santa Monica – Public Input – AltCar Expo, community workshop, public comment period
November 14, 2017 EV Action Plan 9 Community Themes
• EVs should be incentivized for their community & clean air benefits • Need more charging infrastructure ASAP • Address barriers to charging in multifamily dwellings • Enhance education & outreach to address gaps of knowledge and awareness
November 14, 2017 EV Action Plan 10 EV Action Plan Priorities
PUBLIC INFRASTRUCTURE PRIVATE CHARGING Modernize and expand Increase EV Charging for public EV infrastructure to Multi-Unit Dwellings (MUDs) enhance user experience and and Workplaces. sustain operations.
PUBLIC POLICY COMMUNITY OUTREACH Update parking policies and Develop EV outreach practices for efficient programs and resources for charging station use. residents and businesses.
November 14, 2017 EV Action Plan 11 PUBLIC INFRASTRUCTURE Modernize and expand public EV infrastructure to enhance user experience and sustain operations.
• Add new charging stations – Offstreet: Parks, Libraries, Parking Lots – Onstreet: Curbside, Streetlight – Neighborhood Clusters: L2 and Fast Charging hubs – Upgrade existing network with smart stations • Develop a fee structure that recovers operations and maintenance costs and supports community EV programs. • Explore new EV charging, renewable energy and energy storage technologies. • Support charging for e-mobility modes like e-bikes and neighborhood electric vehicles.
November 14, 2017 EV Action Plan 12 Single- Total Existing Dual-port Street Address port Available Locations Stations Stations Ports Civic Solar Port 1685 Main St - 12 12 Civic Parking 333 Civic Center Dr Structure 7 - 14 Santa Monica Pier 200 Santa Monica Pier - 4 4 Santa Monica Place 395 S Santa Monica Place Parking Structure 7 - 6 6 11th & Montana 1101 Montana Blvd (curbside) - 2 2 Pico Blvd side - 3 3 Virginia Avenue Park Virginia Ave side - 2 2 3223 Donald Douglas Loop Santa Monica Airport South 1 2 4 Parking Structure 6 1431 2nd St 4 22 30 Parking Structure 9 1136 4th St 2 - 4 Parking Lot 9 2901 Neilson Way 2 - 4 Parking Lot 11 2501 Neilson Way 1 - 2 5th St Lot 5th St & Santa Monica Blvd 1 - 2 November 14, 2017 EV ActionTOT ALPlan 18 53 89 13 November 14, 2017 EV Action Plan 14 Pending Installations (2017)
Total Dual-port Location Address Available Status Stations Ports Parking Lot 7 1217 Euclid St 2 4 In design Parking Lot 8 1146 16th St 1 2 In design Parking Lot 9 2725 Neilson Way 3 6 In design Parking Lot 10 2675 Neilson Way 1 2 In design Main Library 601 Santa Monica Blvd 6 12 In design Annenberg Beach 415 Pacific Coast Hwy In design House 1 2
TOTAL 15 30
November 14, 2017 EV Action Plan 15 Fee Schedule to be Developed Over Time
Fee Schedule Should: Monitor usage and behavior
• Encourage judicious Report behavior Engage change, community in use and turnover financial fee schedule • Recover cost of impacts service • Be competitive to cost of gas Implement fee Council schedule adoption
November 14, 2017 EV Action Plan 16 Common EV Charging Fees (Public Agencies in the LA Region)
Agencies that Charge Fees Types of Fee Structures
No Fee 36% Other Per Hour: Fee 29% $1-2/hr 64% 30%
Per kWh Per kWh ($0.59) ($0.20-$0.30) 19% 22%
November 14, 2017 EV Action Plan 17 PRIVATE CHARGING Increase EV Charging for Multi-Unit Dwellings (MUDs) and Workplaces.
• Offer rebates for charging station installation & electrical upgrades; include additional funding for low-income residents. • Streamline the permitting process for EV charging stations. • Designate off-street locations for public charging infrastructure. • Pilot EV charging through streetlights. • Explore public-private partnerships and priority destination sites to install EV charging.
November 14, 2017 EV Action Plan 18 PUBLIC POLICY Update parking policies and practices for efficient charging station use.
• Increase requirements for EV-ready spaces in new construction.
• Standardize signage & study impacts to free metered parking policy.
• Explore nighttime parking rates option for overnight charging.
• Expand use of EVs in carshare and rideshare services.
• Utilize fleet-sharing for City fleet electric vehicles.
November 14, 2017 EV Action Plan 19 COMMUNITY OUTREACH Develop EV outreach programs and resources for residents and businesses
• Develop outreach program & education resources. • Develop targeted outreach to low-income residents & ESL residents. • Facilitate access to EV carsharing services for low-income individuals. • Designate EV Program Coordinator to implement EV Action Plan and charging station installations.
November 14, 2017 EV Action Plan 20 EVs Transect Many Functions of City & Community
Site Hosts (Parks, Mobility City Attorney Libraries, (Traffic Eng, (Easements, Parking) contracts, Bike/Ped, data, liability) Vision Zero, BBB) Architecture/ Site Hosts Engineering (Private Lots) (Design, construction)
Equipment Vendor EV Program Street & Fleet (Hardware, (Maintain software Coordinator facilities) services)
Facilities SCE (Design, Maintenance Construction) (Maintain Community facilities) (Task Force, Police/ EV advocates, Parking siting, Finance Enforcement programs, (Procurement, etc.) Rev Ops)
November 14, 2017 EV Action Plan 21 3-yr Implementation Plan – Estimated Costs Proposed Charging Project Phase Average Unit Cost Total Cost Ports Phase IB: 2017 Installations 30 $11,560 $346,800 Phase II: 2018 Off-street 41 $6,000 $246,000 (Libraries, Parks, Lots) Phase IIIA: 2018-2020 69 $6,000 $414,000 Curbside Stations Phase IIIB: 2018-2020 25 $15,000 $375,000 Streetlight Stations Phase IIIC: 2018-2020 25 $3,000 $75,000 Public/Private Partnerships Phase IIID: 2018-2020 10 $50,000 $500,000 DC Fast Charging Stations Phase IV: Retrofit existing 87 $4,026 $350,262 stations (ongoing) TOTAL Public Charging Ports 287 $2,307,062
Phase IA: Civic Center Fleet $122,400 31 $3,950 Charging -$12,485 Total Charging Ports 318 Total Cost $2,416,977 November 14, 2017 EV Action Plan 22 Potential EV Charging Network
November 14, 2017 EV Action Plan 23 Budgeted Funds (Currently Committed or Available for Allocation) Internal Amount Energy Efficiency Rebates $414,544 2016/2018 Capital Improvement Project (CIP) Fund $186,690 2016/2018 Public Works Operating Budget EV Quick $150,000 Start Fund External Amount Mobile Source Air Pollution Reduction Review $121,500 Committee South Coast Air Quality Management District Grant $55,000
South Coast Air Quality Management District AB 2766 $26,000 Subvention Funds Total Funds Available $953,734 Total Estimated Project Cost $2,416,977 Total Net New Cost $1,463,243
November 14, 2017 EV Action Plan 24 Estimated Operating Costs
Total Annual Funding Sources Program Cost (Potential) Smart Charging Station Networking* $73,920 $280/yr – public charging port (264) General Fund, EV program revenue $205/yr – fleet charging port (31) $6,355 Smart Charging Station Maintenance** General Fund, EV program $85,140 $645/station/yr (132) revenue
Utility Cost*** $270,718 EV program revenue 318 charging ports TOTAL Annual Operating Cost $463,133
*Charging stations may have one or two ports. Non-networked stations (some of which may still be operating in 2020) do not have networking costs.
*Charging maintenance & repair is provided as a service by charging station vendor, to be approved by Council. Staff may opt to discontinue this service if no significant maintenance or repair issues arise within the first year of operation. 264 smart ports are expected by 2020 (132 dual-port stations). There will likely still be some dumb stations in operation, which have negligible maintenance costs.
***Cost estimates are based on limited station usage data and do not include escalation rates. November 14, 2017 EV Action Plan 25 Potential Sources of Funding for Infrastructure & Operations Program Revenue Partnerships • User fees • EV manufacturers • • Idling charges EV charging vendors • Community Choice • Low Carbon Fuel Standard (LCFS) Aggregation programs • Advertising • Direct Access provider
Grants & Rebates • California Energy Commission • California Air Resources Board • Southern California Edison • South Coast Air Quality Management District • VW Diesel Defrauding Settlement with US Gov’t
November 14, 2017 EV Action Plan 26 Measuring Success • Number of charging ports Goal – Goal: 300 by 2020 • Percentage of EVs in Santa Monica 300 – Goal: 15% by 2025 charging • Additional metrics: ports – Revenue earned from fees and LCFS credits by 2020 – Station utilization: Number of charging sessions and length of charge – Number of private charging stations – Percentage of MUDs and workplaces that offer EV charging
November 14, 2017 EV Action Plan 27 Next Steps
• Implement rebate program for charging station installation • Accelerate installation of new charging stations • Implement fines to encourage turnover at smart stations • Monitor usage, determine fee schedule (pending Council approval) • Utilize revenue to expand charging network and develop community resources • Develop community outreach & education resources
November 14, 2017 EV Action Plan 28 Planning Commission recommends approval
Suggestions: • Find a mechanism to allow rent-controlled tenants to install chargers • Acknowledge in the Plan a way to get to 1,000 chargers in 5 years • Identify other possible funding sources for EV charging • Focus on installation of new stations first • Cluster charging stations (e.g. 20) in public parking lots instead of spreading them in smaller groups (e.g. 2 or 3) • Prioritize electrifying the BBB fleet • Increase availability of charging in multi-unit residential neighborhoods • Add quantitative goals to the Plan as a way to measure success
November 14, 2017 EV Action Plan 29 Task Force on the Environment recommends approval Suggestions: • Shortening the timeline from 2022 to 2020 • Seek to achieve 1,000 charging stations by 2025 • Installing clusters of charging stations for in multi-unit residential neighborhoods • Consider availability of public facilities that provide charging and access 24/7
November 14, 2017 EV Action Plan 30 Staff recommends that Council: 1. Review the Electric Vehicle Action Plan.
2. Approve the Resolution adopting the Electric Vehicle Action Plan to aim for 15% of single- occupancy vehicles to be electric by 2025.
3. Approve, in concept, charging a cost recovery fee for electric vehicle charging so that staff can proceed with analysis, internal coordination and community engagement.
November 14, 2017 EV Action Plan 31 End of Presentation
(Appendices Available Below )
November 14, 2017 EV Action Plan 32 West Hollywood Ordinance – EV Charging in Rent-Controlled Units Written request/agreement shall include: • Landlord’s requirements – Installation, use, maintenance, removal, financial analysis, scope of work • Description of how, when and where modifications will be made • Obligation to pay associated costs – construction, operation, maintenance, repair • Obligation of landlord to provide receipts from contractor
Tenant shall maintain general liability insurance policy of $25,000
November 14, 2017 EV Action Plan 33 Community Engagement Timeline Date Event May 15 Task Force on the Environment May 31 Drive Clean Santa Monica (formerly SM EV Policy Coalition) June 6 Community Meeting June 19 Task Force on the Environment July 17 Task Force on the Environment July 19 Planning Commission July 25 City Council – SCE Charge Ready / Smart chargers August Public draft review Sept 15/16 AltCar Expo Sept 18 Task Force on the Environment Oct 4 Planning Commission (Recommend adoption) Oct 15 Public Comment Period Closes Oct 17 Task Force on the Environment (Recommend adoption) Nov 14 City Council – EV Action Plan
November 14, 2017 EV Action Plan 34 Prioritizing Infrastructure
• Demand in multifamily neighborhoods • City-owned off-street parking • Head-in on-street parking • On-street parking adjacent to streetlights
Potential Challenges • Power may not be available • Neighborhood may oppose facility • Project may be too costly or physically infeasible • Competition for other uses in the public right-of-way
November 14, 2017 EV Action Plan 35 Different Vehicles Charge Differently
Source: FleetCarma.com
November 14, 2017 EV Action Plan 36 Per ‘gallon’, electricity is cheaper
Source: Department of Energy
November 14, 2017 EV Action Plan 37
REFERENCE – RESOLUTION NO. 11090 (CCS)