City Council Transmittal

ERIN MENDENHALL SUSTAINABILITY DEPARTMENT VICKI BENNETT MAYOR OFFICE of the DIRECTOR DIRECTOR

CITY COUNCIL TRANSMITTAL

Lisa Shaffer (May 10, 2021 16:10 MDT) Date Received: 05/10/2021 05/10/2021 Lisa Shaffer, Chief Administrative Officer Date sent to Council:

TO: Salt Lake City Council DATE: March 24, 2021 Amy Fowler, Chair

FROM: Vicki Bennett Sustainability Department Director ______

SUBJECT: Electric Vehicle Readiness Off-Street Parking Stalls Amendment

STAFF CONTACT: Debbie Lyons Sustainability Division Director [email protected] | 801.535.7795

DOCUMENT TYPE: Ordinance

RECOMMENDATION: Adopt the ordinance amending and updating Sections of the Salt Lake City Code, relating to electric vehicle readiness parking stall requirements

BUDGET IMPACT: None.

BACKGROUND/DISCUSSION:

Amendments to the text of Salt Lake City Code Subsection Chapter 21A.44.050.B.3 (Zoning: Off Street Parking, Mobility and Loading; Transportation Demand Management: Generally Applicable Transportation Demand Management Standards) include the following:

1. Requiring properties with a multi-family use to implement electric vehicle readiness infrastructure for 20% of required parking spaces, at the time of new construction or major reconstruction.

Requirements for electric vehicle readiness infrastructure for multi-family uses

In May 2017, the Salt Lake City Council approved an ordinance amendment supporting a requirement for electric vehicle (EV) charging stations for properties with a multi-family use. The regulation requires 1 parking space be equipped with an EV charging station for every 25 required parking spaces for multi- family uses.

In November 2016, the City Council and Mayor adopted a Joint Resolution establishing renewable energy and carbon emissions reduction goals for Salt Lake City. Included in the resolution is a community carbon emissions reduction goal of 80% by 2040, with an interim goal of 50% reduction in greenhouse gases by 2030. Reductions in emissions from energy use and transportation are specifically cited in the resolution, which includes on-road emissions from private vehicles.

In 2018, the City created the Electrified Transportation Roadmap that established best practices for electrified transportation initiatives. The roadmap includes “EV Ready New Construction” as a key strategy local governments can use to support smart, EV-ready new development. The roadmap also cites EV readiness infrastructure as an opportunity to increase equitable access to electrified transportation for multi-family tenants.

On January 12, 2021, City Council and Mayor Mendenhall adopted the joint Electrified Transportation Resolution, establishing a commitment to incorporate and promote clean energy transportation technologies as an important solution to reduce carbon emissions and pollutants that impact air quality. The proposed ordinance aligns directly with the resolution by expanding greater adoption of electric vehicle technology, expanding EV charging infrastructure, accelerating EV adoption rates, and supporting the inclusive development of clean transportation options for community members.

Electric Vehicles and Air Quality

The on-road transportation sector accounts for nearly 20% of greenhouse gas emissions in Salt Lake City, contributing to air pollution and climate change and threatening the health and wellbeing of residents and visitors of Salt Lake City. Petroleum-fueled on-road transportation contributes significantly to the air pollution in the Wasatch Front airshed through criteria pollutants emissions. Electric vehicles present a net benefit to the community in terms of air quality improvements. Compared to a gasoline vehicle, electric vehicles offer the following percent reduction in emissions (estimated): 99.7% for volatile organic compounds (VOCs); 76.1% for NOx; 49.3% for PM10; 64.8% for PM2.5; 95.7% for SO2; 99.8% for CO; and 1.8% for GHG (greenhouse gases). EV readiness infrastructure supports the increased adoption of EVs by multi-family tenants, which in turn will lead to reduction in local air quality pollutants, helping Salt Lake City maintain its attainment status for compliance with federal health-based standards for fine particulate matter and ozone.

Equitable Access to Charging Opportunities

Salt Lake City owns and operates 20 dual-port public EV charging stations at 15 sites within Salt Lake City. The charging stations are currently free to use and present a convenient and accessible option for Salt Lake City residents and visitors that own EVs. Since the adoption of the 2017 EV charging station ordinance requirement, EV registrations have increased statewide by 152%. As of quarter 3 of 2020, electric vehicles represent .71% of all vehicle purchases statewide. As of September 2020, overly 1,000 EVs were registered in Salt Lake City, across all applicable zip codes.

However, EV charging most commonly takes places at home. In a study by the Idaho National Laboratory (2015), it was found that approximately 85% of charging events take place at home; with access to workplace charging, the at-home charging events accounted for approximately 61% on average1. The proposed EV readiness ordinance helps to create home-based charging opportunities to residents that live in multi-family dwellings, where EV charging is often less accessible. Adoption of an EV-ready requirement for new construction ensures lower EV charging installation costs in the future, as well as provides residents with increased certainty that charging opportunities will be available when the need arises.

1 Idaho National Laboratory. 2015. Plugged In: How Americans Charge Their Electric Vehicles.

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The proposed EV readiness ordinance applies to any property with a multi-family use, including mixed- use developments, at the time of new construction or major reconstruction. Twenty (20) percent of required or provided parking spaces shall be construct as electric vehicle ready (EV-ready). EV-ready infrastructure includes installed electrical panel capacity and raceway with conduit to terminate in a junction box or 208- or 240-volt charging outlet. The ordinance does not require an installed charging station to comply with regulations; the intention of the proposed ordinance is to prepare parking spaces for the future use of a Level 2 EV charging station.

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Public Process

The following timeline lists key events in the public process:

Meetings with internal City stakeholders 2019-2020 Posted on Departmental project webpage Sept 2020 – February 2021 Public Comment Period Oct 2020 – January 2021 Salt Lake City Sustainability Public EV Presentation October 2020 Presentation to Utah Commercial Real Estate (UCRE) working group December 2020 Presented at UCRE EV Workshop February 2021

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TABLE OF CONTENTS

1. ORDINANCE

2. COMMENTS RECEIVED FROM PROJECT PAGE FORM SUBMISSION

3. LETTER RECEIVED FROM SWEEP, UTAH CLEAN ENERGY, AND WRA

4. LETTER RECEIVED FROM TESLA

5. EMAIL MESSAGES SENT TO SUSTAINABILITY DEPARTMENT

6. STAKEHOLDER OUTREACH EMAIL LIST

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ATTACHMENT 1

Ordinance – Red Lined Ordinance – Final

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LEGISLATIVE VERSION

1 SALT LAKE CITY ORDINANCE 2 No. _____ of 2021 3 4 (Amending 21A.44.050, Electric Vehicle Readiness)

5 An ordinance amending section 21A.44.050 of the Salt Lake City Code pertaining to

6 Transportation Demand Management regarding electric vehicle readiness.

7 WHEREAS, in May 2017, the Salt Lake City Council adopted Ordinance No. 20 of 2017,

8 enacting Section 21A.44.050.B of the City Code which enabled requirements for electric vehicle parking

9 requirements for certain development activity; and

10 WHEREAS, the City created an Electrified Transportation Roadmap in 2018 with strategies and

11 best practices for local governments in Utah to support electrified transportation; and

12 WHEREAS, on December 8, 2020, the Salt Lake City Council and Mayor formally adopted a

13 Joint Electrified Transportation Resolution, No. 45 of 2020, establishing electrified transportation goals

14 for Salt Lake City; and

15 WHEREAS, the transition of cars, trucks, and buses to clean energy technologies, including

16 electric vehicles, is needed in order to achieve significant reductions in greenhouse gas emissions and air

17 quality pollutants to achieve Salt Lake City’s 80% reduction in greenhouse gas emissions community

18 goal by 2040; and

19 WHEREAS, the City desires to amend Section 21A.44.050.B to modify regulations pertaining

20 to electric vehicle parking requirements applicable to new development of buildings greater than five

21 thousand (5,000) square feet and major expansions of existing buildings; and

22 WHEREAS, the City Council finds this ordinance is in the best interest of the public.

23 NOW, THEREFORE, be it ordained by the City Council of Salt Lake, Utah:

24 SECTION 1. Amending the text of Salt Lake City Code Section 21A.44.050. That

25 Section 21A.44.050 of the Salt Lake City Code (Transportation Demand Management) shall be

26 and hereby is amended as follows: LEGISLATIVE VERSION 27 28 21A.44.050: TRANSPORTATION DEMAND MANAGEMENT: 29 30 A. Purpose: The purposes of the following provisions relating to transportation demand 31 management are to: 32 1. Enable Salt Lake City to reduce vehicle miles traveled in the City, thereby reducing the 33 use of gasoline, the use of other fossil fuels, and greenhouse gas emissions; 34 2. Improve public health; 35 3. Reduce air, water, and noise pollution associated with motorized vehicular transportation; 36 4. Promote alternative modes of transportation, such as bicycling and walking; 37 5. Lessen congestion on the streets and roads of the City; 38 6. Promote road safety and reduce the number of accidents; 39 7. Provide opportunities for residents, institutions, and businesses of the City to save fuel 40 costs related to driving; 41 8. Encourage compact development patterns and reduce sprawl development; 42 9. Reduce the amount of surface parking lots in the City by facilitating other modes of 43 transportation; 44 10. Reduce road and parking facility construction and maintenance costs; and 45 11. Support community economic development objectives. 46 B. Generally Applicable Transportation Demand Management Standards: 47 1. Applicability: The following standards shall be applicable to all new buildings that 48 exceed five thousand (5,000) square feet in floor area or a major expansion of an existing 49 building. For this subsection, a "major expansion" is defined as any alteration or modification to 50 a building that increases the building's gross floor area by twenty five percent (25%) or five 51 thousand (5,000) square feet, whichever is less. 52 2. Electric Vehicle Parking: The following standards shall only apply to multi-family uses. 53 At least one (1) parking space dedicated to electric vehicles shall be provided for every twenty 54 five (25) parking spaces provided. Electric vehicle parking spaces shall count toward the 55 required number of parking spaces. The electric vehicle parking space shall be: 56 a. Located in the same lot as the principal use; 57 b. Located as close to a primary building entrance as possible; 58 c. Signed in a clear and conspicuous manner, such as special pavement marking or 59 signage, indicating exclusive availability to electric vehicles; and 60 d. Outfitted with a standard electric vehicle charging station.

LEGISLATIVE VERSION 61 3. Electric Vehicle Readiness Parking: In addition to Electric Vehicle Parking requirements, 62 each multi-family use shall provide a minimum of twenty percent (20%) electric vehicle 63 ready (EV-ready) parking spaces of required parking spaces provided on-site. EV-ready 64 parking spaces shall have electrical conduit and sufficient electrical capacity for the 65 future use of a minimum two hundred (200) volt electric vehicle charging station. The 66 location of proposed EV-ready parking spaces shall be indicated on submitted site plans. 67 a. EV-ready parking requirements shall count toward the minimum required and 68 maximum allowed number of parking spaces. 69 b. Parking areas with four (4) or fewer vehicle parking spaces are not required to 70 identify an EV-ready parking space. 71 c. Where no minimum parking is required, EV-ready parking spaces will be based 72 on provided parking. 73 d. For new multi-family uses, a minimum of twenty percent (20%) of required 74 Accessible (ADA) parking spaces shall be constructed as EV-ready.

75 4. Number Of Required Bicycle Parking Spaces: 76 a. Applicability: The following regulations apply to all uses except for single- and two- 77 family residential uses and nonresidential uses having one thousand (1,000) square feet or less. 78 b. Fractional Spaces: When determination of the number of bicycle spaces required by 1/ 79 this title results in a requirement of a fractional space, any fraction of less than one-half ( 2) may be 1/ 80 disregarded, while a fraction of one-half ( 2) or more, shall be counted as one (1) bicycle parking space. 81 c. Calculation Of Required Bicycle Parking Spaces: The calculation of the number of 82 required bicycle spaces shall be based on the minimum number of motorized vehicle spaces as 83 required by section 21A.44.030, table 21A.44.030 of this chapter. If more vehicular parking is 84 provided beyond the minimum, then the calculation shall be based on what has been provided. 85 (1) Residential And Commercial Uses: The number of bicycle parking spaces provided 86 for any residential or commercial use shall be five percent (5%) of the vehicular parking spaces 87 required for such use. At least two (2) bicycle parking spaces are required. 88 (2) Office Uses: The number of bicycle parking spaces provided for any office use shall 89 be ten percent (10%) of the vehicular parking spaces required for such use. At least five (5) 90 bicycle parking spaces are required and at least twenty five percent (25%) of the required bicycle 91 parking spaces shall be in the form of bicycle lockers or another means of secure, protected 92 bicycle storage. 93 (3) Educational Uses: The number of bicycle parking spaces provided for any 1/ 94 educational use shall be one and one-half (1 2) bicycle parking spaces for every twenty (20) 95 students and one (1) space for every ten (10) employees. At least ten (10) bicycle parking spaces 96 are required. 97 (4) Manufacturing Uses: The number of bicycle parking spaces provided for any 98 manufacturing use shall be two percent (2%) of the vehicular parking spaces required for such 99 use. At least two (2) bicycle parking spaces are required and at least one (1) of the required

LEGISLATIVE VERSION 100 bicycle parking spaces shall be in the form of bicycle lockers or other means of secure, protected 101 bicycle storage. 102 (5) All Other Uses: The number of bicycle parking spaces provided for any other use 103 shall be five percent (5%) of the vehicular parking spaces required for such use. At least two (2) 104 bicycle parking spaces are required. 105 d. Existing Bicycle Parking Spaces: Permanent bicycle parking spaces, such as City 106 installed bicycle racks or bike corrals, that are in existence at the time of development and within 107 fifty feet (50') of the primary entrance to the principal building can be used for a maximum of 108 two (2) required bicycle parking spaces. A single bicycle rack can only be used by one (1) 109 development. 110 5. Bicycle Parking Location Standards: Bicycle parking spaces shall be: 111 a. Located on the same lot as the principal use; 112 b. Located to prevent damage to bicycles by cars; 113 c. Located in a convenient, highly visible, active, well lighted area; 114 d. Located so as not to interfere with pedestrian movements; 115 e. Located no more than fifty feet (50') from the primary entrance of each principal 116 building; 117 f. Distributed to serve all buildings and primary entrances if the development has multiple 118 buildings on one (1) or more lots; 119 g. Connected to the right-of-way, sidewalk or bicycle lane by a path that is clearly 120 separated from the parking lot and drive lanes; and 121 h. Located within the building if it is not possible to meet the location standards above. 122 6. Bicycle Rack Design Standards: All bicycle racks provided shall be: 123 a. Designed to be consistent with the surroundings in color and design and incorporated, 124 whenever possible, into buildings or street furniture design; 125 b. Designed to allow each bicycle to be supported by its frame; 126 c. Designed to allow the frame and front wheel of each bicycle to be secured against theft; 127 d. Designed to avoid damage to the bicycles; 128 e. Designed to resist rust or corrosion, or removal by vandalism; and 129 f. Designed to accommodate a range of bicycle shapes and sizes and facilitate easy 130 locking without interfering with adjacent bicycles. 131 C. Transportation Demand Management Parking Incentives: 132 1. Purpose: The following parking incentives are intended to encourage the use of 133 transportation demand management strategies not regulated elsewhere in this subsection. These 134 additional strategies are available to applicants who want to modify the amount of off street

LEGISLATIVE VERSION 135 parking required by either decreasing the number of spaces below the minimum requirement or 136 increasing the number of spaces beyond the maximum requirement. 137 2. Applicability: The regulations of this subsection shall only apply to applicants intending 138 to provide transportation demand management elements beyond the required strategies in 139 exchange for modification to the number of required parking spaces. These incentives are 140 available to all new residential and nonresidential uses requiring at least five (5) parking spaces 141 according to section 21A.44.030, table 21A.44.030 of this chapter. 142 3. Modification Of The Number Of Required Parking Spaces: 143 a. Reduction Of The Number Of Required Parking Spaces: The minimum number of off 144 street parking spaces, as determined by section 21A.44.030, table 21A.44.030 of this chapter, can 145 be reduced to seventy five percent (75%) of the minimum requirement provided the applicant 146 fulfills at least two (2) of the minor transportation demand management strategies listed in this 147 subsection. This modification shall only apply to the minimum established in 148 section 21A.44.030, table 21A.44.030 of this chapter prior to any other permitted parking 149 reductions. 150 b. Increase Of The Maximum Number Of Allowable Parking Spaces: The minimum 151 number of off street parking spaces, as determined by subsection 21A.44.030G of this chapter, 152 can be increased to double the minimum requirement under section 21A.44.030, 153 table 21A.44.030 and "Table Of District Specific Minimum Off Street Parking Requirements", 154 of this chapter provided the applicant fulfills at least one (1) of the major transportation demand 155 management strategies and one (1) of the minor transportation demand management strategies 156 listed in this subsection. 157 4. Eligible Transportation Demand Management Strategies: The strategies are available for 158 use as part of the parking modification incentive process. Strategies not listed here, but 159 demonstrated to meet the intent of this section, may be approved by the Planning Director. 160 a. Major transportation demand management strategies: 161 (1) At least fifty percent (50%) of the required bicycle parking provided in the form of 162 secured long term bicycle parking located in the interior of a building and made available to 163 residents, employees or patrons of the development. 164 (2) A facility for bicycle or pedestrian commuters that offer at least one (1) unisex 165 shower and five (5) lockers for storage for use by employees of a nonresidential development. 166 (3) A full service bus stop sited to serve the development's employees or residents, 167 either of new construction or with improvements, such as additional lighting, security features, 168 benches or shelter, to an existing stop. A full service bus stop includes, but is not limited to, full 169 ADA accessibility, a paved pathway to the right-of-way, trash cans, lighting, a bench and a 170 shaded, sheltered waiting area. The applicant must work with Utah Transit Authority to establish 171 and verify the long term viability of the proposed or existing bus stop. 172 (4) An on site business center or satellite office facility, within a residential 173 development, designed to facilitate telecommuting. 174 (5) An on premises daycare in a nonresidential or mixed use development.

LEGISLATIVE VERSION 175 (6) An on premises gym or workout facility for residents or employees with at least four 176 hundred (400) square feet of space dedicated to workout equipment. 177 (7) An on premises restaurant, cafeteria or lunchroom that provides meals for purchase 178 by employees, residents or patrons of the development. 179 b. Minor transportation demand management strategies: 180 (1) Permanently sheltered, covered or secure facilities for the required bicycle parking. 181 (2) Participation or investment in an approved motor vehicle sharing program, including 182 at least one (1) dedicated parking space for a shared vehicle. 183 (3) Participation in, investment in or sponsorship of an approved bicycle sharing 184 program. 185 (4) At least ten percent (10%) of the required parking in the form of dedicated parking 186 spaces for employees participating in a car pool or vanpool program, located as close as possible 187 to the main entrance. 188 (5) Unbundled parking provisions, where off street parking can be purchased or rented 189 by residents or tenants independently of a residential unit or nonresidential space within a 190 development. 191

192 SECTION 2. Effective Date. This ordinance shall become effective on the date of its

193 first publication.

194 Passed by the City Council of Salt Lake City, Utah, this ______day of ______, 2021. 195 196 197 ______198 CHAIRPERSON 199 200 ATTEST: 201 202 ______203 CITY RECORDER 204 205 206 Transmitted to the Mayor on ______. 207 208 Mayor’s Action: _____Approved. _____Vetoed. 209 210 211 ______212 MAYOR 213

LEGISLATIVE VERSION 214 215 ATTEST: 216 APPROVED AS TO FORM Salt Lake City Attorney’s Office 217 218 ______Date:______

219 CITY RECORDER By: ______220 Megan DePaulis, Senior City Attorney 221 222 (SEAL) 223 224 225 Bill No. ______of 2021.

226 Published: ______. 227

SALT LAKE CITY ORDINANCE No. _____ of 2021

(Amending 21A.44.050, Electric Vehicle Readiness)

An ordinance amending section 21A.44.050 of the Salt Lake City Code pertaining to

Transportation Demand Management regarding electric vehicle readiness.

WHEREAS, in May 2017, the Salt Lake City Council adopted Ordinance No. 20 of 2017, enacting Section 21A.44.050.B of the City Code which enabled requirements for electric vehicle parking requirements for certain development activity; and

WHEREAS, the City created an Electrified Transportation Roadmap in 2018 with strategies and best practices for local governments in Utah to support electrified transportation; and

WHEREAS, on December 8, 2020, the Salt Lake City Council and Mayor formally adopted a

Joint Electrified Transportation Resolution, No. 45 of 2020, establishing electrified transportation goals for Salt Lake City; and

WHEREAS, the transition of cars, trucks, and buses to clean energy technologies, including electric vehicles, is needed in order to achieve significant reductions in greenhouse gas emissions and air quality pollutants to achieve Salt Lake City’s 80% reduction in greenhouse gas emissions community goal by 2040; and

WHEREAS, the City desires to amend Section 21A.44.050.B to modify regulations pertaining to electric vehicle parking requirements applicable to new development of buildings greater than five thousand (5,000) square feet and major expansions of existing buildings; and

WHEREAS, the City Council finds this ordinance is in the best interest of the public.

NOW, THEREFORE, be it ordained by the City Council of Salt Lake, Utah:

SECTION 1. Amending the text of Salt Lake City Code Section 21A.44.050. That

Section 21A.44.050 of the Salt Lake City Code (Transportation Demand Management) shall be and hereby is amended as follows: 21A.44.050: TRANSPORTATION DEMAND MANAGEMENT:

A. Purpose: The purposes of the following provisions relating to transportation demand management are to: 1. Enable Salt Lake City to reduce vehicle miles traveled in the City, thereby reducing the use of gasoline, the use of other fossil fuels, and greenhouse gas emissions; 2. Improve public health; 3. Reduce air, water, and noise pollution associated with motorized vehicular transportation; 4. Promote alternative modes of transportation, such as bicycling and walking; 5. Lessen congestion on the streets and roads of the City; 6. Promote road safety and reduce the number of accidents; 7. Provide opportunities for residents, institutions, and businesses of the City to save fuel costs related to driving; 8. Encourage compact development patterns and reduce sprawl development; 9. Reduce the amount of surface parking lots in the City by facilitating other modes of transportation; 10. Reduce road and parking facility construction and maintenance costs; and 11. Support community economic development objectives. B. Generally Applicable Transportation Demand Management Standards: 1. Applicability: The following standards shall be applicable to all new buildings that exceed five thousand (5,000) square feet in floor area or a major expansion of an existing building. For this subsection, a "major expansion" is defined as any alteration or modification to a building that increases the building's gross floor area by twenty five percent (25%) or five thousand (5,000) square feet, whichever is less. 2. Electric Vehicle Parking: The following standards shall only apply to multi-family uses. At least one (1) parking space dedicated to electric vehicles shall be provided for every twenty five (25) parking spaces provided. Electric vehicle parking spaces shall count toward the required number of parking spaces. The electric vehicle parking space shall be: a. Located in the same lot as the principal use; b. Located as close to a primary building entrance as possible; c. Signed in a clear and conspicuous manner, such as special pavement marking or signage, indicating exclusive availability to electric vehicles; and d. Outfitted with a standard electric vehicle charging station. 3. Electric Vehicle Readiness Parking: In addition to Electric Vehicle Parking requirements, each multi-family use shall provide a minimum of twenty percent (20%) electric vehicle

ready (EV-ready) parking spaces of required parking spaces provided on-site. EV-ready parking spaces shall have electrical conduit and sufficient electrical capacity for the future use of a minimum two hundred (200) volt electric vehicle charging station. The location of proposed EV-ready parking spaces shall be indicated on submitted site plans. a. EV-ready parking requirements shall count toward the minimum required and maximum allowed number of parking spaces. b. Parking areas with four (4) or fewer vehicle parking spaces are not required to identify an EV-ready parking space. c. Where no minimum parking is required, EV-ready parking spaces will be based on provided parking. d. For new multi-family uses, a minimum of twenty percent (20%) of required Accessible (ADA) parking spaces shall be constructed as EV-ready. 4. Number Of Required Bicycle Parking Spaces: a. Applicability: The following regulations apply to all uses except for single- and two- family residential uses and nonresidential uses having one thousand (1,000) square feet or less. b. Fractional Spaces: When determination of the number of bicycle spaces required by 1/ this title results in a requirement of a fractional space, any fraction of less than one-half ( 2 ) may be disregarded, while a fraction of one-half (1/2) or more, shall be counted as one (1) bicycle parking space. c. Calculation Of Required Bicycle Parking Spaces: The calculation of the number of required bicycle spaces shall be based on the minimum number of motorized vehicle spaces as required by section 21A.44.030, table 21A.44.030 of this chapter. If more vehicular parking is provided beyond the minimum, then the calculation shall be based on what has been provided. (1) Residential And Commercial Uses: The number of bicycle parking spaces provided for any residential or commercial use shall be five percent (5%) of the vehicular parking spaces required for such use. At least two (2) bicycle parking spaces are required. (2) Office Uses: The number of bicycle parking spaces provided for any office use shall be ten percent (10%) of the vehicular parking spaces required for such use. At least five (5) bicycle parking spaces are required and at least twenty five percent (25%) of the required bicycle parking spaces shall be in the form of bicycle lockers or another means of secure, protected bicycle storage. (3) Educational Uses: The number of bicycle parking spaces provided for any 1/ educational use shall be one and one-half (1 2) bicycle parking spaces for every twenty (20) students and one (1) space for every ten (10) employees. At least ten (10) bicycle parking spaces are required. (4) Manufacturing Uses: The number of bicycle parking spaces provided for any manufacturing use shall be two percent (2%) of the vehicular parking spaces required for such use. At least two (2) bicycle parking spaces are required and at least one (1) of the required bicycle parking spaces shall be in the form of bicycle lockers or other means of secure, protected bicycle storage.

(5) All Other Uses: The number of bicycle parking spaces provided for any other use shall be five percent (5%) of the vehicular parking spaces required for such use. At least two (2) bicycle parking spaces are required. d. Existing Bicycle Parking Spaces: Permanent bicycle parking spaces, such as City installed bicycle racks or bike corrals, that are in existence at the time of development and within fifty feet (50') of the primary entrance to the principal building can be used for a maximum of two (2) required bicycle parking spaces. A single bicycle rack can only be used by one (1) development. 5. Bicycle Parking Location Standards: Bicycle parking spaces shall be: a. Located on the same lot as the principal use; b. Located to prevent damage to bicycles by cars; c. Located in a convenient, highly visible, active, well lighted area; d. Located so as not to interfere with pedestrian movements; e. Located no more than fifty feet (50') from the primary entrance of each principal building; f. Distributed to serve all buildings and primary entrances if the development has multiple buildings on one (1) or more lots; g. Connected to the right-of-way, sidewalk or bicycle lane by a path that is clearly separated from the parking lot and drive lanes; and h. Located within the building if it is not possible to meet the location standards above. 6. Bicycle Rack Design Standards: All bicycle racks provided shall be: a. Designed to be consistent with the surroundings in color and design and incorporated, whenever possible, into buildings or street furniture design; b. Designed to allow each bicycle to be supported by its frame; c. Designed to allow the frame and front wheel of each bicycle to be secured against theft; d. Designed to avoid damage to the bicycles; e. Designed to resist rust or corrosion, or removal by vandalism; and f. Designed to accommodate a range of bicycle shapes and sizes and facilitate easy locking without interfering with adjacent bicycles. C. Transportation Demand Management Parking Incentives: 1. Purpose: The following parking incentives are intended to encourage the use of transportation demand management strategies not regulated elsewhere in this subsection. These additional strategies are available to applicants who want to modify the amount of off street parking required by either decreasing the number of spaces below the minimum requirement or increasing the number of spaces beyond the maximum requirement.

2. Applicability: The regulations of this subsection shall only apply to applicants intending to provide transportation demand management elements beyond the required strategies in exchange for modification to the number of required parking spaces. These incentives are available to all new residential and nonresidential uses requiring at least five (5) parking spaces according to section 21A.44.030, table 21A.44.030 of this chapter. 3. Modification Of The Number Of Required Parking Spaces: a. Reduction Of The Number Of Required Parking Spaces: The minimum number of off street parking spaces, as determined by section 21A.44.030, table 21A.44.030 of this chapter, can be reduced to seventy five percent (75%) of the minimum requirement provided the applicant fulfills at least two (2) of the minor transportation demand management strategies listed in this subsection. This modification shall only apply to the minimum established in section 21A.44.030, table 21A.44.030 of this chapter prior to any other permitted parking reductions. b. Increase Of The Maximum Number Of Allowable Parking Spaces: The minimum number of off street parking spaces, as determined by subsection 21A.44.030G of this chapter, can be increased to double the minimum requirement under section 21A.44.030, table 21A.44.030 and "Table Of District Specific Minimum Off Street Parking Requirements", of this chapter provided the applicant fulfills at least one (1) of the major transportation demand management strategies and one (1) of the minor transportation demand management strategies listed in this subsection. 4. Eligible Transportation Demand Management Strategies: The strategies are available for use as part of the parking modification incentive process. Strategies not listed here, but demonstrated to meet the intent of this section, may be approved by the Planning Director. a. Major transportation demand management strategies: (1) At least fifty percent (50%) of the required bicycle parking provided in the form of secured long term bicycle parking located in the interior of a building and made available to residents, employees or patrons of the development. (2) A facility for bicycle or pedestrian commuters that offer at least one (1) unisex shower and five (5) lockers for storage for use by employees of a nonresidential development. (3) A full service bus stop sited to serve the development's employees or residents, either of new construction or with improvements, such as additional lighting, security features, benches or shelter, to an existing stop. A full service bus stop includes, but is not limited to, full ADA accessibility, a paved pathway to the right-of-way, trash cans, lighting, a bench and a shaded, sheltered waiting area. The applicant must work with Utah Transit Authority to establish and verify the long term viability of the proposed or existing bus stop. (4) An on site business center or satellite office facility, within a residential development, designed to facilitate telecommuting. (5) An on premises daycare in a nonresidential or mixed use development. (6) An on premises gym or workout facility for residents or employees with at least four hundred (400) square feet of space dedicated to workout equipment.

(7) An on premises restaurant, cafeteria or lunchroom that provides meals for purchase by employees, residents or patrons of the development. b. Minor transportation demand management strategies: (1) Permanently sheltered, covered or secure facilities for the required bicycle parking. (2) Participation or investment in an approved motor vehicle sharing program, including at least one (1) dedicated parking space for a shared vehicle. (3) Participation in, investment in or sponsorship of an approved bicycle sharing program. (4) At least ten percent (10%) of the required parking in the form of dedicated parking spaces for employees participating in a car pool or vanpool program, located as close as possible to the main entrance. (5) Unbundled parking provisions, where off street parking can be purchased or rented by residents or tenants independently of a residential unit or nonresidential space within a development. SECTION 2. Effective Date. This ordinance shall become effective on the date of its first publication.

Passed by the City Council of Salt Lake City, Utah, this ______day of ______, 2021.

______ATTEST: CHAIRPERSON

______CITY RECORDER

Transmitted to the Mayor on ______. Mayor’s Action: _____Approved. _____Vetoed.

______ATTEST: MAYOR

______CITY RECORDER APPROVED AS TO FORM Salt Lake City Attorney’s Office

(SEAL) Date:______3/22/2021

By: ______Bill No. ______of 2021. Megan DePaulis, Senior City Attorney Published: ______.

ATTACHMENT 2

COMMENTS RECEIVED FROM PROJECT PAGE FORM SUBMISSION

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ObjectID Please provide feedback, comments, and questions on Email (optional): GlobalID CreationDate EditDate the electric vehicle readiness ordinance below. 1 This ordinance is a bit pre-mature, especially for multi- 480d4168-0143-9/23/2020 21:05 9/23/2020 21:05 family projects. Most apartment owners cannot afford 47fd-8c60- an electric vehicle and the EV stations installed don't 9e6a47839275 get used. While I like the concept, the ordinance will increase costs for housing at a time when we need to make housing more affordable. 2 I certainly appreciate the need to move things in a a9c69b6b-c55d- 1/6/2021 21:25 1/6/2021 21:25 clean energy direction, however, I cannot support 4b90-86ab- pushing such a high percentage of required EV stalls. a2f47f1f2f59 Electric vehicles are not a fully viable means of transportation at this point, and won't be for some time. Until owning an electric vehicle makes practical and economic sense, 20% of the population will not be driving these types of vehicles. Implementing reasonable EV station requirements, providing incentives for developers that go beyond the requirements, and/or stepping up requirements over time, all prove that the city is thoughtful on both sides of the situation. It is important to stay ahead of demand, however, having managed properties with EV stations, we are very far from a 20% use of these stations. 3 We appreciate the City working to push forward [email protected] 33d346bb-fd6a- 1/7/2021 19:26 1/7/2021 19:26 sustainability ordinances, as we all are stewards of our 4b41-80ee- cities. However, requiring 20% of residential parking to 307c44fea892 cater to electric vehicles appears quite high in relation to the actual users. We do live in an area where ownership of an electric vehicle is a luxury. In addition to being economically prohibitive, residents live in Utah in order to enjoy a state full of natural wonders, in which the current electric vehicle options are not viable. We recognize that this need is forthcoming, however, recommend an incentive program, rather than a % requirement, be initiated. If an EV station requirement ordinance is inevitable, we suggest that the % is substantially reduced and applied to only specific types/sizes of multi-family, matching the actual needs of the potential residents/general public. These requirements could then step as demand increases.

4 Hello, I have a question about this ordinance. Is this [email protected] 50f7b11a-a3e0- 1/22/2021 16:03 1/22/2021 16:03 only applicable to new build? Or does it apply to 4b2a-828f- existing mult-family dwellings? I live in an existing dc6393651fe4 building and would love to push our HOA to install charging stations, two of us own electric vehicles.

ATTACHMENT 3

LETTER FROM SWEEP, UTAH CLEAN ENERGY, AND WRA

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Williams, Shannon

From: Matt Frommer Sent: Friday, November 20, 2020 12:04 PM To: Williams, Shannon Cc: [email protected]; Josh Craft; Travis Madsen Subject: (EXTERNAL) Feedback on Electric Vehicle Readiness Ordinance Attachments: SLC EV Infrastructure Building Codes Letter.docx

Hi Shannon,

Please find our attached support letter for Salt Lake City’s proposed EV Readiness Ordinance. As you’ll see, our letter includes 3 recommendations to improve the proposed Ordinance:

1. Clarify the ‘EV-Capable parking space’ and ‘EV-Ready parking space’ definitions and infrastructure specifications. 2. Add EV infrastructure requirements for single-family residential and commercial buildings. 3. Make sure the EV infrastructure requirements apply to both new and renovated buildings.

I’d suggest reviewing SWEEP’s EV Infrastructure Building Codes Adoption Toolkit for more information on infrastructure costs and sample code language. Let us know if you have any questions.

Thanks and have a good weekend! Matt

Matt Frommer Senior Transportation Associate Southwest Energy Efficiency Project (SWEEP) M: 908-432-1556 [email protected] Follow us at: @SouthwestEE Sign-up for SWEEP news

November 20, 2020

Subject: Support the Adoption of Salt Lake City’s Proposed Electric Vehicle Readiness Ordinance

Dear Salt Lake City Sustainability Department,

The signatories of this letter submit the following comments for consideration by the Salt Lake City Sustainability Department in the development of the City’s Electric Vehicle Readiness Ordinance. We strongly support the City’s proposed Ordinance, which will lower critical barriers to EV adoption by reducing the cost of installing EV charging stations. We also believe the Ordinance could be clarified, strengthened, and expanded to better align with the charging needs of Salt Lake City residents and businesses. To improve the proposed Ordinance, the City should:

1. Clarify the ‘EV-Capable parking space’ and ‘EV-Ready parking space’ definitions and infrastructure specifications.

The proposed Ordinance calls for 20% of new parking spaces to be “electric vehicle ready (EV-ready)”, but then describes EV-ready parking spaces to include “electrical conduit and sufficient electrical capacity for the future use of a minimum 200V EV charging station”. This definition better resembles the language for “EV-Capable parking spaces” from the Sustainability Department’s EV Readiness Ordinance presentation on October 14, 2020. The Department should clarify these requirements and add the following technical specifications, which were vetted by the ICC as part of the 2021 IECC code development process and have been adopted by a number of municipalities across the country:

EV Capable Space. Electrical panel capacity and space to support a minimum 40-ampere, 208/240-volt branch circuit for each EV parking space, and the installation of raceways, both underground and surface mounted, to support the EVSE.

EV Ready Space. A designated parking space which is provided with one 40-ampere, 208/240- volt dedicated branch circuit for EVSE servicing Electric Vehicles. The circuit shall terminate in a suitable termination point such as a receptacle, junction box, or an EVSE, and be located in close proximity to the proposed location of the EV parking spaces.

We recommend maintaining the EV-Ready parking requirements, which includes a full 240V/40A circuit terminating in a receptacle, junction box, or EV charging station. A fully operational receptacle will allow

residents to quickly and easily charge their EVs with an affordable and portable EV charging cable, which are typically included in the purchase or lease of a new EV.

2. Add EV infrastructure requirements for single-family residential and commercial buildings.

The City’s justification for EV infrastructure requirements in multifamily buildings is well-reasoned and the same logic should be extended to single-family residential and commercial buildings. The Sustainability Department’s October 14th presentation includes data showing that well over 80% of EV charging takes place in the home with most of the remaining charging at the workplace. Like charger installations in multifamily buildings, the cost to install EV infrastructure at single-family homes and commercial buildings is significantly more expensive to complete during a stand-alone retrofit versus new construction (See SWEEP’s 2020 EV Infrastructure Building Codes Adoption Toolkit for most information on costs.)

EV-Ready infrastructure in commercial buildings drastically improves charging access, especially for residents of existing multifamily residential buildings, where the installation of a home-charger is often cost-prohibitive or logistically unfeasible. According to the U.S. DOE’s Workplace Charging Challenge, employees are six times more likely to drive an EV if their workplace offers EV charging. To better support residential and commercial EV adoption, the Ordinance should include the following requirements:

● One- and two-family dwellings: At least one EV-Ready parking space per dwelling unit. ● Commercial buildings (Groups A, B, E, I, M, S-2): Provide a minimum of 20% EV-ready parking spaces.*

The City might also consider a DC Fast-charger provision to allow developers to substitute up to five Level 2 charging spaces with one DC fast-charging space (minimum 20kW).

3. EV infrastructure requirements must apply to both new and renovated buildings.

Governments and automakers around the world have signaled a total market transformation to electric transportation over the next 2-3 decades and we’re going to need millions of new plugs in our homes and businesses to charge all these new EVs. EV infrastructure requirements for new buildings is an important first step, but according to a recent study from UC-Berkeley, just 6% of all homes in the U.S. were built in the last 10 years. As a result, the Sustainability Department should consider lowering the threshold for EV infrastructure requirements. The City and County of Denver applies their EV infrastructure requirements to ‘Level 3 Alterations’, “where the work area exceeds 50 percent of the original building area or more than 10 parking spaces are substantially modified are subject to the EV infrastructure requirements listed above.”

In conclusion, we applaud Salt Lake City for advancing policies that support greater EV adoption and we recommend extending these important EV infrastructure requirements to new and renovated residential and commercial buildings. Thank you very much for the opportunity to comment.

Sincerely,

Matt Frommer Senior Transportation Associate Southwest Energy Efficiency Project [email protected]

Aaron Kressig Transportation Electrification Manager Western Resource Advocates [email protected]

Josh Craft Government Relations Manager Utah Clean Energy [email protected]

ATTACHMENT 4

LETTER FROM TESLA

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Williams, Shannon

From: Noelani Derrickson Sent: Monday, January 25, 2021 10:53 AM To: Council Comments; Williams, Shannon Cc: Craig Hulse; Francesca Wahl Subject: (EXTERNAL) Salt Lake City EV Ready Ordinance - Tesla Letter of Support Attachments: Salt Lake City EV Ready Ordinance - Tesla Letter of Support 1.25.pdf

Salt Lake City Council,

Please find attached a letter of support from Tesla on Salt Lake City’s proposed Electric Vehicle Ready Parking ordinance for multi-family units. Passage of the proposed ordinance is an important step in supporting higher levels of electric vehicles.

Thank you,

Noelani Derrickson | Public Policy and Business Development

3500 Deer Creek Rd, Palo Alto, CA 94304 m. (808) 220-8990 | [email protected]

January 25, 2021

Salt Lake City Council 451 South State Street, Room 304 Salt Lake City, UT 84111 [email protected]

RE: Salt Lake City EV Readiness Ordinance – 21.A.44.050.B.3

Salt Lake City Council,

I am writing on behalf of Tesla to express our support for Salt Lake City’s proposed electric vehicle (EV) readiness ordinance, which requires that multi-family developments provide a minimum of 20% EV-ready1 parking spaces.

Tesla’s mission is to accelerate the world’s transition to sustainable energy, and we are proud to be helping Salt Lake City meet our shared goals. As both a manufacturer of EVs and a provider of charging infrastructure for our customers, Tesla brings a unique perspective to the discussion on EV readiness measures for new buildings and construction on existing buildings.

Access to EV charging represents one of the more fundamental challenges impairing demand for electric vehicles. Without easy and convenient access to EV charging, drivers will be less inclined to choose an EV over a conventional vehicle. Since most charging occurs at home or at work (80%), ensuring that Level-2 charging is generally available in residential and workplace parking structures provides an additional sense of reliability and convenience for current and future EV drivers.

We commend Salt Lake City for its leadership in accelerating transportation electrification and proposing EV-readiness requirements for multifamily buildings. Salt Lake City will join a growing

1 EV-ready is defined by Salt Lake City as meaning a parking space that is designed and constructed to include an electrical panel capacity with a dedicated branch circuit, a continuous raceway from the panel to the future EV parking space, and conduit to terminate in a junction box or 240-volt charging outlet. Available at http://www.slcdocs.com/slcgreen/Proposed%20EV%20Readiness%20Ordinance%20Presentation%20Slides%20-%20Oct%2014%202020.pdf

Tesla, Inc. 3500 Deer Creek Road, Palo Alto, CA 94304 p +650 681 5100 f +650 681 5101

list of cities across North America including Atlanta, Chicago, and Vancouver, that are adopting EV readiness requirements at 20% or higher for new parking spaces. Given the important role EV charging infrastructure will play in helping Salt Lake City meet its pollution and emission reduction goals, we urge the adoption of this EV-readiness ordinance.

Sincerely,

Noelani Derrickson Policy and Business Development Advisor [email protected]

ATTACHMENT 5

COMMENTS EMAILED TO SUSTAINABILITY DIVISION

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Williams, Shannon

From: Dustin Holt Sent: Wednesday, November 18, 2020 9:05 AM To: Williams, Shannon Subject: (EXTERNAL) EV Stall Readiness Ordinance -

Ms. Williams,

As both a Salt Lake City resident and someone who develops multi-family projects in SLC, let me start by saying I am a huge proponent of SLC, and Electric Vehicles. I absolutely support Electric Vehicles and I support the Cities current requirements for projects to provide 1 EV stall per 25 Stalls the project provides (required or not).

However, I have concerns about this new proposed ordinance. While it may not seem like a big deal, in a recent 100 unit Multi-Family project, we priced running conduit, upsizing power panels and up-sizing transformers / generators, so that each parking stall could accommodate an EV stall in the future. I can share with you that our findings were in excess of $3,000 per stall just in infrastructure cost. The exact infrastructure this ordinance is proposing. By the time you purchase the EV charging station itself, this could add $6-10K per STALL - depending on which EV station one goes with. Ultimately in a time when affordability is of major concern, having a required burden of an additional $6,000 per unit will force someone looking for a 5-6% return on investment (ROI) to increase rents by $250-300 / yr. While this "MIGHT" promote more EV cars / EV usage in the City, it "WILL" impact affordability.

I am not in support of this change as a requirement. Thanks.

Dustin E. Holt, Co-Founder dbURBAN Communities 801.573.9054 [email protected]

1 Williams, Shannon

From: Peter Corroon Sent: Wednesday, November 18, 2020 9:36 AM To: Williams, Shannon Subject: (EXTERNAL) RE: Reminder: SLC Electric Vehicle Readiness Ordinance Presentation - October 14th

Shannon,

Thanks for sending this over. I sent a comment previously but thought I should correspond directly. As someone who builds affordable housing, I have never seen anyone use our EV charging stations that we have installed. I have never actually seen any electric vehicles at our buildings. While I am a big fan of the conversion to electric vehicles, I think requiring additional infrastructure for EV charging stations is probably premature for affordable housing projects. I think that they should be exempted from the proposed ordinance. This adds an additional cost when it is already difficult to make these projects pencil financially.

Sincerely,

Peter Corroon Real Estate Division Sentry Financial

201 S. Main St. Suite 1400 Salt Lake City, Utah 84111 mobile +1.801.597.7471 office +1.801.303.1114

From: Williams, Shannon Sent: Wednesday, November 18, 2020 8:21 AM Subject: RE: Reminder: SLC Electric Vehicle Readiness Ordinance Presentation - October 14th

Hello all,

I am writing to let you know that the presentation materials for Salt Lake City’s proposed Electric Vehicle Readiness Ordinance are now available. Thank you all who attended the presentation live. Feel free to view the presentation recording or presentation slides at your convenience.

There is still an opportunity to provide feedback on the proposed changes! Visit www.slcgreen.com/EVready or email directly [email protected] to submit your feedback, comments, and questions.

1 If you are interested in Salt Lake City Sustainability presenting at your organization, please email Shannon Williams at the email above. We are happy to answer questions, collect your feedback, and provide additional information.

We hope to hear your feedback on the proposed EV Readiness ordinance. Your voice and ideas are important to us and will help create a stronger and more resilient ordinance. Find more at www.slcgreen.com/EVready.

Best regards, Shannon Williams

SHANNON WILLIAMS Special Projects Assistant

DEPARTMENT of SUSTAINABILITY SALT LAKE CITY CORPORATION

From: Williams, Shannon Subject: Reminder: SLC Electric Vehicle Readiness Ordinance Presentation - October 14th

Developers and Building Professionals,

Reminder: Join Salt Lake City’s Sustainability Department on Wednesday, October 14 to learn about the City’s proposed Electric Vehicle (EV) Readiness Ordinance. Learn how the ordinance helps to avoid costly retrofits, promotes clean air in Salt Lake City, and meets increasing EV charging demand.

The EV Readiness Ordinance is a proposed addition to the City zoning ordinance chapter for Off Street Parking, Mobility, and Loading (21A.44) and applies to properties with a multifamily use, including mixed-use developments.

In this presentation, Sustainability staff will cover:

 Economic and air quality benefits of the ordinance  Proposed ordinance requirements  How to provide feedback to Salt Lake City

Find additional information at www.slcgreen.com/EVready.

Presentation Details

2 We hope to see you next week. The presentation will be made available as a recording for anyone unable to attend the live event.

Presentation: Electric Vehicle Readiness Ordinance Date: Wednesday, October 14 from 2 PM – 3 PM Who Should Attend: Developers and stakeholders of multifamily developments

How to Join the Presentation:

1. Click the WebEx link below to join the presentation at the specified time and date: https://saltlakecity.webex.com/saltlakecity/onstage/g.php?MTID=ec94196cbf9470d5eaa53dea6c2024f80

Password: wqMCvBPY589

2. Choose one of the following audio options:

Video Address: [email protected] You can also dial 173.243.2.68 and enter your meeting number.

Audio Conference: +1-408-418-9388 (United States Toll) Access code: 146 209 0718

DEPARTMENT of SUSTAINABILITY SALT LAKE CITY CORPORATION

801.535.7761

3 Williams, Shannon

From: Paul Smith Sent: Wednesday, December 9, 2020 11:02 AM To: Williams, Shannon Cc: Otto, Rachel Subject: (EXTERNAL) RE: Salt Lake City Proposed EV Readiness Ordinance

Shannon –

Thank you so much for reaching out. I missed your first email in November,

Our position on this issue will be similar to the legislature’s position several years ago when a similar thing was tried by Salt Lake City:  It is inappropriate for any municipality to mandate this (the market should guide if there is demand and feasibility for electric charging stations in multi-family)  In an affordable housing crisis it is a particularly bad time to mandate anything that increases cost of housing

Even if there is political will in the city, I think the legislature might overrule such a policy, should you put it in effect.

What is your timeline here?

Thanks again for including us as a stakeholder. We really appreciate it and to the extent we could work together to educate owners about environmentally friendly policies and electric vehicle charging station issues, we would love to help. Perhaps through education and persuasion we could effect more change than a doomed ordinance would bring.

Paul Smith Executive Director

Utah Apartment Association 230 W Towne Ridge Pkwy #175, Sandy, UT 84070 Phone: 801-487-5619 l www.uaahq.org

From: Williams, Shannon Sent: Wednesday, December 9, 2020 8:17 AM To: Paul Smith Subject: RE: Salt Lake City Proposed EV Readiness Ordinance

Hi Paul,

I’m writing to follow-up on the information I provided below. Do you have any questions about the proposed ordinance? Would you or the organizations you work with wish to provide feedback?

Please let me know if you’re interested in having further discussion.

Best, Shannon Williams

SHANNON WILLIAMS Special Projects Assistant

1 DEPARTMENT of SUSTAINABILITY SALT LAKE CITY CORPORATION o. 801.535.7761 c. 541.740.5915

From: Williams, Shannon Sent: Wednesday, November 18, 2020 8:39 AM To: Paul Smith ([email protected]) Subject: Salt Lake City Proposed EV Readiness Ordinance

Hi Paul,

I’m writing to let you know about a proposed Salt Lake City ordinance change for electric vehicle readiness. The Salt Lake City Sustainability Department is in the process of collecting feedback from stakeholder groups and would greatly appreciate your review of the proposed language, as well as any comments, questions, and other feedback you have.

To provide some context, the EV Readiness Ordinance is a proposed addition to the City zoning ordinance chapter for Off Street Parking, Mobility, and Loading (21A.44) and applies to properties with a multifamily use, including mixed-use developments. For new applicable developments, 20% of required parking spaces will be required to be built to “electric vehicle ready” specifications, in order to prepare for future installation of charging stations. More information, including the proposed language, can be found at www.slcgreen.com/EVready.

We presented the proposed ordinance in October, but I am unsure if you or your partners were able to make the event. The recorded presentation and presentation materials are available online.

There are a couple of ways for you to submit feedback. You can provide feedback (anonymously, if preferred) at the project page at www.slcgreen.com/EVready. Alternatively you can email your feedback to me directly, at [email protected]. If you feel that a presentation or Q&A session might be useful for your organization, I am more that willing to present, field questions, and collect feedback. Your input is important to us and will create a more resilient and informed ordinance.

Please reach out with any questions.

Best regards, Shannon Williams

SHANNON WILLIAMS Special Projects Assistant

DEPARTMENT of SUSTAINABILITY SALT LAKE CITY CORPORATION o. 801.535.7761 c. 541.740.5915

2 Williams, Shannon

From: Tiffany Morris Sent: Wednesday, February 17, 2021 12:10 PM To: Williams, Shannon Subject: (EXTERNAL) Question about EV Ordinance

Hi Shannon,

I attended the UCRE workshop yesterday about the proposed EV ordinance. I had to leave the call early, but I was wondering if this ordinance will just apply to Salt Lake City or beyond that? I think it is a great initiative and excited to do my part to help.

Thank you,

Tiffany Morris Asset Manager Triton Investments Inc. www.apartmentsinutah.com www.apartmentsinidaho.com

ATTACHMENT 6

STAKEHOLDER OUTREACH EMAIL LIST

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