SR 11-14-2017 8A
City Council Report
City Council Meeting: November 14, 2017
Agenda Item: 8.A
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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
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.
Addressed by
EV Action Plan
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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
Location Address Charging
Stations
Total
Available
Ports
Status
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
Civic Center Parking
Structure (Fleet charging) 333 Civic Center Drive
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In design,
pending
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
Location Street Address Dual-port
Stations
Single-
port
Stations
Total Available
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
Parking Structure 7 395 S Santa Monica Place - 6 6
11th & Montana
(curbside) 1101 Montana Blvd - 2 2
Virginia Avenue Park 2200 Virginia Ave (Pico Blvd
side) - 3 3
Virginia Avenue Park 2200 Virginia Ave (Virginia
Ave side) - 2 2
Santa Monica Airport 3223 Donald Douglas Loop
South 1 2 4
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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Year Cumulative EV
Purchases (Predicted)
EV Purchases
Growth Rate
Estimated Lost
Annual Meter
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%
Most
common fee
breakdown
Per hour $1-2 24.6% $1-2 29.6%
Per kWh
$0.20-0.30 10.6%
$0.20-0.30 22.2%
$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
23 of 31
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
24 of 31
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
Project Phase
Proposed
Charging
Ports
Estimated
Average Unit Cost*
Total
Conceptual
Cost
Funding Status & Potential
New Sources
Phase IB: 2017 Installations 30 $11,560 $346,800 Funded - South Coast Air
Quality Management District
Phase II: 2018 Off-street
(Libraries, Parks, Lots) 41 $6,000 $246,000
Not yet funded
Energy Efficiency Rebates, CIP,
SCE, Grants, New Revenue
Phase IIIA: 2018-2020 Curbside
Stations 69 $6,000 $414,000
Phase IIIB: 2018-2020 Streetlight
Stations 25 $15,000 $375,000
Phase IIIC: 2018-2020
Public/Private Partnerships 25 $3,000 $75,000
Phase IIID: 2018-2020 Public DC
Fast Charging Stations 10 $50,000 $500,000
Phase IV: Retrofit existing
stations (ongoing) 87 $4,026 $350,262
TOTAL Public Charging Ports 287* $2,307,062
Phase I A: Civic Center Fleet
Charging 31 $3,950 $122,400 Funded – 16/18 CIP
-$12,485 SCE Charge Ready Program
Total Charging Ports 318 Total Estimated Cost $2,416,977
Budgeted Funds
(Currently Committed or Available for Allocation)
Amount Source
$414,544 Energy Efficiency Rebates
$121,500 Mobile Source Air Pollution
Reduction Review Committee
$186,690 16/18 CIP
$150,000 17/18 Public Works Operating
Budget EV Quick Start Fund
$55,000 South Coast Air Quality
Management District Grant
$26,000
South Coast Air Quality
Management District AB 2766
Subvention Funds
Includes design & labor
*The 287chagers does not include the new
solar charging station at the airport.
Total Funds
Available $953,734
**Escalation rates are not included. A 10%
contingency is recommended for the total cost.
Total Net New
Cost** $1,463,243
+10% Contingency
Cost $1,609,567
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Table 7: Estimated Operating Costs*
(By end of 3-yr implementation)
Program Total Annual
Cost
Unfunded
Cost Funding Sources (Potential)
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)
$205/yr – fleet charging port (31) $73,947
$6,355
$73,947
$6,355
General Fund, EV program
revenue, Low Carbon Fuel
Standard
Smart Charging Station Maintenance**
$645/station/yr (132)** $85,140 $85,140
General Fund, EV program
revenue, Low Carbon Fuel
Standard
Utility Cost***
318 charging ports $270,718 $270,718 Cost recovery
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
30 of 31
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.
31 of 31
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
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
ELECTRIC VEHICLE ACTION PLAN | 1
Final Draft
November 2017
2 | CITY OF SANTA MONICA
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ELECTRIC VEHICLE ACTION PLAN | 3
Acknowledgements
Primary Authors
Garrett Wong, Sr. Sustainability Analyst
Ariana Vito, Sustainability Analyst
Public Works Department
Dean Kubani, Chief Sustainability Officer &
Assistant Director of Public Works
Shannon Parry, Sustainability Administrator
Ryan Kraemer, Street & Fleet Services
Jason Baer, Street & Fleet Services
Alex Parry, Architecture Services Division
David Wang, Architecture Services Division
Zach Pollard, Civil & Engineering Division
Allan Sheth, Civil & Engineering Division
Tad Banach, Facilitfes Maintenance Division
Planning & Community Development
Department
Jing Yeo, Planning Manager
Francie Stefan, Mobility Division
Beth Rolandson, Mobility Division
Colleen Stoll, Mobility Division
Juan Carrero, Parking & Operatfons Division
Saul Portfllo, Parking & Operatfons Division
Andrew Maximous, Traffic Management
City Council
Ted Winterer, Mayor
Gleam Davis, Mayor Pro Tem
Kevin McKeown
Sue Himmelrich
Pam O’Connor
Terry O’Day
Tony Vazquez
Task Force on the Environment
Mark Gold, Chair
Erik Neandross
David Pettit
David Hertz
Garen Baghdasarian
Robert Lempert
Susan Mearns
Planning Commission
Nina Fresco, Chair
Amy Nancy Anderson
Jason Parry
Jennifer Kennedy
Leslie Lambert
Mario Fonda-Bonardi
Richard McKinnon
Other Organizatfons
AeroVironment
Austfn Energy
City of Los Angeles
ChargePoint
EV Charging Solutfons
EverCharge
NRG EVgo
Drive Clean Santa Monica
Climate Actfon Santa Monica
Southern California Associatfon of
Governments
UCLA Luskin Center for Innovatfon
Westside Citfes Council of Governments
4 | CITY OF SANTA MONICA
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ELECTRIC VEHICLE ACTION PLAN | 5
List of Tables………………………………………………………………..………………………......6
List of Figures………………………………………………………………………………………. .....6
List of Terms………………………………………………………………….…………………….......7
Executfve Summary……………………………………………………………………………….....9
Background…………………………………………………………………………………………......12
Benefits of EVs………….…………………………………………………………….…...12
The EV Challenge…………………………………………….……………...…….…….15
Hierarchy of Mobility & Low-Carbon Living………………………………….17
EV Actfon Plan Vision…………………………………………………………………...………….19
Purpose & Prioritfes of the EV Actfon Plan……………………………………………….20
The EV Landscape…………………………………………………………………………………...21
Local Policies, Plans, & Programs.………………………………………….…...23
Funding and Resources ……………………………………………………………….25
Charging in Santa Monica: Today and Tomorrow…………...……………...……….32
EV Ownership……………………………………………………………………………..32
Public EV Charging Statfons……………………………………………….………..33
City EV Fleet………………………………………………………………………………..36
EV ACTION PLAN
Public Infrastructure: Modernize and expand public EV infrastructure to
improve user experience and sustain operatfons.…………………...……………..40
Private Charging: Increase EV Charging for Multf-Unit Dwellings (MUDs) and
workplaces……………………………………………………………………………………..........54
Public Policy: Update EV parking policies and practfces………..….………..……66
Community Outreach: Develop EV outreach programs and resources..…..78
Putting the Plan to Work
Funding the Plan………………………………….……………………….…….……..84
Implementfng the Plan………………………………….…………………….….….88
Measuring Success………………………………………………………….…….......92
Conclusion………………………………………………………………………………………..…….92
APPENDIX
Appendix I: Santa Monica Proposed EV Infrastructure Map………….…….…..93
Appendix II: Natfonal & State EV Policies……………………………………………......94
Appendix III: MUD Case Studies and Best Practfces 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 Actfon Plan Public Comments……………………………….105
Resources……………………………………………………………...………………………………..108
Table of Contents
6 | CITY OF SANTA MONICA
Tables & Figures
TABLES:
Table 1: EV and EVSE Programs and Funding Opportunitfes…………………………...28
Table 2: Registered EVs in Santa Monica………………………………………………………...32
Table 3: Citywide EV Charging Statfon Inventory….…………………………………...…...33
Table 4: Existfng Public Charging Statfons…………..……………………………………..……34
Table 5: 2017 Pending Installatfons of New Charging Statfons…….…………….……34
Table 6: Municipal EV Fleet and Charging Statfons………………………………………….36
Table 7: Proposed 5-Year Infrastructure Plan ..………………………………….…………...42
Table 8: EV Charging Statfon Installatfon Costs for Existfng Statfons………………..42
Table 9: Analysis of Publicly Available EV Charging Rate………………………………….46
Table 10: Examples of Public EV Charging Rates ……………………………………..….….46
Table 11: Average Charging Statfon Usage……………………………………………………...47
Table 12: Conceptual 3-yr Project Cost Estfmates and Funding Sources..………..86
Table 13: Budgeted Funds…………………………………………...………………………………….87
Table 14: Operatfng Costs…………………………………...………………………………………….87
Table 15: Division & Department Acronyms…………………………………………………….88
Table 16: Responsibilitfes Overview…………………………………..…………………………...89
Table 17: Implementatfon Timeframe…………………………………………………………90-91
FIGURES:
Figure 1: Hierarchy of Mobility……………………………………………………………………...8
Figure 2: Citywide Emissions by Sector…………………………………………………….…….9
Figure 3: Predicted Cumulatfve EV Purchases in Santa Monica……………..……...12
Figure 4: Average Annual Vehicle Emissions in California………………………………13
Figure 5: Cost Ranges for EV Charger Installatfon………………………………………….16
Figure 6: California Hybrid and Electric Vehicle Market Share………….……….…..22
Figure 7: EVSE Resources and Programs…………………………………………………… …..31
Figure 8: 2011-2016 EV Purchases in Santa Monica..…………………………….………32
Figure 9: Existfng and Pending Charging Statfons…………….…………………….……...35
Figure 10: Existfng & Proposed Curbside Charging Statfons…………………………..37
Figure 11: Process for Establishing a Fee Schedule ……………………………………….45
Figure 12: Low Carbon Fuel Standard Credit Prices…………………………….…………47
Figure 13: Top MUDs with Residents Likely to Purchase EVs…………………………55
Figure 14: Breakdown of Installatfon Costs for Level 2 EVSE……………………..…..56
Figure 15: Curbside Charging Potentfal………………………………………………………….62
Figure 16: Predicted Lost Meter Revenue from Free EV Parking………………..….72
Figure 17: Property Owner Familiarity with EVs and Charging Infrastructure
Needs……………………………………………………………………………………………………………..79
Figure 18: Property Owner Familiarity with EVSE Rebates and Subsidies……….79
ELECTRIC VEHICLE ACTION PLAN | 7
List of Terms
BEV: Battery electric vehicles use electric
motors and motor controllers instead of
internal combustfon engines for propulsion.
Charge-ready (also known as EV-ready): The
necessary electrical capacity has been
installed in a garage or parking
facility to support electric vehicle charging
(typically 20-40 amps of available service for
a level 2 statfon).
Cost-recovery: System capability to recover
the costs associated with operatfng EV
charging statfons by charging a fee for the
electricity provided (i.e. through an RFID or
card reader attached to the charging
statfon).
DC Fast Charging: Direct-current (DC) fast
charging equipment, also called Level 3,
requires 208/480 V AC three-phase input. It
is the fastest charging optfon available. EVs
equipped with either a CHAdeMo or
SAEcombo DC fast charge receptacle can
add 50 to 70 miles range in about 20
minutes.
EV: Electric vehicle, including plug-in hybrids
and pure battery electric vehicles.
EVSE: Electric Vehicle Supply Equipment
(also known as EV charging statfons or EV
chargers). This includes the charging statfon
itself and all components required for the
installatfon and use, such as: conductors,
plugs, power outlets, wiring, ground
connectors, etc.
Level 1: provides charging through a 120 volt
(V) AC plug. Based on the battery type and
vehicle, AC Level 1 charging requires 15-20
amps of service and adds about 2 to 5 miles
of range per hour of charging tfme. Level 1
is the slowest and least-expensive charging
optfon.
Level 2: provides charging through either a
240 V (typical in residentfal applicatfons) or
208 V (typical in commercial applicatfons)
AC plug. Level 2 charging requires 20 to 100
amps of service (typically 20-40 amps) and
adds about 10 to 20 miles of ranges per
hour of charging tfme.
MUD: A multf-unit dwelling (also know as
multf-family building), is a residentfal
building consistfng of three or more units.
OSE: City of Santa Monica Office of
Sustainability & the Environment
PEV: Plug-in electric vehicle (includes pure
battery electric and plug-in hybrid vehicles,
known as PHEVs)
PHEV: A plug-in hybrid electric vehicle has
both an electric motor that is battery
powered and a gasoline engine
SCAG: Southern California Associatfon of
Governments.
SCE: Southern California Edison (Santa
Monica’s electric utflity provider)
ZEV: Zero-emissions vehicle
8 | CITY OF SANTA MONICA
EV Action Plan
Figure 1: Mobility Framework
ELECTRIC VEHICLE ACTION PLAN | 9
Executive Summary
Electric vehicles (EVs) are moving into the
marketplace faster than ever before.
With 64% of Santa Monica’s carbon
footprint produced from the
transportatfon sector, reducing vehicle
emissions through electrificatfon is
needed to complement increased
efficiency and actfve transportatfon.
The City’s plans and policies call for an
integrated transportatfon strategy that
supports walk- and bike-friendly
neighborhoods, complete streets, and
easy access to transit boulevards. Vehicle
electrificatfon works with these mobility
strategies to also help reach community
sustainability and emission reductfon
goals.
Achieving a meaningful shift in vehicle
fuel will require an expanded EV charging
network to meet charging needs. This will
require an investment in charging
infrastructure and policies to support the
transitfon. The City can be a catalyst to
increase EV use and can provide the
essentfal components to reach those
efforts.
Expanding EV charging facilitfes is a
complex process involving many different
players. With the antfcipated increase in
EV ownership, local governments have a
call to actfon to support EV infrastructure
expansion because they have jurisdictfon
over facilitfes that can be utflized for
charging (e.g. public parking lots and on-
street facilitfes). In additfon, citfes play a
crucial role in providing essentfal
infrastructure, coordinatfng stakeholders,
and developing policies to support EV
charging.
Santa Monica is well positfoned to
increase the proportfon of electric
vehicles in the City by making charging
statfons more readily available due to its
environmentally progressive residents,
business owners, and property owners.
Providing additfonal public charging and
facilitatfng private charging can enable
those who have delayed purchasing EVs
to make the switch.
The Electric Vehicle Actfon Plan (EVAP) is
part of a greater mobility framework
(Figure 1) that prioritfzes walking, biking,
and low-carbon transit. The City is
Figure 2: Citywide Emissions by Sector (2015)
10 | CITY OF SANTA MONICA
actfvely improving access to these priority
transportatfon modes through the Bicycle
Actfon Plan, Pedestrian Actfon Plan, and
Downtown Community Plan.
For the trips that require vehicles, electric
vehicles are the preferred optfon due to
the immense air quality and greenhouse
gas reductfon benefits compared to fossil-
fuel powered vehicles.
The EVAP includes a series of prioritfes,
programs, and policy recommendatfons
to make EV charging more accessible to
existfng and future EV drivers in Santa
Monica. This plan was developed through
a comprehensive review of existfng
municipal and state EV charging plans,
academic studies, and industry
collaboratfon and research.
The City commissioned the UCLA Luskin
Center to analyze EV growth projectfons;
demand for workplace, retail, and
residentfal charging; curbside charging
potentfal; and to provide
recommendatfons for a pilot rebate
program that targets residents of multf-
unit dwellings (MUDs).
The EVAP seeks to expand the public
charging infrastructure from 89 to
approximately 300 chargers by 2020, with
a long-term goal of 1,000 chargers by
2025. There is no rule of thumb for the
right ratfo of EVs to charging statfons.
Based on existfng electrical constraints
and the high number of multf-unit
dwellings (MUDs) in Santa Monica, 300 is
an ambitfous yet feasible short-term goal.
By providing additfonal infrastructure, the
EVAP aims to increase the
percentage of EVs on the road
from 2% to 15% by 2025.
Replacing 13% (~9,000) of the
fossil-fuel powered vehicles
with EVs will save an estfmated
26,000 metric tons of carbon
dioxide.
EVAP prioritfes include: modernizing and
expanding the existfng network, providing
incentfves for property owners, sitfng
public charging in or near multf-family
residentfal neighborhoods, and creatfng
outreach and incentfve programs for EVs
and charging.
By establishing a comprehensive and
strategic approach, Santa Monica can
transform and sustain its role as a leader
in sustainable technologies, carbon
emissions reductfons, transit, shared
mobility services, and pedestrian and
bicycle mobility.
ELECTRIC VEHICLE ACTION PLAN | 11
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
Source: EPA Greenhouse Gas Emissions Equivalency Calculator and the Department of Energy eGallon calculator.
AND
12 | CITY OF SANTA MONICA
Benefits of EVs
Santa Monica recognizes the important
role EVs play in reducing carbon
emissions and cleaning the air. According
to the American Lung Associatfon’s (ALA)
Clean Air Future study, health and climate
costs caused by internal combustfon
engine vehicles totaled $37 billion across
ten states in 2015.
The ALA study estfmates 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
powered by electricity from the local
grid produce 54% less lifetfme carbon
pollutfon than gasoline cars (Plug In
America, 2016).
Reduced emissions that generate
ozone and partfculate matter
In additfon, there are significant economic
benefits available to EV drivers, utflity
companies, and the local economy:
Cheaper maintenance costs due to
fewer parts (e.g. no engine or
transmission)
Source: IHS Auto; Prepared by: UCLA Luskin Center for Innovatfon, May 2017
Figure 3: 2011-2026 Predicted Cumulative EV Purchases in Santa Monica
Background
ELECTRIC VEHICLE ACTION PLAN | 13
Estfmated fuel savings of more than
$3,500 over the lifetfme of the vehicle
if gas prices fall to $2.50/gallon;
savings will 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 economy
Greater proportfon of off-peak energy
sold, which can reduce rates for utflity
customers
Potentfal load control such as vehicle-
to-grid integratfon
Supportfng EV adoptfon 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 conventfonal vehicles per mile (Li et al,
2015). Replacing conventfonal vehicles
with EVs reduces the urban heat island
effect, which can lower energy
consumptfon of air conditfoners and
reduce carbon emissions.
EV Charging Basics
EV owners typically charge at home and,
if offered, the workplace. If only one or
neither of these optfons are available,
drivers must rely on public charging
infrastructure. This is difficult with current
public charger availability in Santa
Monica.
There are three levels of EV chargers,
which charge at different rates depending
on the voltage:
Level 1 chargers (120V) are the
slowest and least expensive optfon.
They provide 2-5 miles of charge per
hour of charging tfme.
Level 2 chargers (240V) add about 10-
20 miles of ranger per hour of
charging tfme.
DC Fast chargers or Level 3 chargers
(480V) are the fastest charging optfon
available and will add 50-70 miles of
range in about 20-30 minutes.
Source: Department of Energy, Alternative Fuel Data Center
Figure 4: Average Annual Vehicle Emissions in California (Pounds of CO2e)
14 | CITY OF SANTA MONICA
The term “smart charger” refers to
chargers with network connectfvity.
Features include user notfficatfons when
charging is complete, payment collectfon
through an RFID or credit card reader,
demand management, and maintenance
alerts for statfon hosts. All of the City’s
public chargers are currently “dumb
chargers”, which lack the above
capabilitfes.
Demand management refers to the
management of the electrical load. Most
smart charging statfons are capable of
managing electrical loads to prevent
strain on the grid and mitfgate peak
demand charges. Peak demands are
typically met by using fossil fueled power
plants, which increase greenhouse gas
emissions.
Santa Monica’s EV
History
Santa Monica first installed EV chargers in
the mid-90s and purchased some of the
original versions of electric vehicles for its
City fleet. Santa Monica residents have
also been early adopters of electric
vehicles and have been strong advocates
for expanded EV charging infrastructure.
Many residents would like to purchase
electric vehicles but lack charging optfons
— partfcularly those living in MUDs.
In 2016, Santa Monica committed to
becoming a carbon neutral city by 2050 or
sooner. In order to achieve this, the
community will need to drastfcally reduce
its use of fossil fuels by electrifying vehicle
transportatfon, encourage actfve modes
of transportatfon, and transit.
Walking and biking are the optfmal forms
of mobility, followed by transit and
shared mobility services. For trips that stfll
need to be made by vehicle,
electrificatfon is essentfal to achieving
greenhouse gas reductfon targets and
cleaner air.
The City’s Role
Demand for electric vehicles is rising
quickly in California citfes due to a variety
of factors:
Decreased cost of EVs
Increased driving range of EV batteries
Rebates and tax credits
Volatflity of gas prices
Increased make and model optfons
Increased environmental awareness
Increased availability of public
chargers
Increased installatfon of solar
Additfonal benefits, i.e. HOV privileges,
free metered parking
Santa Monica’s goal to expand electric
vehicle adoptfon aligns with state and
regional goals to reduce fossil fuel
combustfon and greenhouse gases. A
series of new and upcoming funding
opportunitfes at the federal, state, local,
and utflity level provide unprecedented
ELECTRIC VEHICLE ACTION PLAN | 15
opportunitfes to expand the EV charging
network in Santa Monica.
The City has several unique roles in
facilitatfng EV infrastructure deployment
and EV adoptfon:
Procurement: Public charging statfons
and fleet vehicle purchases
Regulatory: Permitting, building &
zoning codes, electric utflitfes.
Market Facilitatfon: Rebates &
Incentfves
Ownership: Leveraging city owned
property for public EV parking and
charging, e.g. public parking lots and
street parking
Stakeholder engagement: residents,
property owners, City staff, & utflitfes
The EV Challenge
As the City supported the proliferatfon of
EVs within its own operatfons and
throughout the community, Santa Monica
has seen an increased demand for public
charging statfons and, in partfcular charging
for residents who live in multf-unit dwellings
(MUDs). Increasingly, competftfon for
charging statfons between City vehicles and
resident vehicles has generated tension in
the electric vehicle community. Limited
road way and curb space for the many users
creates competftfon that will be amplified
by the necessary actfons of designatfng EV
charging spaces.
EV owners typically use private chargers if
offered, but if not, they utflize the limited
public charging facilitfes. Challenges are
greatest for residents in MUDs because
they often lack dedicated parking or
adequate electrical capacity to support EV
charging. Unsupportfve landlords and
prohibitfve installatfon costs can be
additfonal barriers. Challenges vary based
on the size and ownership models of
different MUDs. (See Appendix II: MUD Case
Studies and Best Practfces for EV Charging.)
Santa Monica’s existfng public infrastructure
is outdated and inadequate for the current
and future demand of residents and City
fleet vehicles. As EV charging develops,
there is more demand on the grid, changing
the overall power demand profile . Thus,
smart grid systems will be needed to modify
behavior change.
EV ownership requires thoughtiul planning
and investment in order to support regular
charging needs. The electrical infrastructure
of our buildings and our utflity grid were not
designed to handle additfonal electrical
demand of EV charging today.
Supportfng and maintaining the
infrastructure also requires coordinatfon
amongst various City departments/divisions
and other government entftfes responsible
for providing energy. Upgrading
infrastructure to support EV charging
requires coordinatfon with the utflitfes and
can incur significant hidden costs in additfon
to the equipment and installatfon fees.
16 | CITY OF SANTA MONICA
Image source: Noun Project; Car by Tracy Tam; Electric Equipment by Prosymbols; Building by Nicholas Menghini; Pylon by Arthur Shlain
Figure 5: Cost Ranges for EV Charger Installation
($300-$6,500) ($180-$4,600) ($60-$2,000) ($274-$33,500)
Cost estfmates 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 estfmates for all other stages of installatfon were obtained from the UCLA Luskin Center for Innovatfon’s 2016 report, Overcoming Barriers to Electric
Vehicle Charging in Multi-unit Dwellings: A South Bay Case Study.
Cost of Charging Can Vary Greatly
ELECTRIC VEHICLE ACTION PLAN | 17
Hierarchy of Mobility
& Low-Carbon Living
Santa Monica is working to encourage
people movement instead of car movement
by creatfng a healthy connected city that
enables safe and convenient walking,
biking and transit use. The shift will also
help reduce the number of traffic-related
fatalitfes under Vision Zero.
Walking and biking are the optfmal forms of
mobility, followed by transit and shared
mobility services, which can be powered by
low-emission fuels or electric. Single-
occupancy vehicles are the least preferred
optfon as they contribute traffic and
pollutfon.
Increasing actfve transportatfon and
switching to electric vehicles from
traditfonal fuel combustfon vehicles
benefits the environment by reducing
“upstream emissions” and pollutfon.
According to the American Lung
Associatfon, (ALA) “Passenger vehicles
impact health through their tailpipe
emissions and their fuel productfon
process, or ‘upstream; emissions. Tailpipes
emit harmful emissions that create ozone
and partfculate matter pollutfon, as well as
greenhouse gases, which cause climate
change” (ALA Clean Air Future 2016, pg. 8).
This EV Actfon Plan focuses on
electrificatfon of the personal vehicles that
remain in use, which is one of many
strategies the City is taking to reduce
carbon emissions from the transportatfon
sector.
18 | CITY OF SANTA MONICA
What about the Big
Blue Bus and other
large vehicles?
The Big Blue Bus (BBB) has a strong
commitment to sustainability. BBB became
one of the country’s first municipal transit
authoritfes 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
reductfon compared to the previous year.
The BBB is conductfng an electrificatfon
feasibility study to eventually transitfon to
an electrified fleet. The BBB may also be
eligible to apply for SCE’s Electric Transit
Make-Ready Program if the Transportatfon
Electrificatfon proposal is approved by the
California Utflitfes Commission (Appendix
VI).
Transit electrificatfon requires extensive
planning and is one of multfple pathways
to achieve emissions reductfons. The
electrificatfon of medium- to heavy– duty
vehicles is an important part of wide scale
emissions reductfons, however the EVAP
focuses primarily on light-duty passenger
vehicles due to the vastly different charging
requirements for medium– and heavy-duty
electric vehicles.
The City’s Fleet Management Division is also
reviewing optfons for electric and hybrid-
electric fleet vehicles as they enter the
marketplace.
ELECTRIC VEHICLE ACTION PLAN | 19
Goal
300 smart
charging
stations
by 2020
We envision a wholly decarbonized
transportatfon system in which
people choose to walk, bicycle, and
take transit, and when driving,
choose electric vehicles. The City
aims to support EV drivers—
residents, visitors and City fleet–
with a sophistfcated network of
public and private chargers that is
financially sustainable, provides
equitable access, and synergizes
with modern technology.
The City aims to have a uniform
public network of approximately
300 smart chargers by 2020. These
statfons will be strategically located
throughout the city near residentfal
neighborhoods, commercial areas,
parks, libraries, and beach lots,
among other facilitfes.
Comprehensive policy support, local
promotfonal programs, and
adequate charging infrastructure are
three essentfal components of a
robust EV network.
The purpose of this document is to
provide a strategic vision and actfon
plan that will implement policies,
projects and programs acceleratfng
the adoptfon of electric vehicles.
EV Action Plan Vision
20 | CITY OF SANTA MONICA
Public Infrastructure: Modernize
and expand public EV infrastructure
to improve user experience and
sustain operations.
EV Action Plan Priorities
Private Charging: Increase EV
Charging for Multi-Unit Dwellings
(MUDs) and Workplaces.
Public Policy: Update parking
policies and practices for efficient
charging station use.
Community Outreach: Develop EV
outreach programs and resources
for residents and businesses.
ELECTRIC VEHICLE ACTION PLAN | 21
Global EV sales more than doubled
between 2014 to 2016. Countries including
India, the U.K, France and Norway have
pledged to phase out fossil-fuel powered
vehicles in the coming decades.
Volkswagen plans to invest $84 billion in
electric cars and batteries and aims to
bring 300 EV models to the global market
by 2030.
Automakers such as Volvo, Lincoln, VW,
Jaguar and Land Rover recently announced
plans to electrify their entfre fleet.
Natfonally, EV sales rose 37% in 2016 from
the previous year (Raiper, 2017); however,
as of November 2016, EVs accounted for
less than 1% of all cars on the road (Sierra
Club, 2016). In Santa Monica, EVs
accounted for approximately 2% of all cars
on the road. More than 50% of all EV sales
in the U.S. occurred in California (Raiper,
2017).
In July 2016, the White House released a
set of federal and private sectfon actfons
to accelerate electric vehicle adoptfon in
the U.S. As part of these federal actfons,
the Department of Energy (DOE) Loan
Program Office (LPO) issued a supplement
to its Title XVII Renewable Energy and
Efficient Energy (REEE) Projects
Solicitatfon, clarifying that certain electric
vehicle (EV) charging facilitfes—including
associated hardware and software– are
now eligible to receive funds. The
solicitatfon can provide up to $4.5 billion in
loan guarantees to support innovatfve
renewable energy and energy efficiency
projects.
State legislatfon signed in recent years is
supportfng EV drivers through incentfves,
priority parking, and mandatory charge-
ready requirements in new buildings.
Local programs such as AltCar are raising
California EV
charging
infrastructure
increased by
more than 50%
from 2015-2016.
The EV Landscape
1 California Energy Commission, 2016 Congressman Ted Lieu, 2016 AltCar
22 | CITY OF SANTA MONICA
awareness and educatfng the community
on EV policies, technologies, and the
status of the EV industry.
Statewide EV charging has increased by
more than 50% (California Energy
Commission, 2016). As battery ranges
increase and vehicle prices drop, more
drivers are choosing plug-in hybrids or
pure battery electric vehicles compared
to non-plug-in hybrids. As of June 2017,
EVs (PHEVs and BEVs) represented 4.8%
of the State market share.
The introductfon of lower cost, long-
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
expectfng an additfonal 20-25 BEVs with
over 200 miles of 100% electric range in
the next five years. These longer range
EVs will likely mitfgate range anxiety and
lead to greater adoptfon.
In California, there are around 20 models
of locally available EVs (including both
PHEVs and BEVs), which is significantly
higher than most states in the U.S. (Clean
Technica, 2016). This number could
increase to over 100 in the coming years
as automakers such as General Motors,
Ford, and Nissan announce the launch of
new BEV and PHEV models.
Prices range from approximately $24,000
for a Mitsubishi i-MiEV to $140,000 for a
Tesla Model X. Battery range starts at 59
miles per charge for the Mitsubishi i-Miev
and reaches 289 miles for a Tesla Model
X (Green Car Reports, 2016).
The State of California has several goals
and supportfng legislatfon that will
contfnue to incentfvize EV adoptfon:
Reduce carbon intensity of vehicle
fuels by 10% by 2020
Increase EV ownership to 1.5M by
2025
Increase EV sales to 15% of all
vehicles sales by 2025
Reduce greenhouse gas emissions
40% below 1990 levels by 2030
Source: California Auto Outlook, May 2017
Fig 6: California Hybrid and Electric Vehicle Market Share
ELECTRIC VEHICLE ACTION PLAN | 23
Local EV Policies,
Plans & Programs
Policies
Rent Control (2013): Amendment to
Regulatfon 3201
In order to allow EV charging in rent-
controlled apartment buildings, the Rent
Control Board amended Regulatfon 3201 to
create separate agreements for EV charging
in long-term controlled or
vacancy-controlled tenancies.
Municipal Code 8.106.100 (2016): Residentfal
Electric Vehicle Charging
Additfons to Chapter 8.106 of the Green
Building Standards Code include
requirements for multf-family dwellings and
buildings of mixed-use occupancies to
prepare for future EV charging. New
electrical service panels installed in multf-
family dwellings with parking facilitfes must
include a load of ten kilowatts per five
percent of the parking spaces provided.
Zoning Update (2015): New Development,
Remodel or Expansion
Under the updated Zoning Code, all new
development, including remodels or
expansions, must have one charging statfon
for every 25-49 parking spaces and two
charging statfons for 50-99 parking spaces.
One additfonal charger is required for each
additfonal 50 spaces. The update specifies
locatfon, design, and signage guidelines as
follows:
Signage shall be installed designatfng
spaces with charging statfons for electric
vehicles only.
If the parking spaces are not being used,
a written request may be made to the
Director for parking spaces for general
usage for a specific tfme period.
Charging statfons and associated
equipment or materials may not
encroach on the minimum required clear
areas from driveways,
parking spaces, garages or maneuvering
areas.
Charging statfons shall be installed
adjacent to standard size parking spaces.
Charging statfons shall be adjacent to a
designated parking space. In a Single-
Unit dwelling project, the statfon may be
in the rear half of the parcel if evidence
is presented to the Director that the
usage of the charging statfon will not
block access to any additfonal parking
spaces.
Other policies supportfng EVs in Santa
Monica
Free charging at all parking structures
and public EV charging statfons
Free metered parking
Access to HOV lanes (State law)
Lower electric rates for EV charging
(utflity – Southern California Edison)
Free permits for EV charging statfons
Fleet procurement goals for alternatfve-
fueled vehicles (including compressed
and liquefied natural gas)
24 | CITY OF SANTA MONICA
Plans
Adding EV charging infrastructure in Santa
Monica supports existfng goals outlined in
the Sustainable City Plan, 15x15 Climate
Actfon Plan, Downtown Community Plan,
and the Land Use Circulatfon Element.
The Sustainable City Plan has goals to
increase clean air vehicles as a percentage
of total vehicle ownership annually and to
increase the percentage of fleet vehicles
operatfng on alternatfve fuels to 80% by
2020.
Santa Monica adopted a short-term
15x15 Climate Actfon Plan in 2013 with a
goal to reduce citywide greenhouse gas
emissions 15% below 1990 levels by 2015.
Significant reductfons in energy usage in
the building and transportatfon sectors
helped surpass this goal with a 20%
reductfon of emissions below 1990 levels.
Since 64% of city-wide emissions are stfll
generated by the transportatfon sector,
this represents a large opportunity to
further reduce emissions through greater
adoptfon of electric vehicles. The City is
working with community and expert
stakeholders to develop a new Climate
Actfon and Adaptatfon Plan that will
outline steps to create a carbon neutral
city by 2050. EV adoptfon is secondary to
increasing actfve transportatfon.
The Land Use Circulatfon Element (LUCE)
identffied the need for managing the
number of new vehicle trips, proactfvely
pursuing greenhouse gas reductfons
through fuel shift and actfve
transportatfon. The LUCE is a key
component of the City’s overarching
Mobility Strategy, which aims to shift how
people move around Santa Monica by
making sustainable optfons more
convenient and accessible.
The Downtown Community Plan (DCP) is
guided by the LUCE vision for a thriving,
mixed-use urban environment. The DCP
prioritfzes the pedestrian experience and
a well-connected, efficient transportatfon
network.
Programs
Santa Monica’s annual AltCar Conference
and Expo began in 2005 and has grown
each year, bringing together industry
professionals and the public to discover
new alternatfves to energy and
transportatfon. Conference partfcipants
can attend panel discussions with industry
leaders and all Expo visitors have the
opportunity to test drive a range of EV
and fuel cell models.
Offering test drives has proven to be
partfcularly effectfve at rising interest in
purchasing EVs. A pre/post fair survey
found that test ride partfcipants were
76% “more likely” to consider buying an
EV after the test drive (CA PEVC, 2016). A
few month later, 15% had purchased one
(55% saying the test drive was a “very
important” part of the decision) and 94%
had spread the word (Plug In America,
2016).
ELECTRIC VEHICLE ACTION PLAN | 25
Funding &
Resources
State Funding Opportunitfes
Citfes and utflity providers throughout
California have developed programs to
facilitate EV adoptfon through rebate
programs, free charging statfon
installatfons, tfme-of-use rates, and
outreach.
In additfon, the introductfon of CalGreen
code and Assembly Bill 1236 also assisted
in the adoptfon of EVs by requiring new
buildings to be EV charge ready. The bill
required streamlining the permitting
process to make it easier for prospectfve
EV buyers to understand the
administratfve burden and the cost of
installing EVSEs before purchasing an EV.
In October 2016, the U.S. government
granted final approval of a $14.7B
settlement against Volkswagen (VW) for
equipping more than 500,000 diesel
vehicles to cheat U.S. vehicle emissions
tests in violatfon of the Clean Air Act.
Volkswagen will spend $10 billion on
vehicle buybacks and $4.7B to mitfgate
the pollutfon from these cars and invest in
green vehicle technology.
California will receive $800M from the
VW settlement to dedicate to EV
investment plans, which will be approved
by the California Air Resources Board.
$200M will be allocated within 30 months
of the settlement effectfve date (October
25, 2017). 35% of funds in California will
go towards disadvantaged communitfes.
Volkswagen is required to invest in EV
infrastructure to promote and advance
the use of EVs; eligible actfvitfes also
include outreach, educatfon and
investment in fleet vehicles. The Southern
California region is expected to be eligible
for a significant portfon of this funding
due to its large populatfon, however
specific regional funding amounts have
yet to be determined.
The California Energy Commission (CEC)
has also approved up to $200M for
statewide charging installatfons as part of
the Alternatfve and Renewable Fuel and
Vehicle Technology Program, which
supports sustainable transportatfon and
greenhouse gas reductfons goals. In April
2017, the CEC awarded a $15M grant to
San Diego-based Center for Sustainable
Energy to develop and implement an
initfatfve to install EV charging statfons
statewide by creatfng financial incentfve
projects.
In May 2017, the California Air Resources
Board (CARB) announced $6M in funding
to implement a Financing Assistance Pilot
Project for FY 2016-2017. The project is
funded by the Low Carbon Transportatfon
program and is intended to accelerate EV
adoptfon among lower-income
consumers.
The goal is to help improve access to
affordable financing mechanisms,
including a vehicle price buy-down
coupled with a low interest loan to
26 | CITY OF SANTA MONICA
qualified lower-income consumers to
purchase advanced technology clean
vehicles. The solicitatfon was open to
federal, state, and local government entftfes
through July 2017.
In September 2017, the approval of AB 134
appropriated $140M funds to the Clean
Vehicle Rebate Project for the 2018-19 fiscal
year. New funding sources will also be
available under the Greenhouse Gas
Reductfon fund, which receives funding
from the state’s recently extended cap-and-
trade program.
Funding is also available under the Mobile
Source Air Pollutfon Reductfon Review
Committee (MSRC) Clean Transportatfon
Program. The program accelerates
implementatfon of the SCAQMD’s 2016 Air
Quality Management Plan. Citfes and
countfes can direct MSRC funds toward zero
and near-zero emission vehicles, charging
infrastructure, and EVSE installatfons.
Utflity Funding Opportunitfes
Southern California Edison (SCE), Santa
Monica’s electrical utflity provider, is
supportfng transportatfon electrificatfon
by offering programs like the Clean Fuel
Reward. This program offers rebates to
EV owners, making electric fueling more
affordable through special EV charging
rates, and increasing awareness of the
benefits of electric transportatfon. SCE
previously offered the Charge Ready pilot
to increase charging infrastructure at
multf-unit dwellings and commercial
sites.
In January 2017, SCE submitted a
proposal for a $570M Transportatfon
Electrificatfon program subject to
approval from the California Public
Utflitfes Commission (CPUC). The
program aims to help grow the
transportatfon electrificatfon market over
a five-year period for medium and heavy
duty EVs and to help reach statewide
greenhouse gas reductfon goals. The
proposal includes rate designs to
incentfvize EV adoptfon, a customer
ELECTRIC VEHICLE ACTION PLAN | 27
rebate for residentfal charging statfon
installatfons, and monetary rewards for
ride service and taxi drivers who drive
EVs. See Appendix VI for more details.
There are a number of funding resources
for EV ownership and EVSE installatfon
from the federal level down to the local
utflity. However, many of these resources
are not well known and can be dauntfng
for property owners and first-tfme EV
buyers. Santa Monica aims to help guide
residents through this process by creatfng
a clearinghouse of informatfon and
resources (priority #4).
In the likely event that the City
implements a Community Choice
Aggregatfon (CCA) program, which allows
Santa Monica to buy electricity generated
by more renewables for the residents and
businesses, there will additfonal
opportunity to incentfvize EVs.
For example, the Sonoma Clean Power
CCA partner with EV and EV charger
manufacturers to provide substantfal
incentfves for their customers. Sonoma
Clean Power is offering an additfonal
$2,500 incentfve to purchase Nissan Leafs
and BMW i3s while funding lasts. Low-
income customers can receive incentfves
up to $5,000 in additfon to state and
federal rebates.
Many of the existfng resources are
oriented toward property owners with
adequate resources to deploy their own
EV infrastructure. To date, there are
minimal optfons for commercial and
residentfal tenants who wish to install
EVSE, but cannot due to insufficient
electrical service capacity or dedicated
spaces to charge. Lack of funding only
makes matters more challenging.
28 | CITY OF SANTA MONICA
Table 1: EV and EVSE Programs and Funding Opportunities
Administrator Program Description
California Air Resources
Board Clean Vehicle Rebate Project Offers rebates of $1,500-$2,500 for purchasing or leasing zero-emission vehicles.
South Coast Air Quality
Management District
Replace Your Ride Program Offers incentives ranging from $2,500 up to $4,500 to replace old, polluting vehicles with cleaner
vehicles, depending on income level and type of vehicle purchased.
Residential EV Charging
Incentive Pilot Program
Provides up to $250 for the cost of hardware for Level 2 residential chargers. An additional
incentive of up to $250 is available for low-income residents.
Mobile Source Air Pollution
Reduction Review Committee
(MSRC)
The Mobile Source Air Pollution Reduction Review Committee (MSRC) recently approved $21
million for cities and counties within the South Coast air district to invest in local clean vehicle, fuel
and transportation projects through its new Local Government Partnership Program.
Southern California
Edison Clean Fuel Rewards Program
SCE offers a $450 purchase rebate for battery-electric vehicles and plug-in hybrid vehicles to all
utility customers in its service territory. The rebate applies to new purchases and up to the third
owner of a particular car. Funds come from the state’s Low Carbon Fuel Standard Program.
City and State
Government PACE Financing A property tax assessment creates a loan to pay for EVSE equipment and installation costs that can
be repaid over a fixed term. The EVSE and PACE loan becomes tied to the property.
California Energy
Commission
California Capital Access
Program (CalCAP) EV Charging
Station Program
Offers EV infrastructure loans (up to $500,000) with up to 15% rebates for small business owners
and commercial landlords who install electric vehicle charging stations for employees, clients or
tenants.
Alternative and Renewable
Fuel and Vehicle Technology
Program
The CEC awarded a $15 million grant to the Center for Sustainable Energy to develop and
implement an initiative to install more electric vehicle charging stations statewide by creating
financial incentive projects. (2017)
Environmental Protection
Agency EV Charging & Solar Initiative Provides free technical assistance to assess and secure EV charging stations and/or solar PV
systems at workplaces, including non-profits, colleges, government, and private sector companies.
Volkswagen Electrify America
$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
promote increased ZEV usage (approximately $44 million), (3) Public Education initiatives
(approximately $20 million), and (4) Access initiatives like ride‐and‐ drive events.
ELECTRIC VEHICLE ACTION PLAN | 29
Case Studies: Utflity & Air District Programs
Southern California Edison Charge
Ready Program
In 2016, Southern California Edison (SCE)
launched a pilot program to fund
infrastructure and rebates for 1,000-
1,500 charging statfons for multf-family,
work, fleet, and destfnatfon charging.
The pilot funded the installatfon of
“make-ready” infrastructure and was
offering rebates between 25% to 100%
of the charging statfon costs.
However, program eligibility
requirements limited the ability of small
and medium sites to partfcipate in the
program. In 2018, SCE will propose an
additfonal program aimed at this sector.
San Francisco Bay Area Charge!
Program
San Francisco’s Bay Area Air Quality
Management District (BAAQMD) Charge!
Program offered $5 million in grant
funding for the installatfon of electric
vehicle charging statfons at Bay Area
transportatfon corridors, workplaces,
MUDs, and trip destfnatfon locatfons. The
Transportatfon Fund for Clean Air funded
this program and applicatfons closed in
January, 2016. The program was created
to help meet the regional EV deployment
goals of 110,000 EVs by 2020 and
247,000 EVs by 2025.
San Diego Gas & Electric Power Your
Drive Program
San Diego Gas & Electric (SDG&E),
launched a new pilot program, Power
Your Drive, in early 2016. The California
Public Utflitfes Commissions (CPUC)
authorized SDG&E to install up to 3,500
EV charging statfons in MUDs and
businesses throughout its service area. A
minimum of 10% of the statfons will be
located in disadvantaged communitfes.
The program requires a minimum of 10
statfons to be installed, similar to the SCE
ChargeReady program. This minimum
requirement may not be as large of a
barrier in San Diego due to a lower
populatfon density and smaller
percentage of MUDs compared to Santa
Monica.
30 | CITY OF SANTA MONICA
1.5 million
zero-emission
vehicles by
2025
ELECTRIC VEHICLE ACTION PLAN | 31
Who Has Access?
Almost three-quarters of Santa
Monicans are renters, according to
the 2010 Census.
Access to resources and informatfon
are paramount if EV charging is to
become an optfon for renters.
The following diagrams outlines which
programs are available to residentfal
and commercial property owners, EV
drivers who rent their propertfes, and
municipal funding optfons.
Targeted incentfves and resources are
necessary in order to reach the renter
populatfon.
Figure 7: EVSE Resources and Programs
32 | CITY OF SANTA MONICA
EV Ownership
EV ownership has increased steadily
throughout the U.S., and partfcularly in
California since 2010. California citfes and
towns represented approximately 65% of
natfonal EV sales in 2015, and this rate is
expected to grow (ICCT, 2016).
In Santa Monica, there were 1,428
registered clean air vehicles in 2016
(including fleet vehicles), a drastfc
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). Cumulatfve 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 imperatfve
for the City to provide more public
charging statfons.
The following numbers and charts reflect
existfng and predicted EV ownership and
charging statfon inventory in Santa
Monica.
Type Qty
Plug-In Hybrid Electric Vehicle 601
Battery Electric Vehicle 708
City-Owned Electric Vehicle 119
Total registered EVs 1,428
Figure 8: 2011-2016 EV Purchases in Santa Monica
Source: UCLA Luskin Center for Innovatfon, May 2017
Table 2: Registered EVs in Santa Monica (2016)
Charging in Santa Monica: Today and Tomorrow
ELECTRIC VEHICLE ACTION PLAN | 33
Public EV Charging Statfons
The City currently has 83 charging ports
available at 64 charging statfons (53
single-ports and 11 dual-ports). The
majority of charging statfons are located
in City-owned parking structures and
surface lots, and two charging statfons
are located on-street on Montana Ave.
The dual-port chargers at the Civic
Center Structure were provided by UCLA
through a research project. All statfons
see a high amount of usage and staff
regularly receives requests to add more
charging statfons.
All charging is currently provided to the
public free of charge. Varying brands,
models and vintages of EV charging
equipment have been deployed,
providing no consistency nor establishing
any standard for maintenance. None of
the existfng EVSE have communicatfons,
remote monitoring/control or cost
recovery capabilitfes. Due to the
technology, staff does not have any
metrics on usage, outages or cost, nor
any means of enforcing turnover when
parking or charging limits have been
reached.
As of fall 2017, 34 new charging ports
were pending at various parking lots and
structures across Santa Monica at various
stages of development. These chargers
should be operatfonal before the end of
2017. If all pending and requested
statfons are approved and installed, the
City will operate a network of 133
charging ports by the end of 2017.
Statfon Ownership Total port
connectfons
City-Owned Public 83
City Fleet-Use only 14
Commercial & Residentfal 227
Total 324
2017 Nissan Leaf
Source: Nissan USA
Table 3: Citywide EV Charging Station Inventory
34 | CITY OF SANTA MONICA
Table 5: 2017 Pending Installations of New Charging Stations
Table 4: Existing Public Charging Stations
Location Street Address Dual-port
Stations
Single-port
Stations
Total Available
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)
Virginia Avenue Park 2200 Virginia Ave (Pico
Blvd side) - 3 3
Virginia Avenue Park 2200 Virginia Ave
(Virginia Ave side) - 2 2
Santa Monica Airport 3223 Donald Douglas
Loop South 1 2 4
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* 1136 4th St 2 - 4
5th Street Lot 5th & Santa Monica 1 - 2
Total 18 53 89
Location Address Dual-port
Stations
Total Available
Ports Status
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
*Parking Structure 9
stations will be operational
by end of Nov. 2017
ELECTRIC VEHICLE ACTION PLAN | 35
Figure 9: Existing and Pending Charging Stations
36 | CITY OF SANTA MONICA
City Fleet Charging
The City currently owns 119 fleet EVs and
nine dedicated charging statfons (14 total
connectfons). All fleet-only charging statfons
are located at the City Yards. Based on
existfng and antfcipated fleet parking
demand, charging statfons for fleet vehicles
are planned at the following municipal
locatfons shown in Table 6.
Currently, City fleet vehicles share public
charging infrastructure. This has created
increased demand and tension for EV
drivers who rely on the chargers for their
private vehicles. Providing dedicated
charging for City fleet vehicles will help to
alleviate this conflict.
Table 6: Municipal EV Fleet and Charging Stations
Office/Parking
Location
EVs to be Procured by Fiscal Year Existing
Chargers EVs 15/
16
16/
17
17/
18
18/
19
19/
20
Total EVs
by 2020
1212 5th St 0 1 1
1437 4th St 1 3 5 8
Airport 2 3 3
Arcadia 1 1 2
Cemetery 0 2 2
City Yards 14 21 7 9 5 1 43
Civic Parking Lot 12 10 1 1 12
Civic Parking Struc-
ture 17 25 13 6 44
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
Facility 34 1 14 1 50
Totals: 81 119 23 35 5 1 4 187
ELECTRIC VEHICLE ACTION PLAN | 37
Figure 10: Existing & Proposed Public Charging Stations
38 | CITY OF SANTA MONICA
Santa Monica’s success at early adoptfon
has catalyzed a demand for electric
vehicles so much that it has become
difficult to sustain without a structured
program or policy in place.
Frequent requests are made for more
public charging statfons and existfng
statfons are often full. Renters in multf-
unit dwellings (MUDs), struggle to
convince landlords to install charging
statfons and often lack off-street parking,
limitfng the ability of many to go electric.
Faced with a lack of infrastructure,
people are choosing not to go electric. In
order to support wide scale EV adoptfon,
Santa Monica must address these
barriers and provide resources to
facilitate access to charging facilitfes.
This plan was developed with research,
field data and expertfse in the EV
charging industry. It is aimed to provide
specific actfons that can be accomplished
within a short amount of tfme and yield
measurable results.
Demand for EV charging has surpassed
the supply of charging statfons and will
contfnue to grow. Santa Monica’s current
EV infrastructure lacks the capability to
manage usage, promote turnover, track
electricity consumptfon, monitor system
performance, communicate with
administrators and users, and sustain
itself financially. This inhibits the City’s
ability to adequately catalyze a large
network of charging infrastructure.
This plan is organized into four prioritfes
with recommended actfons to overcome
barriers to EV adoptfon:
Public Infrastructure: Modernize
and expand public EV
infrastructure to improve user
experience and sustain
operatfons.
Private Charging: Increase EV
Charging for Multf-Unit Dwellings
(MUDs) and workplaces.
Public Policy: Update parking
policies and practfces for efficient
charging statfon use.
Community Outreach: Develop EV
outreach programs and resources
for residents and businesses.
EV Action Plan Recommendations
ELECTRIC VEHICLE ACTION PLAN | 39
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40 | CITY OF SANTA MONICA
Add new smart chargers to the network; retrofit or
replace legacy chargers with “smart” chargers.
Develop a fee structure that recovers operatfons and
maintenance costs, encourages user turnover, and
supports community EV programs.
Earn credit revenue by partfcipatfng in the state Low
Carbon Fuel Standard program.
Add charging statfons for City fleet facilitfes.
Explore innovatfve EV charging technologies to
integrate into Santa Monica’s EV charging network.
Explore DC fast charging optfons where appropriate
and feasible.
Develop guidelines and standards to support
charging for e-bicycles and neighborhood electric
vehicles.
Public Infrastructure:
Expand and modernize
public EV infrastructure
to improve user
experience and sustain
operations
ELECTRIC VEHICLE ACTION PLAN | 41
a) Add new smart chargers to the network;
retrofit or replace legacy chargers with
“smart” chargers.
Expanding the charging network will
include a multf-faceted approach and a
range of site locatfons, including surface
lots, parking structures, parks, libraries,
and curbside charging. Cumulatfve EV
sales are expected to surpass 3,000 by
2020. Expanding the network to 300
statfons will provide much need charging
access to support growing demand.
Reaching our goal of 15% EVs by 2025 will
mean 10,000 EVs on the road. The long-
term goal of 1,000 chargers by 2025 will
help reach a ratfo of approximately 1
public charger for every 10 EVs
(compared to the existfng ratfo of 0.07
chargers per 10 EVs).
Plug In America projects that a 10%
increase in EV sales results in 6% more
public charging, creatfng a virtuous cycle
of demand. A similar report found that
installing infrastructure can be three
tfmes as cost effectfve as providing
financial incentfves for EV purchases (Plug
In America, 2016).
Santa Monica has installed over 70 level 2
publicly available EV charging statfons to
date, with a total of 89 available port
connectfons (some statfons multfple
charging ports). This early leadership has
also brought growing pains. Over 10 years
later, most of the existfng public and fleet
chargers are outdated and “dumb” –
without any communicatfons, monitoring,
controls or cost recovery capabilitfes.
Several chargers in the City’s portiolio are
obsolete. There are various brands and
models of chargers, offering no
consistency for the user or maintenance
staff.
This lack of consistency hampers the
City’s ability to expand charging citywide.
Upgrading the existfng public charging
network with smart statfons would enable
Santa Monica to address these issues and
establish a uniform technology for
managing the existfng system and future
growth.
Evolving charging technologies and
services provide a new level of customer
service and management capabilitfes for
both operators and users. Tracking
energy usage is necessary to analyze
electricity usage and costs, observe
charging behavior, and collect payment.
Monitoring capabilitfes allow statfon
managers to quickly identffy operatfons
and maintenance requirements, and
monetfze the emissions-reductfon benefit
through the State’s Low Carbon Fuel
Standard program, which can reduce
costs. Some smart charging technologies
can determine when statfons are not in
use and divert the power to occupied
statfons, rather than blocking the
amperage when not in use.
Table 7 shows the recommended project
phases to add and upgrade EV chargers.
Most new statfons will be level 2 statfons,
which are the most common type of
42 | CITY OF SANTA MONICA
statfons. Level 2 chargers typically charge
through 208-240 volt electrical service
and require a dedicated circuit of 30-40
amps. Depending on the battery size,
level 2 charging adds around 10-20 miles
of range per hour of charging tfme.
In additfon, installing Level 1 110-volt
outlets is a low-cost optfon to provide
charging for electric bikes and
neighborhood electric vehicles.
System Upgrade and Replacement Costs
The costs to replace the existfng EVSE and
add new statfons are largely dependent
on the extent of electrical services
needed. Dual-port charging units are
preferred to single-port units due to
lower installatfon and maintenance costs
and smaller space requirements.
Dual-port EVSE smart charging units
typically cost between $2,500-$4,500.
Previous installatfon costs for existfng
public chargers in the City’s parking
structures and surface lots ranged from
$5,000-$15,000 per unit (Table 8). These
costs vary widely depending on the
distance to the electrical service panel
and the difficulty of the electrical run. The
installatfon costs to replace existfng
statfons will be significantly lower than at
new sites without the electrical wiring
and conduit already in place.
Total costs and funding estfmates to
expand the EV charging network are
outlined in the Implementatfon sectfon.
Upgrade optfons may also include
equipment lease, alternatfve financing,
and advertfsing/sponsorships to offset
costs. Grant funds will be sought when
available.
b) Develop a fee structure that recovers
operatfons and maintenance costs,
encourages user turnover, and supports
community EV programs.
Free EV charging incentfvized early EV
adoptfon. As the State and City aim to
Table 8: EV Charging Station Installation Costs for Existing Stations
Location Type Price Range Average Installation Cost
Parking Lot $5,000-$15,000 $10,492
Parking Structure $10,000-$13,000 $11,693
Parks $8,500-$15,000 $11,707
Table 7: Proposed 3-Year Infrastructure Plan
Project Phase Proposed
Chargers
Phase I: 2017 Installations 30
Phase II: 2018 Off-street (Libraries,
Parks, Lots) 41
Phase IIIA: 2018-2020 Curbside
Stations 69
Phase IIIB: 2018-2020 Streetlight
Stations 25
Phase IIIC: 2018-2020 Public/
Private
Partnerships
25
Phase IIID: 2018-2020 DC Fast
Charging Stations 10
Phase IV: Retrofit existing stations
(ongoing) 87
TOTAL Public Chargers 287
Civic Center Fleet Charging 31
TOTAL Chargers 318
ELECTRIC VEHICLE ACTION PLAN | 43
reach California’s 2025 goal for wide scale
EV deployment, cost recovery (charging a
fee) will be an essentfal tool to
adequately maintain a limited resource
for drivers as well as recoup operatfonal
costs. It is estfmated that the City’s
electricity costs for public charging are
approximately $260 per charger per year,
or $21,00 total for all 81 chargers
currently available.
A tfme-of-use (TOU) fee per kWh is the
recommended model for Santa Monica
because it is the most equitable. TOU
rates vary based on the tfme of day and
season. Higher rates are charged during
peak demand hours and lower rates
during off-peak hours to incentfvize use
during periods of lower demand.
Within a given hour, vehicles can
consume anywhere from 3 kW to 7 kW.
This variatfon is due to different battery
sizes, which can be most accurately
reflected by a kWh fee. Fees can be set to
vary by users, with different rates
programmed into the smart charging
statfons (e.g. fleet vehicles, resident rates,
etc.).
Cost recovery supports the expenses
related to:
Electricity consumptfon (kWh)
Electricity demand (kW)
Leasing or purchase of equipment
Installatfon labor
Maintenance & repair
Networking & communicatfon service
Financial transactfons
Tracking & reportfng data
Expansion of infrastructure
Cost recovery also provides a means of
ensuring turnover so that there can be
adequate charging access for all drivers.
Charging a nominal fee for electricity,
tfme or some combinatfon thereof,
disincentfvizes “accessory charging”, or
charging vehicles simply because the
service is available, rather than a
necessity.
Pricing policies that implement fees for
parking after 3-4 hours encourage higher
utflizatfon of publicly accessible statfons.
Users that are done charging are
motfvated to move their vehicle to allow
for other vehicle drivers to charge at the
charging spots. The City has separate Fee
and Fine schedules/resolutfons, which will
need to be considered.
Managing the length of stay at charging
statfons can also be achieved through
signage, parking enforcement, and/or an
additfonal per-hour occupancy fee for
vehicles connected beyond the allotted
tfme. This will open up charging statfons
to drivers who have a greater need to
charge and are willing to pay for the
electricity.
Cost recovery models can be summarized
in the following categories:
The Prepaid Model allows EV owners to
prepay a fixed amount for unlimited
access to EVSE within the network.
The Cell Phone Model offers EV drivers a
combined home and public charging
optfon. In this model, the site hosts’
44 | CITY OF SANTA MONICA
infrastructure costs are substantfally
lower, but the vendor has exclusive
access to the site for a specified length of
tfme, limitfng the optfons for the users.
The Gas Statfon Model allows EV owners
who are not in a network to be charged a
per session fee – e.g. $2 per hour or
$0.25/kWh per session.
The Hybrid Model entails a partnership
between network operators and site
owners. Network operators lease parking
spaces from the site owner and incur
operatfng costs. The operator also retains
the revenue collected (similar to a
vending machine operator).
Of these various methods, staff has
identffied the Gas Statfon Model as the
most appropriate and convenient optfon
for use in Santa Monica. There is no
network membership required. Several
methods of payment should be available
to EVSE users. Available methods of
payment may include RFID card,
smartphone and app authentfcatfon, pass
code or credentfals, or credit card (on the
statfon or by telephone).
Pricing Structure
The next component of cost recovery is
the pricing structure. Pricing structure
optfons applicable to the Gas Statfon
Model include:
flat fee per hour
fee per kWh
differentfal fee per hour
fee per session
The flat fee per hour and the fee per kWh
are the most common pricing structures
for EV charging. A flat fee per hour most
common among private charging statfons
and municipalitfes because it is simple,
provides stronger incentfves against
overstaying, and is more profitable. The
following data provide an overview of
statewide and regional EV charging rates
at public facilitfes:
Almost 70% of all California public
agencies that provide EV charging
charge a fee.
Out of the 142 CA public entftfes that
charge a fee, almost 40% charge by
electricity consumptfon (kWh).
Out of the 27 public agencies in the LA
region that charge a fee, the majority
charge either an hourly rate between
$1-$2 (30%) or a per kWh rate of
$0.20-$0.40/kWh (22%) or $0.59/kWh
(19%). (See Table 10)
Time-of-Use Rates
SCE has dedicated tfme-of use (TOU) EV
charging rate schedules for residentfal
and non-residentfal propertfes. Time-of-
use rates incentfvize charging during off-
peak hours to help manage demand on
the electric grid.
SCE has proposed three new, optfonal
commercial EV rates that apply to
different EV customer types, including: EV
fleets, workplaces, DC fast charging
statfons, common area parking lots at
multf-unit dwellings, and city or private
parking lots. The new rates eliminate
ELECTRIC VEHICLE ACTION PLAN | 45
demand charges for a five-year
introductory period.
Designing fees for public charging that
reflect peak and demand charges can
incentfvize drivers to do most of their non
-essentfal charging at home.
Fee Collectfon
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.
Establishing a fee schedule will be a
strategic and contfnuous process. Once
new statfons are installed, charging
should remain free while staff analyze
statfon usage and behavior. Staff will
return to Council with a recommended
initfal fee after 25 public smart charging
statfons have been installed and
operatfng for 90 days.
Penalty fees for overstaying in EV
charging spaces should be implemented
immediately to enforce turnover. Staff
will prepare annual reports to review
statfon usage, operatfng costs and
revenues and make recommendatfons as
needed to adjust fees.
c) Earn credit revenue by partfcipatfng in
the California Low Carbon Fuel Standard
program.
The Low Carbon Fuel Standard (LCFS) is a
regulatfon designed by the California Air
Figure 11: Process for Establishing a Fee Schedule
46 | CITY OF SANTA MONICA
Public Agencies California
Los Angeles region
(LA & Ventura County)
Providing EV charging 210 42
Percentage that charge a fee 69% 64%
Most common
fee breakdown
Per hour $1-2 24.6% $1-2 29.6%
Per kWh
$0.20-0.30 10.6% $0.20-0.30 22.2%
$0.32-0.49 8.5%
$0.59 20% $0.59 18.5%
Total captured* 64.1% 70.4%
Table 9: Analysis of Publicly Available EV Charging Rates
*Fees not captured were higher or lower than what is shown, but were less common
Source: Alternative Fuel Data Center, Department of Energy
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
Table 10: Examples of Public EV Charging Rates in Los Angeles County and Ventura County
*Note: Municipal charging fees may vary by facility
Source: Alternative Fuel Data Center, Department of Energy
ELECTRIC VEHICLE ACTION PLAN | 47
Resources Board (CARB) to reduce
greenhouse gas emissions from
transportatfon fuels used in California. By
2020, the LCFS will be responsible for
achieving a 10% decrease in carbon
intensity of vehicle fuels (CARB, 2016).
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 or statfon host.
Statfon hosts offering electricity for EV
charging are eligible to receive credits by
optfng into the LCFS program. The credits
may be sold to fuel producers who must
offset an exceedance of the LCFS
standards. Santa Monica can receive LCFS
revenue by tracking electricity
consumptfon for EV charging.
Projected revenues are dependent on the
fluctuatfng credit price and the rate of
statfon use; a modest estfmate is $0.08/
kWh. Considering current usage trends
(Table 11) the City can generate
approximately $35,000 in annual revenue
once at least 200 smart charging statfons
are installed. The existfng non-networked
(“dumb”) charging statfons cannot earn
LCFS revenue because they cannot track
energy usage to send to CARB.
The City could use this revenue to help
subsidize user costs, build or maintain
additfonal statfons, or to help fund
outreach and educatfon efforts.
d) Add charging statfons for City fleet
facilitfes.
The City aims to have a comprehensive
integratfon of EVs across departments. In
2016, 119 out of the City’s 580 fleet
vehicles, or roughly 20%, were electric.
This number will increase as Fleet
Management contfnues to pursue a goal
of 80% alternatfvely fueled fleet vehicles
by 2020.
Currently, most City fleet vehicles share
public charging infrastructure, with the
highest demand located at the Civic
Center Parking Lot and Structure. The
Civic Parking Structure has 17
Figure 12: Low Carbon Fuel Standard Credit
Prices
Metric Average
# Sessions/day/station 1.82
Connect time 207 min
Charging Time 2 hours
Energy Consumed 9 kWh
Table 11: Average Charging Station Usage
Source: California Air Resources Board, 2017
Source: ChargePoint - 8 stations at Santa Monica Place
48 | CITY OF SANTA MONICA
connectfons (16 level 2 and one DC fast
charging statfon) available on the first
floor.
These statfons were previously utflized
primarily by city fleet vehicles, but as of
May 2017, the city designated seven Level
1 connectfons on the second floor for City
Fleet only in order to make the first floor
level 2 connectfons more available to the
public. An additfonal 31 fleet-only
charging statfons will be installed on the
roof of the Civic Center Parking Structure
through the Charge Ready program. The
Civic Solar Port has twelve Level 2
connectfons that are shared by City fleet
and the public.
Future electrificatfon of larger vehicles
such as the Big Blue Buses and Waste
Management trucks would require high–
capacity charging and load management,
in additfon to strategic site planning.
e) Explore new and emerging EV charging
and storage technologies.
Advancements in EV charging
technologies, energy storage, and charger
-sharing applicatfons are offering more
efficient and reliable ways for EV drivers
to charge their vehicles.
Web/Smartphone Applicatfons
Many web-based applicatfons are
available to help EV drivers locate nearby
charging statfons on the go. In additfon to
apps created by EVSE service providers
such as ChargePoint and EVgo, other apps
have evolved to facilitate charging in the
shared economy.
PlugShare shows both public and private
charging statfons, fees, and service
providers. Contact informatfon is
provided by some private property
owners willing to share their charging
statfons.
EV Match focuses exclusively on pairing
private residentfal EVSE owners with EV
drivers looking for a place to charge. This
allows EVSE owners to recoup some of
their costs while offering a solutfon to
drivers in need of a nearby charging
statfon.
Pavemint is an app that allows individuals
to rent out their private parking spaces,
with the potentfal to rent spaces with
charging statfon access as well.
These services should be reviewed further
as there may be zoning code implicatfons
to consider. The growth of the sharing
economy may help supplement public
statfons in residentfal neighborhoods.
Solar & Energy Storage
The advent of battery energy storage has
created a new opportunity for EV
charging. While EV charging may increase
a building’s electricity demand, battery
energy storage can help mitfgate the high
costs associated with peak hours,
avoiding the need for expensive,
inefficient fossil-fuel plants to meet high
electricity demands. Integratfng solar PV
with energy storage is one of the cleanest
ways to provide backup electricity for
ELECTRIC VEHICLE ACTION PLAN | 49
charging.
Large parking structures are the best
locatfons to pilot integrated storage due
to the large building loads. UCLA Smart
Grid Energy Research Center (SMERC) has
installed several proprietary
EVSmartPlugs and one DC-fast charger
within the Civic Center Parking Structure
in order to demonstrate the benefits of
smart charging and batteries. The plug-in
devices collect energy consumptfon data
and perform remote monitoring and
control of EV charging.
SCE can be an engaged partner and
potentfal funding source regarding new
and emerging EV charging and storage
technologies.
Load Management/Demand Response
Charging EVs increases electrical demand,
which places a strain on the electrical grid
and increases costs for the site host.
When the utflity grid experiences peak
demand, utflitfes turn to fossil fueled
power plants to provide additfonal
power, which causes more greenhouse
gas emissions.
Smart chargers can alleviate this by
reducing or limitfng their rate of charge.
This functfon provides a benefit to the
utflity, which can incentfvize the site host
to provide this service through tfme-of-
use rates.
Installing EV charging statfons can be cost
-prohibitfve and unfeasible if the existfng
electrical infrastructure cannot support
the electrical load. Load sharing
technology offered by several EV service
providers can help to avoid expensive
electrical upgrades by enabling more
vehicles to charge on the same 30-40
amp circuit.
Charging rates decrease when multfple
vehicles are plugged in at the same tfme,
however smart systems can detect when
a battery is fully charged and will begin
delivering full power to another vehicle.
Statfon owners can monitor the building’s
electrical capacity and efficiently manage
the power across several charging
statfons so as not to exceed the total
electrical capacity.
Mobile Charging
Solar carports, which offer an alternatfve
to the standard grid-connected EVSE, do
not require expensive trenching and
wiring, and can be relocated if necessary.
These units, though typically more
expensive than traditfonal charges, can
provide an array of services, like cell-
phone charging, emergency power and
field-surveys for charging demand.
The City installed one dual-port solar
carport called the EVARC at the Santa
Monica Airport in October 2017. The
statfon is produced by Envision Solar and
utflizes a solar tracking system to
maximize solar productfon.
The City of San Francisco is receiving
three EV ARCs through grant funding. San
Francisco plans to track usage patterns
and move the statfons every few months
to assess usage.
50 | CITY OF SANTA MONICA
Wireless Charging
Wireless charging is another optfon that
offers aesthetfc and convenience
benefits, but is not yet commercially
available. Charging equipment is either
surface-mounted or embedded in the
ground and connects to grid-supplied
power through a wireless receiver. A
mobile app provides communicatfon
between the hardware, serving as the
sole interface with the driver.
Wireless charging statfons are estfmated
to be 12% less efficient than corded Level
two 30amp 240-volt charging systems
and 7% less efficient than corded Level 1
charging systems. One of the key
restraints for the wireless car charging
industry is the lack of a unified standard
of products from the manufacturers.
f) Explore DC fast charging optfons where
appropriate and feasible.
DC fast chargers (DCFCs) offer a
convenient optfon 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 recommendatfon to add 10 public
DCFCs. These statfons can serve 2-3
tfmes as many vehicles per day compared
to level 2 charging statfons; however,
there are challenges to installing and
Source: Envision Solar
EV ARC Solar Charging Station, Santa Monica Airport, October 2017
ELECTRIC VEHICLE ACTION PLAN | 51
operatfng them.
Barriers to adoptfng fast charging statfons
include expensive equipment and
installatfon costs, large space
requirements and high electrical demand. In
additfon, charging exclusively through fast
charging can lead to imbalanced battery
cells, which may reduce vehicle range by
about 10-15%.
Installatfon costs for DCFCs can range from
$4,000 to up to $51,000 per unit (New West
Technologies LLC, 2015), largely due to
complicated electrical upgrades for the
higher voltage requirements. Fast charging
optfons 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
Utflitfes Commission, this could be a
potentfal funding source (see Appendix VI)
and opportunity to pilot the clustered
charging statfon model (multfple statfons in
one locatfon).
Citfes such as Vancouver and Sacramento
have made investments in fast charging as a
way to compensate for a lack of
access to home and workplace charging.
g) Develop guidelines and standards to
support charging for e-bicycles and
neighborhood electric vehicles.
The City has seen an uptfck in the use of
neighborhood electric vehicles (NEV) and
electric bicycles, which provide additfonal
optfons for local trips. Over 50% of vehicle
trips in Santa Monica are less than 3 miles,
and one in 10 trips are to Downtown.
The Santa Monica Free Ride currently offers
free rides within Downtown Santa
Monica and connectfng to Venice,
offering a critfcal first-last mile
NRG EVgo Fast Charging Station
Source: Mark Kane, InsideEVs.com
52 | CITY OF SANTA MONICA
service and enabling greater mobility
without a car.
Personal NEVs and e-bikes support the
City’s goals to increase cleaner, greener
transportatfon. They are relatfvely
easy to charge because they almost
exclusively use the common 110AC
outlet. As more e-mobility
optfons become more popular and
prevalent, more public charging will
need to be offered for these types of
modes.
The existfng municipal Bicycle Parking
code 9.28.140 requires at least one
electric outlet in each long-term bicycle
parking area (at least four hours),
however it does not address short-term e
-bike parking. Developing strategies for
public e-bike charging at parking
structures, lots, and other designated
locatfons will support the
growing number of e-bike users
throughout the city.
Adding 110 AC outlets for NEVs or e
bikes is less intensive than providing
Level 2 or DC fast charging. Where
appropriate, this ‘slow charging’ optfon
could be made easily available. More
research and outreach will need to be co
ducted in order to determine the
Best locatfons for this kind of charging.
The Free Ride provides
free service over short
distances in Santa
Monica and Venice.
Source: The Free Ride
ELECTRIC VEHICLE ACTION PLAN | 53
Case Studies: Municipal Progress in DC
Fast Charging
Vancouver
The City of Vancouver has allocated
around $2M to deploy hubs of public fast
charging statfons (known as “Ehubs”) into
community development optfons and the
redevelopment of existfng parking
facilitfes. Strong community interest in
fast charging helped spur this investment:
“Approximately 70% of [survey
respondents said that having access to a
fast charging statfon at a favorite amenity
such as a coffee shop or grocery store
within a 10-minute drive of their home
would make them very or somewhat
likely to consider an EV” (City of
Vancouver Administratfve Report,
October 19, 2016).
Sacramento
The City of Sacramento partnered with
EVgo in 2017 to install six curbside fast
charging primarily to serve MUD
residents without garages. An initfal three
chargers and four EV-only parking spaces
are expected to be in place by mid-2018.
Rates will by 20 cents per minute plus a
flat fee of $4.95 per session or $19.95 per
month (Knowles, 2017).
Portland
As part of the Portland Electric Vehicle
Strategy, the City aims to increase access
to EV charging infrastructure by doubling
the number of both level 2 and DC fast
chargers available to the public (Portland
Electric Vehicle Strategy, 2017).
Seattle
Seattle’s EV carshare program,
ReachNow, will be adding 20 fast charging
statfons across the city ($1.2M). Each
statfon will be able to accommodate about five
EVs, supportfng up to 100 total once complete.
54 | CITY OF SANTA MONICA
Private Charging:
Increase EV Charging
for Multi-Unit
Dwellings (MUDs)
and Workplaces
Develop a pilot rebate program for MUD
residents and workplaces; include additional
funding for low-income residents.
Identify qualified vendors to handle MUD
and workplace charging in Santa Monica.
Streamline the permitting process and allow
online permits for small-scale installations.
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.
ELECTRIC VEHICLE ACTION PLAN | 55
Financial and logistfcal barriers coupled with
a lack of awareness and incentfves inhibit
access to onsite charging for MUD
tenants and workplaces. Addressing
barriers to EV charging in MUDs and
workplaces is imperatfve to making EV
ownership a truly viable optfon for the
majority of Santa Monica residents. An
early Los Angeles pre-survey estfmated
that increasing access to charging in
MUDs to 50% could increase EV adoptfon
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 statfons, and
the process to install them can be
overwhelming and expensive.
Constraints to charging in MUDs include:
Limited supply of on-site private
parking
Insufficient electrical service access and/
or electrical loads
Locatfonal constraints between the
electrical service and desired charging
locatfon
Figure 13: Top MUDs with Residents Likely to Purchase EVs
Source: UCLA Luskin Center, 2017
56 | CITY OF SANTA MONICA
High installatfon costs
Legal barriers to cost recovery
HOA/landlord oppositfon
Lack of educatfon and understanding
of technology and optfons
Most small commercial and residentfal
property owners are not familiar with the
type of infrastructure that is required to
install EV charging statfons on their
propertfes. More than half of the
property managers surveyed by Westside
Council of Governments have been
approached by tenants requestfng an EV
charging statfon on their property and felt
unprepared to respond. The primary
barriers to installatfon were high cost and
space constraints.
A study by the UCLA Luskin Center
(Figure 12) identffies MUD households
with the highest latent demand for PEVs.
The score accounts for the historical
adoptfon rate of PEVs in each census
tract, as well as the PEV adoptfon rate of
individuals living in households of a
certain value. Figure 13 shows a
breakdown of costs related to EVSE
installatfon based on estfmates from 15
MUD site visits.
Numerous reports and resources have
been developed to help address these
barriers, including the Governor’s Office
of Planning and Research’s Zero-Emission
Vehicles in California Community
Readiness Guidebook, the California PEV
Collaborative Plug-in Electric Vehicle
Charging Infrastructure Guidelines for
Multi-unit Dwellings, and the UCLA Luskin
Center’s Southern California Plug-in
Electric Vehicle Readiness Plan.
Source: UCLA Luskin Center for Innovation, 2016: Overcoming Barriers to Electric Vehicle Charging in Multi-Unit Dwell-
ings: A South Bay Case Study
Figure 14: Breakdown of Installation Costs for Level 2 EVSE Units
ELECTRIC VEHICLE ACTION PLAN | 57
The Luskin Center is a research center
that has conducted extensive research
related to electric vehicle market growth
and demand for charging infrastructure. It
has produced several additfonal
publicatfons to help guide EV programs
and policies in California, including,
Overcoming Barriers to Electric Vehicle
Charging in Multi-unit Dwellings: A South
Bay Case Study, Factors Affecting Plug-in
Electric Vehicle Sales in California, and
Designing Policy Incentives for Cleaner
Technologies: Lessons from California’s
Plug-in Electric Vehicle Rebate Program.
The solutfon for charging in MUDs will
vary on a case-by-case basis – largely
dependent on demand and existfng
conditfons. See Appendix III: MUD Case
Studies and Best Practfces for a detailed
overview of MUD installatfons with
varying parking and cost recovery
systems. The following recommendatfons
will help address the identffied barriers.
a) Develop a pilot rebate program for
multffamily charging to help property
owners and residents install charging
statfons; include additfonal funding for low
-income residents.
A multf-state survey found that 22% of EV
owners would not have purchased their
vehicle without a home EVSE subsidy;
another 39% said it was a very important
part of the decision (Plug In America,
2016, p. 18).
A municipal rebate program can provide
much-needed financial assistance for
MUD property owners and residents
who are ineligible for existfng funding
programs. A portfon of funding for this
pilot program should be dedicated to
low-income residents as this is crucial
to providing clean air and cost-savings
benefits and ensuring mass adoptfon.
San Diego Gas & Electric plans to
install 350 EV charging statfons in low-
income areas within their service
territory through their Power Your
Drive Program. Targetfng areas with
affordable housing units and higher
concentratfons of low-income residents
can improve EV charging accessibility.
The Luskin Center developed rebate
specificatfons for an EVSE pilot program
as part of their comprehensive analysis to
support EV adoptfon in Santa Monica. In
order to create an effectfve, equitable,
and robust EVSE rebate program, the
The Luskin Center recommends the
following rebate specificatfons:
Rebates should cover 100% of EVSE
equipment costs (up to $750 in
58 | CITY OF SANTA MONICA
funding) and 75% of the installatfon
costs (up to $3,000 in funding).
Increase the installatfon incentfve
amounts from $3,000 to $4,000 for
the following applicants: (1) low-
income property owners, (2) property
owners that rent to low-income
residents who will charge an EV in
their designated parking spot, (3)
property owners that have a building
located in a Disadvantaged
Community, and (4) property owners
that install two or more EVSE units.
Rebates for purchase and installatfon
costs should be awarded separately
to help control for the cost of the
program. Setting maximum incentfve
amounts for EVSE and installatfon
actfvitfes also encourages retailers
and contractors to keep their prices
low, since property owners can’t
combine incentfve amounts for any
single expense.
Since EVSE installatfons become more
cost-effectfve as the number of
chargers increase, financial incentfves
should increase for property owners
who install more than one EVSE unit.
Review the program after one year to
evaluate whether the program is
inducing demand, whether the
incentfve amounts accurately reflect
the cost of EVSE installatfon for
buildings in Santa Monica, and
whether property owners are
realizing private benefits from EVSE
installatfon (e.g., an increase in
property value).
In additfon to these recommendatfons
from the Luskin Center, City staff
recommends the following
specificatfons:
No one site should receive more than
10% of the funding.
No single recipient should receive
more than 12.5% of the funding for
its combined sites.
Rebates may be used in conjunctfon
with other local or Federal incentfve
programs.
Once the applicatfon is approved and
funding reserved, the applicant has
six months to complete the
installatfon.
b) Identffy qualified vendors to handle
MUD and workplace charging in Santa
Monica.
EVs are stfll relatfvely novel for many
people and the intricacies of charging
can be confusing. Everyday, there are
ELECTRIC VEHICLE ACTION PLAN | 59
Case Studies: Incentfve Programs
Los Angeles Department of Water and
Power (LADWP)
LADWP is offering $21.5M in rebate
funding through the Charge Up LA! pilot
program, which runs untfl June 2018, or
untfl funds are exhausted. The program
encourages EV charging statfon
installatfons in workplaces and multf-
family buildings. LADWP provides a
rebate of up to $500 per wall-mounted
charger for residentfal customers
(hardware only). Commercial and multf-
family residentfal customers receive up to
$4,000 per hardwired Level 2 charger.
LADWP has an EV Program Customer
Service Representatfves to assist with
charger installatfons and service.
Bay Area Air Quality Management District
The Air District committed $12.5M for EV
-related projects, with $5M reserved for
EV charging infrastructure as part of a
regional EV readiness commitment.
Unlike most rebate projects, partfcipants
must be eligible for at least $10,000 in
funding, with a cap of $500,000 per year
per facility. Eligible facilitfes include
MUDs, workplaces, transit parking, and
destfnatfon facilitfes. Statfons must
operate for at least three years and
achieve minimum usage requirements.
Rebates cover of to 75% of the cost of
purchase installatfon, and operatfon of
the equipment.
Austin Energy
Austfn Energy facilitates EV charging in
MUDs by offering EVSE rebates and a
range of benefits to MUD property
owners and EV drivers. Rebates are
available for up to $4,000 or 50% of the
cost to install Level 2 charging statfons,
which must be compatfble with software
to enable usage data collectfon.
Residents are charged a flat fee of $25
every six months on their electric bill for
unlimited electricity. Statfon hosts are
reimbursed for electricity used at the
statfon. Property owners have access to
operatfonal support, may be eligible for a
green building innovatfon point, and
receive EV charging decals to promote
the amenity at their building. Austfn
Energy provides property owners with a
list of approved vendors to help with the
selectfon process.
Austfn Energy is in the process of
conductfng a new pilot program with an
increased rebate to 80% of the
installatfon cost at 20 propertfes.
Southern California Edison
Southern California Edison currently does
not offer a rebate program for EV
infrastructure, however SCE’s 2017
Transportatfon Electrificatfon proposal
includes a customer rebate for residentfal
charging installatfon. This rebate would
apply to single-family residences and
smaller MUDs that were not covered
under the previous Charge Ready
program.
*See Appendix V for Additional Rebate
Programs and Appendix VI for SCE’s
$570M Transportation Electrification
proposal.
60 | CITY OF SANTA MONICA
more providers offering different
technologies and solutfons. For property
owners, it can be confusing to navigate
optfons and keep costs low. According to
a recent survey of MUD property owners
in the Westside, over 50% of respondents
were unfamiliar with EV charging
technology.
With a majority of Californians and
potentfal EV drivers living in MUDs, a
growing number of service providers are
providing lower-cost solutfons by taking
advantage of new technologies and
financing models. Identffying local
vendors who specialize in MUD charging
and workplace charging through an open
vetting process will save property
managers tfme and money searching for
their own vendors. It will also provide a
frame of reference for residents and
managers interested in bringing EV
statfons to their propertfes in Santa
Monica.
c) Streamline the permitting process and
allow online permits for small-scale
installatfons.
Under Assembly Bill 1236, citfes are
required to provide a streamlined and
expedited permitting process for EV
charging statfons by September 30, 2017.
A first reading of the new ordinance took
place at a City Council meetfng on
September 12, 2017. The submittal
requirements for expedited permitting is
available on the Planning Departments
Applicatfons and Forms webpage as of
November, 2017.
More than 85% of EV charging takes place
at home, which is why a streamlined
permitting and installatfon helps facilitate
EV adoptfon. Plug In America advocates:
“[Do] what you can to make home EVSE
installatfon a quick, high-value, one-stop
shopping trip.
The following re required to obtain a
building permit to install a charging
statfon:
a) Completed EVSE applicatfon
b) Property owner verificatfon or letter of
authorizatfon
c) Completed Eligibility Checklist
d) Project plans site plan and floor plan
showing precise locatfon of proposed
EVSE
Permit applicatfons may be submitted,
reviewed, and approved at Permit
Services in City Hall or submitted
electronically. Once EVSE permit is issued
and system has been installed, an
inspectfon is required prior to receiving
final approval for the charging statfon.
Consistent with the City of Santa Monica’s
approach to renewable energy and
sustainable systems, the City encourages
the use and installatfon of EVSE systems
and therefore does not charge permit and
plan check fees for EV chargers.
d) Designate off-street and on-street
locatfons for public charging
infrastructure.
Increasing public charging in high-density
multf-family residentfal neighborhoods
ELECTRIC VEHICLE ACTION PLAN | 61
will offer an optfon for MUD residents
who lack off-street (private) charging.
Stand-alone parking lots offer the most
convenience in terms of EVSE installatfon
and monitoring, however, these are not
conveniently located for residentfal
charging.
In additfon to off-street parking, on-street
locatfons have been identffied for
charging opportunitfes. Providing
charging at these locatfons, however, can
be challenging due to lack of available
electrical infrastructure, undetermined
rules and regulatfons concerning use, and
due to right-of-way conflicts with other
users. The high demand for all on-street
parking in multf-family districts and
commercial areas must be considered
when creatfng 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 utflize statfons that feature two
charging ports. These types of spaces,
however, are much less prevalent than
parallel curbside spaces and create less
safe conditfons for cyclists than head-out
spaces. Efforts should be made to
coordinate competfng uses in the right-of-
way. When sitfng EV charging locatfons,
areas identffied for future bike,
pedestrian, or transit facilitfes should be
avoided.
Appendix I shows an overview of
proposed public statfons, including
curbside locatfons. These sites were
identffied given the following factors: the
availability of head-in parking spaces;
underutflized parking meters; a lack of
nearby charging infrastructure; high-
density neighborhood locatfon; and/or
close proximity to streetlights.
Figure 15 shows areas with high curbside
charging potentfal based on proximity to
commercial destfnatfons and mid-day
trips.
62 | CITY OF SANTA MONICA
Figure 15: Curbside Charging Siting Potential
Source: UCLA Luskin Center, 2017
ELECTRIC VEHICLE ACTION PLAN | 63
Source: Charged EVs, 2017
e) Implement a pilot program to provide EV
charging through streetlights.
Streetlight EV charging is an innovatfve
optfon to provide public curbside charging;
the charging infrastructure is affixed to the
existfng streetlight. As streetlights are
converted to efficient LED lightfng, electrical
power demand becomes available for
additfonal uses like EV charging. Citfes like
Los Angeles, Munich, and Oxford have
piloted this new technology to provide a
new source of EV charging.
In early 2017, over 1,270 Santa Monica
streetlights were upgraded to LEDs. When
converted to LED, streetlight circuits have
excess capacity that could potentfally be
utflized for EV charging.
This technology should be piloted in areas
where the existfng infrastructure can
accommodate the added load (e.g. large
raceways and ample distributfon
infrastructure), or in areas where a
minimum of new infrastructure is required
(e.g. final drop line, new meter pedestal).
For sites where there is not enough
electrical capacity to install a 240V Level 2
charger, 120V outlets could be installed to
supply power for e-bikes and EVs parked
overnight.
Future streetlight conversion projects
should take a proactfve approach and build
in the ability to add circuits (i.e. empty
conduit) so that the infrastructure can
accommodate EV charging.
City staff will need to assess the following
areas with SCE prior to implementatfon:
availability of City-owned streetlights with
ample electrical capacity; requirements for
separate meters and breakers; increased
costs due to new rate categories; conduit
and trenching requirements; and
engineering and design fees.
Curbside and streetlight charging statfons
should be metered on tfme-of-use rates to
account for the additfonal load and
encourage charging outside of the peak
period.
Streetlight Charging Station
64 | CITY OF SANTA MONICA
Case Studies: Streetlight Charging/
Innovatfve Technologies
City of Los Angeles
The City of Los Angeles replaced its energy
-intensive sodium-vapor streetlights with
LEDs reducing energy use by 80%. The
City utflized the excess electrical capacity
in the street lightfng circuit to charge
electric vehicles. Thirty-two Level 2
streetlight charging statfons were installed
and are operated by ChargePoint. Usage
data for 22 of the statfons show more than
3,500 sessions during 2016.
Fees to park and charge at the statfons are
$1-$2/hour depending on infrastructure
requirements and whether or not the City
had to forgo revenue from a pre-existfng
parking meter.
Initfally, higher-revenue metered spaces
were avoided, but due to high usage rates,
the City has been able to earn enough
revenue to pay for the electricity. All
statfons have credit card readers with
RFIDs. Installatfons take about two to
three hours to attach the unit to the
streetlight and cost around $9,000 per
unit.
A rebate from LADWP covered about 40%
of the cost and charging revenue helps
make up the difference. Street striping
around the statfons indicates EV-charging
only.
City of Lancaster
Munich-based startup eluminocity and the
BMW Group announced their “Light and
Charge” pilot project in January 2016. The
project is a system of “smart” streetlights
that double as charging statfons for EVs
and are being tested in Munich, Oxford,
Los Angeles, Seattle, and now Lancaster.
The City of Lancaster launched a
demonstratfon project in 2017 that will
integrate chargers into five streetlights in
the downtown area. A grant from the
Antelope Valley Air Quality Management
District will cover 80% of project costs,
including installatfon, maintenance, and
data collectfon. The remaining 20% will be
covered by project partners, including
EasyCharge and eluminocity.
Drivers connect a standard charging cable
to the streetlight, and use a control panel
on the light to swipe their charge card to
register use.
Lotus
The Lotus technology is a solar-powered
EV charger that doubles as an LED
streetlight and a sheltered bench. The
Lotus was designed by Luminexence for
both parking areas and parks. It has a 2.8
kW photovoltaic surface, built-in LED
lights, and a waterproof Scame electrical
outlet to charge EVs. It currently only fits
European plug outlets and is produced in
Bergamo, Italy. The grid independence
makes it a resilient optfon in the case of
power outages. If a similar technology
becomes available in the U.S. and is
financially feasible, it may be worth
pursuing.
ELECTRIC VEHICLE ACTION PLAN | 65
f) Partner with priority destfnatfon sites and
large employers to install EV charging.
Priority destfnatfon sites may include movie
theatres, schools, churches, retail centers,
and other entftfes that serve multfple uses
with relatfvely long dwell tfmes (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 locatfons. Public-private
partnerships could provide additfonal
charging opportunitfes throughout the City.
What is a Priority Destination Site?
Characteristfcs include:
Long dwell tfmes
Open to the public
Located next to residentfal
neighborhoods
Serves multfple commercial uses
Private host
Source: Inhabitat, 2011
Lotus Solar EV Charger
66 | CITY OF SANTA MONICA
Modify City Ordinance to allow on-street EV
charging.
Update zoning ordinance requirements to
increase the parking spaces available for EV
charging.
Review and update parking policies and signage
for public EV charging locations.
Explore a program to adjust nighttime parking
rates or provide resident charging permits for
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.
Public Policy: Update
parking policies and
practices for efficient
charging access and
station use
ELECTRIC VEHICLE ACTION PLAN | 67
A variety of regulatfons and practfces can
be enhanced to optfmize EV charging.
The City’s existfng parking requirements
do not adequately incentfvize or require
property owners or developers to
designate additfonal EV charging spaces
and install EV infrastructure.
Other issues that could be addressed
through policy updates include on-street
parking designatfon, EV parking signage,
unutflized public charging facilitfes at
night, and charging access for EV car
sharing services.
a) Modify City Ordinance to allow on-
street EV charging.
Under the existfng ordinance 3.12.835,
the Director of Planning and Community
Development (PCD) can designate
parking spaces in City-owned off-street
parking facilitfes for the exclusive
purpose of charging electric vehicles.
Modifying this ordinance to include on-
street parking would enable the PCD
Director to enforce tfme limits on public
chargers to ensure user turnover.
Despite the resources that are currently
available for multffamily unit dwellings,
limited access to off-street EV parking
and charging remain an issue for MUD
residents who wish to drive EVs. Street
parking is an available asset that can be
leveraged to provide additfonal public
charging, with an emphasis in the
multffamily neighborhoods.
The majority of Santa Monica
neighborhoods have dedicated
preferentfal parking. Approximately
50,000 preferentfal parking and visitor
permits are issued per year. By 2025,
California will aim for 15% of all new
vehicles sold to be emissions-free. If
Santa Monica meets this goal, the
proportfonate number of EVs that will
need to park and charge in residentfal
neighborhoods will increase substantfally
over the next 10 years.
Due to limited curbside parking in many
dense neighborhoods, dedicatfng public
curb space to EV charging may be
controversial; however, there is a high
demand for EV charging in these areas
due to limited garage space and/or
access to electricity to plug in. A balanced
approach will be necessary to ensure that
both charging and parking can be
adequately and equitably provided for all.
68 | CITY OF SANTA MONICA
Case Studies: Curbside Charging Programs
City of Vancouver
The City of Vancouver created a Curbside
Electric Vehicle Charging Pilot Program as
part of their broader EV Ecosystem
Strategy adopted by Council in October
2016. The Pilot Program serves both non-
residentfal and residentfal users, with a
maximum of five installatfon for non-
residentfal and a maximum of fifteen
residentfal installatfons. Applicatfons for
the program are be open through June
2019, with each installatfon permitted
under a licensing agreement for a five-
year term. All applicants are responsible
for the cost to buy, install, maintain and
remove the EV charger.
City of Berkeley
The City of Berkeley implemented a 3-
year Residentfal Curbside EV Charging
Pilot in 2014 to allow Berkeley residents
without off-street parking the opportunity
to charge at home. Though this Pilot,
accepted applicants can either create a
new space to charge on their property or
install a statfon at the curb adjacent to
their home . Grant funding is available to
reduce permit fees; however, the
purchase, installatfon, and electric costs
are the responsibility of the resident
installing the statfon.
As of September 2017, only five out of the
29 approved curbside projects had been
installed. This is largely due to high
installatfon costs (ranging from $5,000-
$20,000) and the inability to guarantee
access to the charging statfon.
City of Walla Walla
The City of Walla Walla, Washington
allows EV charging in the public right of
way as long as they meet certain size,
locatfon, design and signage standards.
The city engineer approves the locatfon of
charging facilitfes following review and
recommendatfon from the site plan
review committee. The locatfon and
design criteria require proper signage,
maintenance, accessibility, lightfng, and
equipment protectfon. Locatfon
preference for EV charging statfons is at
the beginning or end stall on a block face.
City of Burbank
The City of Burbank conducted the first
curbside EV charging pilot in the country
in summer 2015, known as the EV Charge
N’ Go Curbside Project. Eight dual-port
level 2 chargers were installed curbside in
the public ROW near retail, park, and
library facilitfes. The total project cost of
$230,000 (about $30,000 per site) was
funded in part by a grant from the
California Energy Commission. Usage
tripled over the first six months, with peak
charging tfmes at 12pm and 7pm.
City of Seattle
The City of Seattle developing a
residentfal EV charging pilot program. The
program will support the installatfon of
level 2 chargers in the residentfal sector
by providing on-bill repayment and a tfme
-of-day pricing model for EV charging.
In July 2017, Seattle launched a year-long
pilot program that permits public and
private EV charging in the public right of
way near urban centers and commercial
streets throughout the city.
ELECTRIC VEHICLE ACTION PLAN | 69
b) Update zoning ordinance requirements
to increase the parking spaces available for
EV charging.
Per the 2015 Zoning Ordinance Update,
all new development in Santa Monica,
including remodels or expansions, must
have one charging statfon for facilitfes
with 25-49 parking spaces and two
charging statfons for 50-99 parking
spaces. One additfonal charger is required
for each additfonal 50 spaces.
As of January 1, 2017, all new EVSE
installatfons must comply with the State
Architect’s ADA Accessibility Building
Standards. A minimum of one van-
accessible space must comply with ADA
Sectfon 11B-812 for every 1-4 charging
statfons at a facility.
Per sectfon 8.106.100 of the Santa
Monica Green Building Standards Code,
development projects must adhere to
requirements to install electrical service
panels in MUDs. Parking facilitfes must
include a load of ten kilowatts per 5% of
the parking spaces provided. These
minimum requirements should be
increased to accommodate for current
and future demand for EV charging.
This plan recommends amending the
Zoning Ordinance to require one EV-ready
space per residentfal unit when parking is
provided. This will ensure greater access
to EV charging compared to a minimum
percentage requirement. Parking spaces
must be served by a 208/240 volt, 40
amp, grounded AC outlet, or there must
be electric panel capacity and conduit to
support future 208/240 volt, 40 amp
outlets at each subject parking space.
The City should increase requirements for
EV-ready spaces in new commercial
buildings from 5% to 20%. On a case-by-
case basis, where the Planning Director
has determined EV charging and
infrastructure are not feasible due to
unreasonable hardship, the Director may
consider an appeal from the project
sponsor to reduce the number of EV
spaces required.
The additfonal costs to add charge-ready
spaces during the initfal constructfon
process are minimal compared to the cost
of upgrading service panels and installing
statfons after the development process
has been completed.
70 | CITY OF SANTA MONICA
Case Studies: Building Codes Supportfng EV
Readiness
City of San Francisco
In February 2017, the City of San Francisco
introduced new legislatfon requiring all new
buildings to provide electrical capacity and
infrastructure capable of supportfng EV
charging in 100% of parking spaces. The
ordinance requires all new residentfal and
commercial buildings to configure 10% of
parking spaces to be “turnkey ready” for EV
charger installatfon, and an additfonal 10% to
be “EV flexible” for potentfal charging and
upgrades. The remaining 80% of parking
spaces must be “EV capable” by ensuring
conduit is run in difficult to reach areas of a
parking garage to avoid future cost barriers.
City of Fremont
EV Ready parking spaces equipped with the
electrical raceway, wiring, and electrical
circuit must be included in all residentfal and
non-residentfal new constructfon projects
and in additfons where new parking spaces
are provided. For single-family residentfal,
the City of Fremont requires one EV ready
parking space per each new dwelling unit.
For multffamily projects of three or more
units and for non-residentfal projects, 8% of
the total number of new parking spaces must
be EV ready.
C
City of Vancouver
In 2013, the City of Vancouver adopted new
minimum requirements for parking stalls in
both residentfal and commercial buildings.
Twenty percent of parking stalls in new
MUDs (with three or more units) must have
Level 2 EV charging capacity; MUDs
constructed since 2011 must support at least
Level 1 EV charging. By 2023, 10% of all new
commercial buildings must be equipped with
Level 2 charging circuits.
ELECTRIC VEHICLE ACTION PLAN | 71
c) Review and update parking policies and
signage.
Public charging is available in off-street
lots, parking structures, and on-street
parking facilitfes. Regardless of the
locatfon, restrictfons on tfme and length
of use must be implemented to ensure
turnover, prevent abuse of the system
and enforce facility operatfng hours.
Signage, communicatfons, cost, and
enforcement are tools that can help
ensure efficient use of public chargers.
Replacing existfng signs with standardized
signage at all EV charging and parking
statfons in Santa Monica would enhance
clarity for users. The two basic types of
signs found at charging statfons are
general service signs, which identffy and
direct drivers to charging statfons, and
regulatory signs, which convey tfme- and
permit-related restrictfons.
In August 2017, the City approved the
following EV parking signage standards:
There are currently seven EV charging
locatfons in Santa Monica that do not
meet these signage standards: Santa
Monica Airport, Civic Solar Port, Montana
& 11th St (curbside), Parking Structure 7,
Santa Monica Pier, and Virginia Avenue
Park.
Virginia Avenue Park (Pico Lot)
Montana Ave & 11th St
72 | CITY OF SANTA MONICA
For private installatfons of EV charging
infrastructure, installers should follow the
existfng layout pattern at parking locatfons.
This practfce is necessary to prevent the re-
striping of parking lots or drive aisles within
a parking structure.
Though the City wishes to explore all
avenues to increase public charging
infrastructure, statfons that offer broadly
applicable connector types will be
prioritfzed.
Once additfonal public charging
infrastructure and incentfves are
implemented, it may be beneficial to
explore alternatfve benefits to the metered
parking privileges for EV drivers. While EVs
provide environmental and community
benefits by reducing pollutfon and noise, it
is important to recognize that EVs stfll
contribute to congestfon and traffic just like
any other vehicle.
Santa Monica remains one of four citfes in
California that stfll offers free parking for
EVs, and one of only two citfes that allows
free on-street parking for both BEVs and
PHEVs. The citfes of Manhattan Beach and
Hermosa Beach allow free metered parking
for BEVs only and San Jose allows all EVs to
park for free. Staff estfmate that
approximately $560,000 of meter revenue
was forgone by offering free street parking
in 2016. This impact could grow to $1.8M
by 2021 as EV ownership grows over tfme.
As more charging benefits are provided
through infrastructure and resources,
parking will be monitored to ensure a
balanced approach toward mobility and
sustainability goals.
Figure 16: Predicted Lost Meter Revenue from Free EV Parking
Sources: Predicted EV purchase growth rate, UCLA Luskin Center for Innovatfon; California EV Market Share, IHS
Market; Annual Meter Revenue, City of Santa Monica
$0
$200,000
$400,000
$600,000
$800,000
$1,000,000
$1,200,000
$1,400,000
$1,600,000
$1,800,000
$2,000,000
2016 2017 2018 2019 2020 2021
ELECTRIC VEHICLE ACTION PLAN | 73
d) Explore a program to adjust nighttime
parking rates or provide resident charging
permits for overnight charging at public
facilitfes and curbside statfons.
Public charging facilitfes can be utflized by
neighborhood residents who lack access
to charging in their buildings. Locatfons
such as the Nielson Way lots, Santa
Monica College, and local schools could
offer charging facilitfes in high-density
areas where there is limited access to
residentfal EV charging. Reduced fees
could be offered in public parking
structures for overnight parking and
charging.
Residentfal charging permits could be
available for EV owners in the designated
parking zones for both public lots and
curbside statfons (once installed). Rates
should be affordable for overnight
charging.
e) Expand use of EVs in carshare and
rideshare services.
The City supports the growing shift toward
shared-use mobility optfons such as
carsharing (e.g. ZipCar) and shared ride
services (e.g. LyftLine, Uberpool, The Free
Ride). These modes present an
opportunity to reduce vehicle ownership
and vehicle miles traveled. The growing
use of EVs in both industries reduces
carbon emissions and increases demand
Future Consideratfons: Autonomous
Vehicles
Though not specifically addressed in this
plan, the future of autonomous vehicles
(AVs) will impact the City’s mobility
network and sustainability goals. Charging
infrastructure will likely be utflized by
autonomous EVs, requiring strategic site
planning and use of curb space. Future
investment will need to be made to
designate EV charging facilitfes for AVs.
74 | CITY OF SANTA MONICA
for charging spaces.
Carshare providers such as WaiveCar,
Car2Go, ReachNow and BlueIndy
operate all-electric fleets, which require
EV charging. Public-private partnerships
with EV carshare providers can help
foster EV usage and provide EV access to
residents who may not be able to
purchase an EV on their own.
f) Expand the fleet-sharing system for all
departments and divisions located at the
Civic Center.
City staff currently manages a pool of
vehicles that are available to all City staff,
located within the Civic Center. Several
City divisions also retain their own fleet
vehicles, primarily for field inspectfon
services.
As City staff converge into the City
Services Building by 2020, fleet
management will become a key strategy
to effectfvely manage vehicle resources
and the supply of available parking and
charging. Instead of individual
departments and divisions ‘owning’ their
own fleet vehicles, Civic Center staff will
be able to access a centrally managed
citywide fleet.
This system will encourage greater
vehicle utflizatfon, reduce the total
number of vehicles and increase supply
of available parking and charging within
the Civic Center. Effectfve energy
management will be a key factor in
ensuring fleet vehicles are charged when
needed at rates that do not overload the
grid.
Since few fleet parking locatfons have
the existfng electrical capacity to support
the installatfon of multfple charging
statfons, it is important to choose
systems with load sharing technology
that can charge more vehicles with less
infrastructure (to significantly lower
equipment and installatfon costs).
Smart dashboards can communicate
with a controller to manage charging
tfmes per statfon, set charging priority,
and remotely turn off a statfon if
necessary. Certain charging systems also
have the capability to integrate with
building management systems to help
manage energy loads.
ELECTRIC VEHICLE ACTION PLAN | 75
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76 | CITY OF SANTA MONICA
Case Studies: The Rise of EVs in Carshare
and Rideshare Services
WaiveCar
Waive Car launched in Santa Monica in 2016
with a fleet of 20 EVs, and offers two hours
of free driving in their all-electric fleet.
WaiveCar built their own EV charging
facilitfes at their headquarters due to the
lack of public charging facilitfes. The
locatfon of existfng public chargers in
parking structures that require payment
created an additfonal challenge for the
company. A new partnership between
WaiveCar and Hyundai
will add 150 IONIQ EVs throughout Los
Angeles by mid-2017.
ReachNow
ReachNow is a premium car sharing service
that includes a fleet of electric BMW i3
vehicles and is currently operatfng in Seattle,
Portland, and Brooklyn (the EV optfon is not
yet available in Brooklyn). Parking is free in
public spaces anywhere within the
designated home area. A ReachNow service
team picks up EVs with low batteries and
recharges the vehicles at their statfons when
necessary. ReachNow drivers can see the
available mileage through the app before
reserving the vehicle.
Bolloré Group (BlueLA, BlueIndy & AutoLib)
In 2017, Los Angeles launched an EV
carshare program called BlueLA. The
program intends to serve disadvantaged
neighborhoods and will scale to 100 EVs and
200 charge points by the end of 2017. The
service is a operated
by Bolloré Group, which operates the
AutoLib carshare program in Paris. AutoLib
now has more than 4,000 vehicles and
130,000 actfve users. A similar program
called BlueIndy is also underway in
Indianapolis.
Membership for BlueLA will range from $0
to $10 per month and member usage fees
will be $0.20 per minute, with lower rates
for low-income members. Cars and parking
spaces can be booked online and cars are
returned to designated statfons at the end
of each use.
General Motors, Uber & Lyft
A new car sharing partnership between
General Motors and Uber and Lyft enables
drivers to rent Chevy Bolts through a service
called Maven Gig. The program is live in San
Diego and will launch in San Francisco and
Los Angeles in late 2017. The growing usage
of EVs among rideshare drivers creates
additfonal demand for easily accessible
public charging infrastructure.
Designatfng parking and charging spaces
specifically for EV car sharing and
ridesharing will leave more public chargers
available to residents and visitors. In
additfon, it will provide convenience and
lower costs for both operators and users.
ZipCar
Zipcar first introduced EVs into its fleet in
2003 with the Toyota RV4 EV and now
offers the Chevrolet Volt and Honda Fit.
Zipcar offers EV optfons in several citfes
across the U.S., including Chicago, Boston,
and Knoxville.
ELECTRIC VEHICLE ACTION PLAN | 77
78 | CITY OF SANTA MONICA
Community Outreach:
Develop EV outreach
programs and
resources for residents
and businesses
Create a webpage with available EV resources,
programs, and technologies.
Develop an outreach program for EV charging
stations similar to the Solar Santa Monica
Program called EV Santa Monica.
Develop outreach targeted to low-income
residents.
Encourage access to EV carsharing for MUD
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.
ELECTRIC VEHICLE ACTION PLAN | 79
Santa Monica residents and property
owners need support and guidance to
understand available funding to help
purchase EVs and finance charging
equipment and installatfon costs. The
constantly changing landscape and range
of resources can be difficult to navigate.
This challenge is even greater for low-
income populatfons and non-natfve
English speakers.
The City currently does not have
dedicated staff managing and directfng EV
programs, policies and projects. A
dedicated staff person will be essentfal to
implementfng the plan and completfng a
broad portiolio of projects.
a) Create a webpage with available
resources, programs, and technologies.
An abundance of informatfon about
installing electric vehicle charging
statfons is available online, however a
lack of knowledge and awareness stfll
pervades most communitfes. There is
considerable confusion and
apprehension surrounding MUD
installatfons. Most potentfal buyers are
unaware of PEV models and have never
driven one, do not know where or how to
charge a PEV, and are more familiar with
the high purchase price than the
incentfves or low operatfng costs. Most
small commercial and residentfal property
managers are also not familiar with the
rebates and subsidies offered for EV
charging statfons.
A web-based platiorm is necessary to
serve as a clearinghouse of informatfon
for resources and technologies for Santa
Monica residents, employees, employers,
and property owners. Basic informatfon
Figure 18: Property Owner Familiarity with EVSE
Rebates and Subsidies
Source: Westside Cities Council of Governments, 2017
Figure 17: Property Owner Familiarity with EVs and Charging Infrastructure Needs
80 | CITY OF SANTA MONICA
can include types of charging statfons,
where and how to purchase EVs, and
where to charge. In additfon, resources
like incentfves, financing optfons, and
technical assistance can be provided. This
platiorm could also host one-on-one
trainings and assistance for applicatfons
to state and federal EV incentfves.
Creatfng a list of EV-friendly condos and
apartment buildings can also help
prospectfve tenants who are EV-drivers or
interested in purchasing an EV find a unit
with existfng charging facilitfes.
b) Develop an outreach program for EV
charging statfons similar to the Solar Santa
Monica Program called EV Santa Monica.
Solar Santa Monica is a free service that
provides technical assistance for residents
and businesses to help navigate the rules,
incentfves, and financing optfons to install
solar panels. Services include energy
efficiency recommendatfons, rooftop
analysis, bid comparison, and financial
analysis.
An EV outreach program can provide a
similar service to engage and inform
property owners and residents. The goal
is to educate the community about the
benefits of driving EVs and the incentfves
that are available to do so. These
incentfves include funding to purchase
EVs and EVSE, in additfon to residentfal EV
TOU rate systems to save money on
electricity. Hostfng or partnering with
community events to share informatfon
about EV charging can also help bridge
the informatfon gap.
Plug In America’s report states that
raising awareness about EV incentfve
programs is imperatfve. Effectfve
outreach methods include: billing inserts,
newsletter blurbs, social media,
webpages, event brochures, letters to EV
owners, and handouts to local car dealers
(Plug In America, 2016, p. 10).
Property owners and residents are both
uniquely positfoned to facilitate EV
charging in MUDs.
Plug-In America, SCE, and the Los Angeles
Department of Water and Power will be
launching an EV dealer educatfon pilot,
which may provide a framework or
partnership opportunity for the City.
Working with local car dealerships that
sell EVs to increase awareness of rebates
and incentfve programs is key to
educatfng potentfal buyers. Car dealers
can also offer free test drives of EVs, a
proven strategy to increase propensity to
purchase.
Property owners can be stewards of
sustainable transportatfon practfces by
enabling their residents to drive electric
vehicles. The City and local advocacy
organizatfons can help by educatfng
property owners on the environmental
and economic benefits of adding EV
charging statfons in their buildings, in
additfon to preparing a survey for
property owners to distribute to
residents.
Charging statfons are an attractfve
amenity for Santa Monica’s “eco-minded”
demographic. Due to the limited number
of MUDs with EV charging facilitfes,
ELECTRIC VEHICLE ACTION PLAN | 81
property owners can benefit from
offering the added service, which is in
high demand.
Directfng informatfon to property owners
that explains the environmental and
financial benefits of driving EVs, the
municipal requirements for charging
statfons, and the relevant policies (such
as Senate Bill 880 EV owners right to
charge) will help bridge the informatfon
gap. This will better prepare property
owners to partfcipate and spearhead the
shift to EV ownership.
A list of FAQs can address common
concerns expressed by property owners,
such as liability and insurance
requirements, vandalism, estfmated
equipment and installatfon costs, and
metering solutfons. Creatfng a central
locatfon for property managers to share
advice and ask questfons regarding EV
charging installatfons in MUDs would be a
valuable resource.
The case studies in Appendix II exemplify
the influence residents can have on their
property managers or HOA. The majority
of EVSE installatfons were the result of
pressure from residents who either
owned or were interested in owning EVs.
c) Develop outreach targeted to low-
income residents.
Low-income populatfons tend to have the
least amount of access and resources to
own electric vehicles. Targeted
informatfon and outreach should be
developed to facilitate awareness,
interest and ability to own and charge
EVs. This may include outreach to
property owners and low-income
residents, informatfon sessions, mailers,
and tabling at events.
Low- to moderate income residents may
be eligible for funding through the
SCAQMD EV Residentfal Charging
Program. This program incentfvizes Level
2 charging for residentfal garages,
carports or parking spaces by providing
$400-$800 for EVSE hardware costs. An
additfonal $250 is available for low-
Case Studies: Low-Income EV Carshare Pilots
The BlueLA EV carshare pilot is expected to
provide mobility access to approximately
7,000 new users from low-income L.A.
communitfes. These users are expected to
sell or avoid purchasing 1,000 private
vehicles, which would prevent
approximately 2,150 metric tons of CO2
emissions (Shared-Use Mobility Center,
2016).
The Sacramento-based affordable housing
organizatfon, Mutual Housing, launched an
EV carshare program for residents in June
2017. Funding came from the California Air
Resources Board, the Sacramento
Metropolitan Air Quality Management
District, Zipcar, and other partners. A study
from the Transportatfon Research Board and
the Natfonal Academy of Sciences estfmates
that each shared car removes 15 private
vehicles from the road (Environmental
Protectfon Agency, 2017).
82 | CITY OF SANTA MONICA
income residents. (The program does not
cover installatfon costs.)
d) Encourage access to EV carsharing for
low-income residents.
Purchasing an EV and necessary EVSE is
stfll a considerable burden for low-income
residents, even with local and state
assistance programs. Access to EV
carsharing services offers a more
affordable and convenient optfon for
some residents. Incentfves can encourage
property owners to offer EV carshare
services in MUD development
agreements if such services are offered.
A low-income carshare program could be
modeled after the Breeze Bike Share buy-
down program, which offers up to 90%
reimbursements on bikeshare
memberships . The carshare program
could offer diverse payment optfons, such
as cash, metro passes and credit/debit
cards in order to increase accessibility.
e) Designate an EV Program Coordinator
to manage all responsibilitfes related to
EVSE coordinatfon and implementatfon.
EV charging intersects the roles and
responsibilitfes of many departments and
divisions within the City. In order to
achieve the goals of this plan, a dedicated
staff person should manage the various
programs, policies and projects.
This staff will be responsible for:
implementfng and reportfng on the plan,
managing the City’s public charging
network; implementfng programs and
projects; coordinatfng with the utflity and
regional initfatfves; seeking funding; and
developing and implementfng policies.
f) Establish an EV Working Group to
provide directfon and oversight of the
implementatfon of the EV Actfon Plan.
An EV Working Group can work with the
EV Coordinator and the public to support
implementatfon of the EV Actfon Plan. EV
Working Group roles may involve
recommending public charger locatfons,
new technologies, and policies to support
EV drivers in Santa Monica.
g) Coordinate with regional partners to
leverage procurement and funding
opportunitfes.
Coordinatfng with regional entftfes such
as the Westside Citfes Council of
Governments (WCCOG) and the Southern
California Associatfon of Governments
(SCAG) can help advance EV deployment
and secure competftfve grants for Santa
Monica and neighboring citfes.
The City and eventually, an EV Program
Coordinator, should coordinate with
regional initfatfves to plan more
integrated charging networks and share
best practfces related to EV charging.
Preparing joint proposals for EV funding
can help leverage local and regional
resources and potentfally secure
additfonal grant funds, partfcularly
through natfonal opportunitfes such as
the VW settlement funds.
ELECTRIC VEHICLE ACTION PLAN | 83
Putting the Plan
to Work
Funding the Plan
Implementing the Plan
Measuring Success
84 | CITY OF SANTA MONICA
Funding the Plan
To date, EV charging and programming
has largely come from the City’s General
Fund through existfng budgets and the
Capital Improvement Program (CIP). The
City received a grant from the Air Quality
Management District to procure and
install most of the current installatfons
(2017). Existfng utflity budgets pay for
electricity consumptfon and facilitfes
maintenance budgets support repair and
upkeep of the equipment. New sources
of revenue and financing will be required
to expand infrastructure and develop
new programs.
City Funds & New Revenues
Staff regularly apply to Southern
California Edison for rebates and
incentfves for energy efficiency projects.
These funds are separately maintained
for new energy projects. As most energy
efficiency and renewable energy projects
can receive separate financing, these
rebates could benefit EV charging
projects and programs. Additfonal
funding needs will be met by the Capital
Improvement Program (CIP).
With a smart charging system, the City
will be able to create new revenue
streams through the implementatfon of
user fees and fines, LCFS credits as well as
advertfsing opportunitfes. Additfonal
revenue may come available if the City
moves forward with discontfnuing free
metered parking for EVs. The revenues
generated could be redirected to
implement new EV projects and programs
and help keep user fees affordable.
Grants & Outside Funds
SCE’s upcoming Charge Ready program
phase 2 proposal and current
Transportatfon Electrificatfon program
proposal, if approved by the Public
Utflitfes Commission, will help support
Santa Monica’s infrastructure needs. SCE
has identffied Santa Monica as a target
community where there is strong interest
and capacity to deploy EV infrastructure.
Additfonal state funding sources may help
expand EV charging in Santa Monica. The
California Energy Commission (CEC)
awarded the San Diego-based nonprofit,
Center for Sustainable Energy, $15 million
to install charging statfons statewide. The
Cycle 1 Investment Plan of the VW
settlement funding includes $200M to be
used for statewide EV charging projects.
Additfonal funding sources include CARB
programs funded by greenhouse gas
reductfon funds and CEC programs such
as the Electric Vehicle Program
Investment Charge (EPIC) and Alternatfve
and Renewable Fuel and Vehicle
Technology Program (ARFVTP).
Additfonally, Santa Monica has received
free electric vehicle charging statfons
from UCLA through a grant-funded
project. The City will contfnue to apply for
State and regional agency funding that
supports infrastructure and programs.
The following tables outline funding
requirements and potentfal funding
sources by project and program phase.
ELECTRIC VEHICLE ACTION PLAN | 85
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86 | CITY OF SANTA MONICA
Project Phase Proposed
Chargers
Estfmated
Average Unit Cost*
Total
Conceptual
Cost
Funding Status & Potentfal New
Sources
Phase IB: 2017 Installatfons 30 $11,560 $346,800 Funded - South Coast Air Quality
Management District
Phase II: 2018 Off-street
(Libraries, Parks, Lots) 41 $6,000 $246,000
Not yet funded
Energy Efficiency Rebates, CIP, SCE,
Grants, New Revenue
Phase IIIA: 2018-2020 Curbside
Statfons 69 $6,000 $414,000
Phase IIIB: 2018-2020 Streetlight
Statfons 25 $15,000 $375,000
Phase IIIC: 2018-2020 Public/
Private Partnerships 25 $3,000 $75,000
Phase IIID: 2018-2020 Public DC
Fast Charging Statfons 10 $50,000 $500,000
Phase IV: Retrofit existfng
statfons (ongoing) 87 $4,026 $350,262
TOTAL Public Chargers 287* $2,307,062
Phase IA: Civic Center Fleet
Charging 31 $3,950
$122,400 Funded – 2016/2018 CIP
-$12,485 SCE Charge Ready Program
Total Chargers 318 Total Estfmated
Cost $2,416,977
Table 12: Conceptual 3-yr Project Cost Estimates and Funding Sources
*The 287 chargers does not include the new dual-port solar charging station at the airport.
ELECTRIC VEHICLE ACTION PLAN | 87
Table 13: Budgeted Funds (Currently Committed or Available for Allocation)
Table 14: Operating Costs* (By end of 3-year implementation)
Source Amount
Energy Efficiency Rebates $414,544
Mobile Source Air Pollutfon Reductfon Review Committee $121,500
2016/2018 Capital Improvement Project (CIP) Fund $186,690
2016/2018 Public Works Operatfng Budget EV Quick Start Fund $150,000
South Coast Air Quality Management District Grant $55,000
South Coast Air Quality Management District AB 2766 Subventfon Funds $26,000
Total Funds Available $953,734
Total Estfmated Project Cost $2,416,977
Total Net New Cost $1,463,243
*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.
Program Total Annual
Cost
Unfunded
Cost Funding Sources (Potential)
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)
$205/yr – fleet charging port (31)
$73,947
$6,355
$73,947
$6,355
General Fund, EV program revenue, Low
Carbon Fuel Standard
Smart Charging Station Maintenance
$645/station/yr (132) $85,140 $85,140 General Fund, EV program revenue, Low
Carbon Fuel Standard
Utility Cost**
318 charging ports $270,718 $270,718 Cost recovery
TOTAL Annual Operating Cost $486,160 $436,160
88 | CITY OF SANTA MONICA
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 Innovatfon)
Implementing the Plan
This sectfon outlines actfon items, department leads,
and project tfmeframes to implement the Plan.
Implementatfon tfmeframes fall into the following
categories: near-term (0-6 months); mid-term (6-18
months); and long-term (18 months-3 years).
ELECTRIC VEHICLE ACTION PLAN | 89
Office of Sustainability & the
Environment
Lead division responsible for development and implementatfon of EV charging statfon
policies and practfces
Strategic planning
Coordinate evaluatfon of CIP proposals necessary to meet infrastructure needs and
purchase of EV charging statfons
Coordinate with SCE and other relevant entftfes
Public outreach and educatfon
Planning and Community
Development
Facilitate changes to the zoning ordinance and building codes to encourage and
streamline installatfon of charging statfons
Review site plans, issue permits, conduct inspectfons for installatfon of chargers
Review potentfal locatfons for on-street charging
Facilitate work with carshare and rideshare services
Coordinate purchase and installatfon of charging statfon signage
Public Works
Engineering Division
Streets Division
Fleet Division
Install and maintain City-owned charging statfons
Maintain City-owned electrical vehicles
Evaluate City capital improvement projects and install appropriately sized electrical
panels during new constructfon or major renovatfons
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 restrictfons
Table 16: Responsibilities Overview
90 | CITY OF SANTA MONICA
Table 17: Implementation Timeframe
PUBLIC INFRASTRUCTURE: Expand and modernize public EV infrastructure to
improve user experience and sustain operatfons & growth.
DEPT. LEAD TIMEFRAME
a) Add new smart chargers to the network; retrofit legacy chargers with
“smart” chargers.
OSE Near- to mid-term
b) Develop a fee structure that covers operatfons and maintenance costs,
encourages user turnover, and supports community EV programs.
OSE, PCD Near-term
c) Earn credit revenue by partfcipatfng in the state Low Carbon Fuel Standard
program.
OSE, Finance Mid-term
d) Add charging statfons for City fleet vehicles. OSE, PW-FM,
PW-CE, SCE
Mid-term
e) Explore innovatfve EV charging and storage technologies to integrate into
Santa Monica’s EV charging network. OSE Mid- to long-term
f) Explore DC fast charging optfons where appropriate and feasible. OSE Mid-term
g) Develop guidelines and standards to support charging for e-bicycles and
neighborhood electric vehicles.
PCD Mid-term
PRIVATE CHARGING: Increase EV Charging for MUDs and workplaces. DEPT. LEAD TIMEFRAME
a) Develop pilot rebate program for MUDs and workplaces; include additfonal
funding for low-income residents.
OSE Near-term
b) Identffy qualified vendors/EV service providers to handle MUD and
workplace charging in Santa Monica.
OSE Mid-term
c) Streamline the EVSE permitting process and allow online permits for small-
scale installatfons.
PCD, OSE Near-term
d) Designate off-street and on-street locatfons for public charging
infrastructure.
OSE, PCD,
PW-CE, UCLA Mid-term
e) Implement a pilot a program to provide EV charging through streetlights. OSE, PCD Mid- to long-term
f) Partner with priority destfnatfon sites to install EV charging. OSE Mid- to long-term
ELECTRIC VEHICLE ACTION PLAN | 91
PUBLIC POLICY: Update parking policies and practfces for efficient charging
statfon use.
DEPT. LEAD TIMEFRAME
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
available for EV charging.
PCD Mid-term
c) Review and update parking policies and signage. OSE, PCD Mid-term
d) Explore a program to adjust nighttime parking rates or provide resident
charging permits for overnight charging at public facilitfes.
PCD Near-term
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
located at the Civic Center.
OSE, PW-FM Mid-term
COMMUNITY OUTREACH: Develop EV outreach programs and resources for
residents and businesses.
DEPT. LEAD TIMEFRAME
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
Monica program called EV Santa Monica.
OSE Mid-term
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
low-income individuals.
OSE, PCD Mid- to long-term
e) Designate an Electric Vehicle Program Coordinator positfon to manage all
responsibilitfes related to EVSE coordinatfon and implementatfon.
OSE Mid- to long-term
f) Establish an EV Working Group to provide directfon and oversight of the
implementatfon of the EV Actfon Plan.
OSE Near- to mid-term
g) Conduct regional coordinatfon related to EV charging and funding
opportunitfes.
OSE Near– to mid-term
92 | CITY OF SANTA MONICA
Measuring
Success
This plan will need resources and
coordinatfon in order to be effectfve and
successful. This plan will help to
accelerate project development and
support the City’s bid for resources with
shovel-ready projects. As a short– to long-
term, actfon-oriented plan, tracking
progress and measuring success will be
essentfal to ensure that targets and goals
are met for infrastructure, ownership and
usage.
Success of the EV Actfon Plan can be
measured by tracking existfng metrics and
new metrics:
Number of charging statfons
Goal: 300 by 2020
Percentage of EVs registered out of
total vehicles registered
Goal: 15% by 2025
Additfonal metrics (no goal associated):
Revenue earned from fees and LCFS
credits
Statfon usage: Number of charging
sessions and length of charge
Number of private charging statfons
Percentage of MUDs and workplaces
that offer EV charging
Conclusion
The EV Actfon Plan attempts to capture
the necessary policies and projects
required to meet the fast moving changes
in market demand. But it is only one
component within a larger context to
improve mobility and wellbeing, and
reduce greenhouse gas emissions.
As innovatfons in vehicle technologies and
mobility contfnue to change the way we
get around, this plan will enable Santa
Monica to respond to the dynamic nature
of the increasingly integrated world of
energy, mobility and technology.
ELECTRIC VEHICLE ACTION PLAN | 93
Appendix
Appendix I: Santa Monica Proposed EV Infrastructure Map
Source: City of Santa Monica Office of Sustainability, 2017
94 | CITY OF SANTA MONICA
Mandatory Requirements
Multi-family Residential
(applies to building sites with 17 or more units)
3% of total parking spaces provided must be capable
of supporting future EVSE (i.e. electrical system ca-
pacity, building plans, any underground conduits).
Single-family Residential
Raceway (e.g. conduit) and electrical panel capacity
to support 40-amp capacity electric circuit required
for each unit
Nonresidential
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-
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
CALGreen EV Charging Station Requirements
Source: Center for Sustainable Energy, Plug-In SD, June 2016
Appendix II: State Policies & Legislation Supporting EVs
ELECTRIC VEHICLE ACTION PLAN | 95
State Legislation
Assembly Bill 32 (2006): California Global
Warming Solutfons Act
AB 32 was the first comprehensive, long-
term approach to address climate change
in the country. The bill requires California
to reduce its greenhouse gas emissions to
1990 levels by 2020 (a 15% reductfon)
through a range of clean transportatfon,
land use and energy efficiency strategies.
CalGreen (2013)
The California Green Building Standards
Code, (CalGreen) is Part 11 of Title 24, the
California Building Standards Code. The
2015 CalGreen update includes both
mandatory and voluntary measures that
ensure residentfal and commercial new
constructfon projects are prepared for EV
infrastructure.
Local jurisdictfons have authority to adopt
their own PEV-readiness building code
standards that go beyond CalGreen’s
mandatory requirements. The code
requires pre-wiring to accommodate
future installatfons of a charging circuit
and electrical retrofits to support EVSE.
SB 880 (2012): Owner’s Right to EV
Charging
SB 880 prohibits homeowner associatfons
from imposing any conditfon that
“effectfvely prohibits or unreasonably
restricts” installatfon of charging in a
homeowner’s designated parking space. If
the charging unit is installed in a common
area, the law states that certain
conditfons can be imposed, e.g. a $1
million homeowner liability policy that
names the Homeowner Associatfon as an
additfonal insured.
Senate Bill 454 (2013): Electric Vehicle
Charging Statfons Open Access
The Electric Vehicle Charging Statfons
Open Access Act was created by
Senate Bill 454 signed in 2013. The law
prohibits the charging of a subscriptfon
fee at EV charging statfons. The legislatfon
calls for an open system for electric car
charging payment via credit card.
Senate Bill 1275 (2014): Vehicle retfrement
and replacement: Charge Ahead California
Initfatfve
SB 1275 established a goal to place 1
million zero-emission and near-zero-
emission vehicles on the road. The bill
created an enhanced fleet modernizatfon
program for the retfrement of high
pollutfng vehicles and authorizes
increased funding for low-income
individuals and families to purchase clean
low– and zero-emissions vehicles.
California Building Code Chapter 11B-228
(2016): ADA Compliance for EV Charging
Statfons
As of January 1, 2017, all new EVSE
installatfons must comply with the State
Architect’s ADA Accessibility Building
Standards. A minimum of one van-
accessible space must comply with ADA
Sectfon 11B-812 for every 1 to 4 EV
charging statfons at a facility. One
standard accessible space is required for
every 4 to 25 spaces, in additfon to one
ambulatory space for every 26 to 50
statfons. The State’s Parks Department is
now budgetfng $30,000 for each new ADA
compliant parking space (See details in
96 | CITY OF SANTA MONICA
Appendix IV).
Assembly Bill 1452 (2017): Parking:
Exclusive Electric Charging on Public
Streets
AB 1452 authorizes local jurisdictfons to
dedicate on-street parking spaces on
public streets for the exclusive purpose of
charging a parked electric vehicle,
provided appropriate signage is installed.
The bill also authorizes the removal of a
vehicle from a designated stall or space
on a public street if the vehicle is not
connected for electric charging purposes.
This bill helps facilitate enforcement of
any regulatfons related to use of public
EV statfons proposed in this plan.
Assembly Bill 1088 (2017): Multfunit
residentfal housing: energy programs
AB 1088 requires the Energy Commission
to adopt regulatfons to enable access to
combined program funding for zero- and
near-zero emission vehicle infrastructure,
among other programs for multfunit
residentfal propertfes.
The Energy Commission must report to
the Legislature by January 1, 2019, on the
extent to which renters and owners of
low-income multfunit residentfal
propertfes have sufficient technical and
financial support to partfcipate in existfng
programs and complete upgrades. The
bill will likely provide incentfves and
programs to help multf-family building
owners and tenants reduce their energy
use and install EV chargers, among other
benefits.
Assembly Bill 1239 (2017): Building
Standards: Electric Vehicle Charging
Infrastructure
AB 1239 requires the California
Department of Housing and Community
Development and the California Building
Standards Commission to develop and
adopt building standards regarding EV-
ready parking spaces for existfng parking
structures that are located adjacent to or
associated with multffamily dwellings and
nonresidentfal buildings.
Assembly Bill 1184 (2017): California
Electric Vehicle Initfatfve
AB 1184 allocates $3 billion over 12 years
to subsidize zero-emissions vehicles. The
legislatfon passed the Assembly and is
pending Senate approval. Funding would
come from the Cap and Trade Program
and buyers would receive rebate checks
at the point of purchase.
Assembly Bill 615 (2017): Air Quality
Improvement Program: Clean Vehicle
Rebate Project.
AB 615 extends the income caps for the
Clean Vehicle Rebate Project to contfnue
providing air quality and greenhouse gas
emissions reductfon benefits through
programs that encourage the purchase of
zero-emissions vehicles.
Assembly Bill 630 (2017): Vehicle
Retfrement and Replacement
AB 630 codifies a clean-car program that
benefits low-income residents by helping
them replace high-pollutfng vehicles with
ELECTRIC VEHICLE ACTION PLAN | 97
cleaner and more efficient vehicles.
Assembly Bill 1082 (2017): Transportatfon
Electrificatfon: Electric Vehicle Charging
Infrastructure: School Facilitfes and other
Educatfonal Instftutfons.
AB 1082 authorizes pilot programs to allow
for new electric vehicle charging statfons at
state parks and beaches.
98 | CITY OF SANTA MONICA
The PEV Collaboratfve provides cost
recovery models and case studies for both
individually assigned charging units and
shared charging units, which are discussed
below.
Individually Assigned Charging Units
Installatfon optfons for individually assigned
charging units differ based on who pays for
the installatfon costs and electricity. Some
case studies include a combinatfon of the
various approaches and are listed below the
most relevant optfon.
1. Units are wired directly to the existing
residence panel meter or through a
separate electric meter. In this case, the
resident EV owner is the electric utility
customer and pays for the equipment
and installation.
Case Study: Brannan, San Francisco
The HOA at 200 Brannan Street
installed six charging statfons in
deeded parking spaces based on
resident demand. The HOA selected
EverCharge as the vendor to install
the system and handle inspectfons,
customer support, billing and liability
insurance. Individual EV owners paid
between $1,000-$2,800 for the
installatfon based on the distance of
the conduit run and an additfonal
$1,000 to purchase the unit.
Residents pay a $15 fixed monthly
charge plus a flat electricity rate for
usage.
2. Units are sub-metered and the property
owner is the electric utility customer. The EV
owner pays for the 120VAC outlet or
charging unit installation.
Case Study: Broadstone Corsair, San
Diego
Property managers at this new
development were motfvated to
install 16 dual chargers based on
resident interest, a green corporate
culture, and pursuit of LEED
certfficatfon. Installatfon was
relatfvely easy because the building
was relatfvely new with accessible
service panels. Additfonal chargers
were installed in antfcipatfon of
future demand. ChargePoint was
selected to manage metering and
billing. Infrastructure costs were
covered mostly by grants from the
California Energy Commission and
ChargePoint. EV owners plug in as
needed or have the optfon to reserve
statfons for a small monthly fee.
Electricity costs $0.25/kWh. This is a
good model for new buildings to
follow.
3. Units are sub-metered; the resident is the
utility customer and buys the corresponding
parking space. The property owner installs
several new service meters and assigns them
to resident EV owners. The EV owner pays a
fee to the property owner to cover his or her
Appendix III: MUD Case Studies and Best Practfces for EV Charging
ELECTRIC VEHICLE ACTION PLAN | 99
portion of the capital expense to install
the meter.
Case Study: CityFront Terrace, San
Diego
Motfvated by resident interest and
a proactfve community manager
and facility manager, CityFront
Terrace installed one level 2
charger and pre-wired 19 electric
meters for level 2 charging.
Residents pay a portfon of the
upfront capital cost and purchase
their own units ($4,000 per
meter), which they can take with
them if they move. Residents must
secure liability insurance since the
units are in a common area.
Residents receive a monthly bill
directly from their utflity, SDG&E,
at a discounted EV tfme-of-use
rate. The CityFront manager
encountered challenges such as
assigned underground spaces
located far from electric meters on
upper floors and different wiring
needs for different brands of
charging statfons. In additfon,
some common-area meters were
on commercial electric rates and
will be subject to demand charges
and tfme-of-use impacts.
4. Networked charging units with wireless
communication capability are individually
assigned with embedded metering. The
property owner is the utility customer and
determines how much to charge residents
for electricity based on reported charging
use. Property owners can set a cost
recovery rate that covers installation,
electricity and network access costs
through shared usage fees.
5. Individually assigned units are wired
into a common area electrical service
with no metering. The property owner is
the utility customer and charges a flat fee
to recover installation, energy and
network access costs.
6. A third-party service provider is
contracted by the property owner to
assign a monthly fee based on selected
services. The utility customer can be
either the resident or property owner.
Shared Charging Units
Installing shared charging units requires
more coordinatfon among resident EV
owners and the property managers,
however it is more cost effectfve and a
better use of space compared to
individually assigned units. Shared
charging statfons can also serve as a
marketfng tool to attract and retain
current and future EV drivers and inspire
existfng residents to drive EVs because
they know the charging infrastructure is
already in place.
Different optfons for installing shared
charging units are as follows:
1. 120VAC outlets or non-networked
charging units are installed in
common area parking spaces
accessible to multiple EV owners. The
property owner is the utility customer
100 | CITY OF SANTA MONICA
and adds a flat fee to the rent or lease
to cover operating costs. EV owners
can coordinate a charging schedule or
sign-up process.
2. Common area networked charging
units are available for multiple EV
owners and managed by an electric
vehicle service provider (EVSP). The
property owner is the utility customer.
EV owners pay a monthly flat fee or
per use. They access the EVSE network
through a subscription service,
electronic ID card or credit card.
Tracking and billing capabilities are
available in some of the newer, higher-
cost systems.
Case Study: The Elysian, Los
Angeles
The property owner, Linear City
Development, is a strong
supporter of sustainable living and
transportatfon optfons. This is
exemplified through their
unbundled parking policy, Nissan
Leaf car share program, and 16
level 2 EV chargers onsite.
ChargePoint operates the
networked system via a wireless
router on one of the statfons. This
program is unique because
charging is free for residents.
Statfons are available to non-
residents for a fee per kilowatt-
hour. The management chose to
provide free charging to residents
as an amenity to attract renters
and set a new standard for rental
propertfes to include EV charging
access.
3. A third-party service provider handles
all charging service and billing operations
based on an agreement with the property
manager.
Case Study: The Towers at Costa
Verde, San Diego
The Towers at Costa Verde has 10
level 2 chargers and 10 pre-wired
statfons. Management wanted to
provide EV charging as an amenity
to residents and prospectfve EV
owners. EV charging statfons are
located in a common area,
replacing previous valet parking
spots. The Towers used NRG
eVgo’s Ready for Electric Program
to install the statfons and manage
billing each month. One smart
meter tracks electricity use for all
10 charging units. The utflity bills
the property management, NRG
bills individual resident subscribers
based on their monthly usage, and
then reimburses the property
management. NRG eVgo covered
the upfront costs of $21,000
(~$2,100 per charger).
Best Practfces for Implementfng EV
Charging in MUDs
Charge Ready Parking Spaces
Per CalGreen requirements, property
owners should add charge-ready parking
spaces (spaces with electrical service
wiring ready for EV charging) during new
constructfon and major retrofits.
CityFront Terrace and The Towers at
Costa Verde installed pre-wired
connectfons ready for future charging
ELECTRIC VEHICLE ACTION PLAN | 101
statfons. This reduces future installatfon
and wiring costs for additfonal statfons.
Resident Survey
All MUD property owners should
conduct resident surveys to understand
current and future demand for EV
charging statfons in their buildings. The
PEV Collaboratfve has sample surveys
available on their website for MUD
owners.
Parking - Assigned vs. Common Area
Spaces
The building owner should communicate
with resident EV owners to determine
whether assigned EV charging spaces or
common area spaces work best.
Willingness to help pay for the statfons
will depend on the property owner’s
interest in providing EV charging as an
amenity to residents. Installing personal
statfons for all EV owners will be more
expensive than communal charging
statfons, though it is preferable to
residents. This decision will weigh the
convenience of private statfons against
the lower cost of shared statfons. For
individually assigned spaces, residents
should be charged a percentage of the
equipment cost or a flat monthly fee to
help the building owner recoup
infrastructure and operatfng costs.
Third-party Service Provider
Selectfng a third-party service provider
to handle installatfon, maintenance, and
billing will facilitate a turnkey process for
property owners. Some EVSPs may install
the equipment at no upfront cost (e.g.
NRG eVgo at the Towers in Costa Verde),
depending on future funding availability.
As noted by several of the case studies, a
third-party service provider has been a
popular optfon for property owners. 200
Brannan in San Francisco selected
EverCharge to offer full-service
installatfon, permit and city inspectfon,
customer support, management, billing,
and liability insurance. Broadstone
Corsair in San Diego, Millenium Tower in
San Francisco, and The Elysian in Los
Angeles selected ChargePoint to monitor
metering and billing. The EVSP optfon
allows the property managers or HOA to
have minimal responsibility tracking
energy usage and the billing process.
User Management
Communicatfon and cost-recovery
systems can be utflized to manage
various users accessing one charging
device. One strategy to facilitate
turnover is to bill for tfme the vehicle is
connected rather than actfve charging
tfme. This encourages drivers to move
their cars once the charge is complete
and also increases revenue potentfal for
the property owner.
102 | CITY OF SANTA MONICA
Appendix IV: California Building Code Ch. 11B-238.3.2.1 - ADA Accessibility Requirements for EV Charging Statfons
Source: Division of the State Architect, 2015
ELECTRIC VEHICLE ACTION PLAN | 103
Appendix V: Existfng EVSE Rebate Programs
104 | CITY OF SANTA MONICA
Appendix VI: Southern California Edison Proposed EV Pilot Programs
In early 2017, SCE proposed several one-year EV pilots to the California Public Utflitfes Commission, and expects a decision in late 2017. SCE
proposed a five-year Transportatfon Electrificatfon 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.
Residentfal Make-Ready Pilot
Rebate for residentfal customers living in single-family residences or multf-unit
dwellings to install EV charging make-ready infrastructure to confirm customer
interest in a home-charging program, validate cost assumptfons, and evaluate EV
customer satfsfactfon with Time of Use (TOU) rates, costfng $4 million.
Electric (EV) Driver Rideshare Reward Pilot
Monetary reward to rideshare or taxi drivers who use an EV and exceed a specific
number of rides during a given tfme period. The pilot will encourage EV adoptfon by
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, costfng $4 million.
Urban Direct Current Fast Charger (DCFC)
Cluster Pilot
Deploys five public access DCFC sites for up to 50 DCFC plugs total, clustered in
urban areas. Partfcipatfng customers (potentfally citfes, public lot operators and EV
service providers) will have the opportunity to propose sites and select qualified
DCFC statfons. The pilot will determine interest in DCFC in urban areas and evaluate
charging behaviors, costfng $4 million.
Electric Transit Bus Make-Ready Program
Deploys make-ready infrastructure to serve in-depot and on-route charging
equipment including a rebate towards the charging statfon for electric commuter
buses operatfng in SCE’s service territory. The program aims to expand the number
of electric buses in SCE’s service area, costfng $4 million.
Medium- and Heavy-Duty Vehicle Charging
Infrastructure Program
Proposes to deploy, own, and maintain the electric infrastructure needed to serve
charging equipment for medium- and heavy-duty and non-road vehicles including a
rebate towards the charging statfon. Total cost would be capped at $553 million
over 5 years.
Rate Design to Promote EV Adoptfon
Three new, optfonal commercial EV rates will apply to different EV customer sizes.
The new EV TOU periods offer more accurately price signals reflectfng system grid
conditfons 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.
ELECTRIC VEHICLE ACTION PLAN | 105
Appendix VII: Draft EV Action Plan Public Comments and Responses
COMMENT CITY of SM RESPONSE
Infrastructure
Don’t upgrade before adding new stations Deprioritfzed 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 statfc document; actfvely 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 – citfes can propose sites for 5 dual-
port chargers
Install clusters of chargers (L2 + L3 where feasible) Identffying locatfons with sufficient electrical capacity
Residential charging more critical than commercial as battery range
increases
Focusing on public charging in commercial areas for MUDs
Ensure that EVSE has multiple connector types Statfons offer the standard SAE J1772 level 2 connectors, which fit
most EVs
Add charging stations at gas stations Third-party providers contactfng gas statfons to gauge interest
Several methods of payments should be recommended to EVSE
users such as RFID card, smartphone/app authentication, pass code
or credentials, or credit card (on the station or by telephone)
Most statfons accept multfple methods
Add streetlight chargers Exploring L1 + L2 based on electrical capacity
Take advantage of outside funding sources (e.g. CEC, CARB,
SCAQMD, and CPUC)
Addressed in Plan
Implement the upgraded electrical service during new construction
to significantly reduce installation cost (as opposed to
implementing in existing infrastructure, unless there are significant
alterations, expansions, or retrofits)
Code update addressed in Plan
The City should have a 2 year and 5 year plan for implementing
EVSE infrastructure
The Plan is not a statfc document and will be evolving over tfme
The draft EV Actfon Plan was posted on OSE’s website from September 15-October 15, 2017. The City received comments from residents,
organizatfons, EV service providers, utflitfes, and other local stakeholders. Below is a summary of comments received and how the City has
addressed or plans to address the feedback.
106 | CITY OF SANTA MONICA
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
in EV charging spaces, as well as EVs which are parked in a charging space
and not charging
Engage code compliance and PD
Free parking is a valuable incentive Does not benefit overall mobility goal to get people out of cars, stfll
contributes to congestfon
Include medium- heavy-duty electrification BBB is conductfng an electrificatfon 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
adoptfon by 2025 (13% increase)
Partner with SSMUSD and SM
Call with SMMUSD 10/17
Concerns re: safety, vandalism, parking
Exploring opportunitfes
The amount charged for residents to use electricity for charging their cars
should be no more than the cost of electricity.
It will not be more than gas.
Residents of MUDs who can confirm that they either 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
Explore alternatfve pricing structures
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
with State law
Addressed in Plan
Allow preferential parking permits for overnights parking in residential
neighborhoods
Discuss with PCD and Parking
Rent-control issue (exempt from AB 2565, which mandates property
owners to allow tenants to install charging stations at their own expense)
Exploring legal optfons to influence legislatfon and remove this
exemptfon
Consider a process that limits the number of in-person permit
appointments to a maximum of one
New streamlined permitting process adopted on September 12, 2017
ELECTRIC VEHICLE ACTION PLAN | 107
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
about EVs is a major barrier
Add workshops, partner and host more community EV
events.
Utilize social media
Provide materials with EV models, price, incentives
Partner with car dealerships to promote awareness of EVs
(test drives, incentive information, etc.)
Explore ways to support dealerships with useful info and
materials to distribute
Create an electric vehicle commission which would work with
the EV Coordinator and the public on charger locations, new
technologies, as well as work with the City Council on EV
policy
Included recommendation in Outreach section to create
an EV Working Group.
108 | CITY OF SANTA MONICA
Resources
Ayre, James. (2016). California Dominates US Electric Car Sales – 30 California Citfes Show Why. Clean Technica.
https://cleantechnica.com/2016/09/25/icct-analysis-ev-market-development-californian-citfes/
American Lung Associatfon (2016). Clean Air Future: Health and Climate Benefits of Zero Emissions Vehicles.
http://www.lung.org/local-content/california/documents/2016ZeroEmissionsReport.pdf
California Auto Outlook (Volume 13, Number 1, 2017). Comprehensive informatfon on the California Vehicle Market.
http://www.cncda.org/CMS/Pubs/CA%20Auto%20Outlook%201Q%202017.pdf
California Energy Commission (2017). Low Carbon Fuel Standard.
http://www.energy.ca.gov/low_carbon_fuel_standard/
California Energy Commission (2016). Tracking Progress.
http://www.energy.ca.gov/renewables/tracking_progress/documents/electric_vehicle.pdf
California Plug-In Electric Vehicle Collaboratfve. (2012). Accessibility and Signage for Plug-In Electric Vehicle Charging Infrastructure.
http://www.pevcollaboratfve.org/sites/all/themes/pev/files/PEV_Accessibility_120827.pdf
California PEV Collaboratfve. (2013). Plug-in Electric Vehicle Charging Infrastructure Guidelines for Multf-unit Dwellings.
http://www.pevcollaboratfve.org/sites/all/themes/pev/files/docs/reports/MUD_Guidelines4web.pdf
Canbing Li, Yijia Cao, Mi Zhang, Jianhui Wang, Jianguo Liu, Haiqing Shi & Yinghui Geng (Scientffic Reports 5, Artfcle number: 9213, Feb.
2015). Hidden Benefits of Electric Vehicles for Addressing Climate Change.
https://www.nature.com/artfcles/srep09213?utm_source=Climate+Resolve+Subscribers+2017&utm_campaign=3f18de3525-
EMAIL_CAMPAIGN_2017_02_21&utm_medium=email&utm_term=0_9669f84ea2-3f18de3525-104234129
Center for Climate Protectfon: Doron Amiran (2017). Beyond Combustfon: Electric Vehicle Trends, Goals, and Recommendatfons for
Sonoma County. http://cleanpowerexchange.org/wp-content/uploads/2017/08/EV-CCP-white-paper-August-2017.pdf
ELECTRIC VEHICLE ACTION PLAN | 109
Center for Sustainable Energy and SANDAG (2014). San Diego Regional Plug-In Electric Vehicle Readiness Plan.
https://energycenter.org/sites/default/files/docs/nav/programs/pev-planning/san-diego/San_Diego_PEV_Readiness_Planning_Guide-
2013_low-resolutfon.pdf
City of Burbank Water and Power (2016). A Presentatfon to the California Energy Commission.
http://docketpublic.energy.ca.gov/PublicDocuments/15-MISC-04
TN211161_20160420T113312_Burbank_Water_and_Power_Presentatfon.pdf
City of Portland, 2017 City of Portland Electric Vehicle Strategy (2017).
https://www.portlandoregon.gov/bps/artfcle/619275
City of Vancouver Administratfve Report, Electric Vehicle Ecosystem Strategy (2016).
http://council.vancouver.ca/20161116/documents/cfsc1.pdf
Corelis, Dennis. (2015). Access California: Proposed Regulatfons for Electric Vehicle Charging Statfon. Division of the State Architect
http://www.pevcollaboratfve.org/sites/all/themes/pev/files/DSA_EVCS%20Webinar%2009%20Sep%202015.pdf
Department of Energy (2017). eGallon Calculator
https://energy.gov/maps/egallon
Electric Power Research Instftute (2015). Electrifying Transportatfon Reduces Greenhouse Gases and Improves Air Quality: Executfve
Summary. https://www.epri.com/#/pages/product/3002006881/
Energetfcs Incorporated. (2013). Residentfal EVSE Permit Process Best Practfces.
https://www.nyserda.ny.gov/-/media/Files/Programs/ChargeNY/Permit-Process-Streamlining.pdf
Environmental Protectfon (2017). “Our Community CarShare Sacramento” Provides EVs to Affordable Housing Community. https://
eponline.com/artfcles/2017/07/07/carshare-sacramento-provides-evs-to-afford-housing-community.aspx
evChargeSolutfons.com (2017). Commercial Charging Statfons (110-240V).
http://www.evchargesolutfons.com/Commercial-EV-Chargers-s/1515.htm
110 | CITY OF SANTA MONICA
Green Car Report. (2017). Electric Car Price Guide.
http://www.greencarreports.com/news/1080871_electric-car-price-guide-every-2015-2016-plug-in-car-with-specs-updated
Internatfonal Council on Clean Transportatfon (2016). Leading Edge of Electric Vehicle Market Development in the United States: An
Analysis of California Citfes.
http://www.theicct.org/sites/default/files/publicatfons/ICCT_EV_Calif_Citfes_201609.pdf
Knowles, Hannah (2017). Why Sacramento leaders believe curbside vehicle chargers will be a game-changer.
http://www.sacbee.com/news/local/transportatfon/artfcle159509784.html
Morris, Charles (2017). California city incorporates charging statfons into streetlights.
https://chargedevs.com/newswire/california-city-incorporates-charging-statfons-into-streetlights/
New West Technologies LLC (2015). Costs Associated with Non-Residentfal Electric Vehicle Supply Equipment, p. 17
https://www.afdc.energy.gov/uploads/publicatfon/evse_cost_report_2015.pdf
Office of Governor Jerry Brown. (2013). California Governor’s Office ZEV Actfon Plan.
https://www.opr.ca.gov/docs/Governor's_Office_ZEV_Actfon_Plan_(02-13).pdf
Office of Governor Jerry Brown, Planning and Research (2013). Zero-Emissions Vehicles in California: Community Readiness Guidebook.
https://www.opr.ca.gov/docs/ZEV_Guidebook.pdf
Plug In America (2016). Evaluatfng Methods to Encourage Plug-in Electric Vehicle Adoptfon.
http://www.caletc.com/evaluatfng-methods-to-encourage-plug-in-electric-vehicle-adoptfon/
Plug In America (2016). Benefits of Plug-In Electric Vehicles.
https://pluginamerica.org/wp-content/uploads/2016/12/Plug-In-America-Benefits-of-PEVs_161229v1.pdf
Rapier, Robert (2017). U.S. Electric Vehicle Sales Soared in 2016.
https://www.forbes.com/sites/rrapier/2017/02/05/u-s-electric-vehicle-sales-soared-in-2016/#333a38c5217f
Shared-Use Mobility Center (2016). Shared Mobility Actfon Plan for Los Angeles County.
http://sharedusemobilitycenter.org/wp-content/uploads/2016/09/SUMC-Single-Page-Web-2.pdf
ELECTRIC VEHICLE ACTION PLAN | 111
Sheldon, Tamara L., DeShazo, J.R., and Carson, Richard T (2016). Designing Policy Incentfves for Cleaner Technologies: Lessons from Cal-
ifornia’s Plug-in Electric Vehicle Rebate Program.
http://innovatfon.luskin.ucla.edu/sites/default/files/Lessons%20from%20the%20Clean%20Vehicle%20Rebate%20Program%206-16.pdf
Sierra Club (2016). Why Are Electric Vehicles Only 1% of Total Monthly U.S. Auto Sales?
https://www.ecowatch.com/electric-vehicle-sales-1973900633.html
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 Associatfon 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/residentfal/electric-cars/tools-resources/EV-
Tuohy, John (Indy Star: 2016). BlueIndy statfons could be uprooted.
http://www.indystar.com/story/news/2016/10/07/blueindy-statfons-could-uprooted-agreement-lets-city-remove-five/91731408/
Trabish, Herman K. (Utfity Drive, 2017). California utflitfes plot ways to prep grid for coming EV boom.
http://www.utflitydive.com/news/california-utflitfes-plot-ways-to-prep-grid-for-coming-ev-boom/503023/
UCLA Luskin Center for Innovatfon (2017). Sitfng Analysis for Plug-in Electric Vehicle Charging Statfons in the City of Santa Monica.
http://innovatfon.luskin.ucla.edu/sites/default/files/Sitfng%20Analysis%20for%20PEV%20Charging%20Statfons%20in%20the%20City%
20of%20Santa%20Monica_0.pdf
UCLA Luskin Center for Innovatfon. (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-Residentfal Electric Vehicle Charging Statfons.
http://luskin.ucla.edu/sites/default/files/Non-Residentfal%20Charging%20Statfons.pdf
112 | CITY OF SANTA MONICA
U.S. Environmental Protectfon 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
Funding Resources for Electric Vehicles and Charging Infrastructure
Administrator Program Description
California Air
Resources Board
Clean Vehicle Rebate
Project
Offers rebates of $1,500-$2,500 for low-income individuals purchasing or
leasing zero-emission vehicles
South Coast Air
Quality
Management
District
Replace Your Ride
Program
Offers incentives ranging from $2,500 up to $9,500 to replace old,
polluting vehicles with cleaner vehicles, depending on income level and
type of vehicle purchased
Residential EV
Charging Incentive
Pilot Program
Provides up to $250 for the cost of hardware for Level 2 residential
chargers. An additional incentive of up to $250 is available for low-
income residents.
Southern
California Edison
Clean Fuel Rewards
Program
$450 rebate for a purchase or lease. Must have an active SCE residential
account.
Charge Ready Program
Installs a minimum of 10 EV charging stations at workplaces, recreational
facilities, and multi-unit dwellings. Ten percent must be located in
disadvantaged communities.
Transportation
Electrification
In early 2017, SCE proposed a customer rebate pilot program for
residential customers not covered by the Charge Ready program. This
includes residents living in single-family homes and small MUDs. The
rebates will help reduce the cost of installation for a new circuit and for
some customers, a new service panel. (Pending CPUC Approval)
Various PACE Financing
A property tax assessment creates a loan to pay for EVSE equipment and
installation costs that can be repaid over a fixed term. The PACE loan
becomes tied to the property.
California Energy
Commission
California Capital
Access Program
(CalCAP) EV Charging
Station Program
Offers EV infrastructure loans (up to $500,000) with up to 15% rebates
for small business owners and commercial landlords who install electric
vehicle charging stations for employees, clients or tenants.
Alternative and
Renewable Fuel and
Vehicle Technology
Program
The CEC awarded a $15 million grant to the Center for Sustainable
Energy to develop and implement an initiative to install more electric
vehicle charging stations statewide by creating financial incentive
projects. (2017)
Environmental
Protection Agency
EV Charging & Solar
Initiative
Provides free technical assistance to assess and secure EV charging
stations and/or solar PV systems at workplaces, including non-profits,
colleges, government, and private sector companies
Volkswagen Electrify America
$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 promote increased ZEV usage
(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
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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
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) - 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
as battery range increases
- Focusing on public charging in commercial
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
recommended to EVSE users such as RFID card,
smartphone/app authentication, pass code or
credentials, or credit card (on the station or by
telephone)
- Most stations accept multiple methods
Add streetlight chargers - Exploring L1 + L2 based on electrical capacity
Collaborate with SCE on new and emerging EV
charging and storage technologies
- We are continuously exploring these
options.
Take advantage of outside funding sources (e.g. CEC,
CARB, SCAQMD, and CPUC)
- Addressed in Plan
Implement the upgraded electrical service during
new construction to significantly reduce installation
cost (as opposed to implementing in existing
infrastructure, unless there are significant
alterations, expansions, or retrofits)
- Code update addressed in Plan
The City should have a 2 year and 5 year plan for
implementing EVSE infrastructure
- The Plan is not a static document and will
be evolving over time
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 in EV charging spaces, as well
as EVs which are parked in a charging space and not
charging
- Engage code compliance and PD
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 should be no more than the
cost of electricity.
- It will not be more than gas.
Residents of MUDs who can confirm that they either
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
- Explore alternative pricing structures
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 with State law
- Addressed in Plan
Allow preferential parking permits for overnights
parking in residential neighborhoods
- Discuss with PCD and Parking
Rent-control issue (exempt from AB 2565, which
mandates property owners to allow tenants to install
charging stations at their own expense)
- Exploring legal options to influence
legislation and remove this exemption
Consider a process that limits the number of in-
person permit appointments to a maximum of one
- New streamlined permitting process
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
information about EVs is a major barrier
- Add workshops, partner and host more
community EV events.
- Utilize social media
- Provide materials with EV models, price,
incentives
Partner with car dealerships to promote awareness
of EVs (test drives, incentive information, etc.)
- Explore ways to support dealerships with
useful info and materials to distribute
Create an electric vehicle commission which would
work with the EV Coordinator and the public on
charger locations, new technologies, as well as work
with the City Council on EV policy
- Included recommendation in Outreach
section to create an EV Working Group to
provide direction and oversight of the
implementation of the EV Action Plan.
1
Vernice Hankins
From:Mayra Herrera <mherrera111@icloud.com>
Sent:Monday, November 13, 2017 6:08 AM
To:councilmtgitems
Subject:Electric Car Chargers
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
Item 8-A
11/14/17
1 of 16 Item 8-A
11/14/17
1
Vernice Hankins
From:Gunther Liedl <liedlg@mac.com>
Sent:Monday, November 13, 2017 6:57 AM
To:Council Mailbox; councilmtgitems
Subject:Item 8-A: EV Action Plan.
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
Item 8-A
11/14/17
2 of 16 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.
Item 8-A
11/14/17
3 of 16 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.
Item 8-A
11/14/17
4 of 16 Item 8-A
11/14/17
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
Item 8-A
11/14/17
5 of 16 Item 8-A
11/14/17
1
Vernice Hankins
From:Zeke Hindle <zekehindle@gmail.com>
Sent:Monday, November 13, 2017 8:40 AM
To:councilmtgitems
Subject:Item 8-A EV Santa Monica
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
Item 8-A
11/14/17
6 of 16 Item 8-A
11/14/17
1
Vernice Hankins
From:Levin, Amy C <amy.levin@csun.edu>
Sent:Monday, November 13, 2017 9:05 AM
To:Council Mailbox; councilmtgitems
Subject:Ev's in SM
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
Item 8-A
11/14/17
7 of 16 Item 8-A
11/14/17
1
Vernice Hankins
From:Tracey Fischler <tracey.fischler@gmail.com>
Sent:Monday, November 13, 2017 9:16 AM
To:councilmtgitems
Subject:Ev Clean air
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
Item 8-A
11/14/17
8 of 16 Item 8-A
11/14/17
1
Vernice Hankins
From:Paul Scott <sunpwrd@gmail.com>
Sent:Monday, November 13, 2017 9:43 AM
To:Council Mailbox; councilmtgitems
Subject:Item 8-A: EV Action Plan
Attachments:Drive Clean SM Proposals updated.pdf
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
sunpwrd@gmail.com
Item 8-A
11/14/17
9 of 16 Item 8-A
11/14/17
1
Vernice Hankins
From:Richards, Adam M.D. <AdamRichards@mednet.ucla.edu>
Sent:Monday, November 13, 2017 9:45 AM
To:Council Mailbox
Cc:councilmtgitems; jane.is.emailing@gmail.com; Richards, Adam M.D.
Subject:Item 8-A: EV Action Plan
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
adamrichards@mednet.ucla.edu
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.
Item 8-A
11/14/17
10 of 16 Item 8-A
11/14/17
1
Vernice Hankins
From:Crischell Bacarro <CBacarro@tishmanintl.com>
Sent:Monday, November 13, 2017 10:31 AM
To:councilmtgitems
Subject:Item 8-A: EV Action Plan
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
Item 8-A
11/14/17
11 of 16 Item 8-A
11/14/17
1
Vernice Hankins
From:Charles Edmonds <chazed75@gmail.com>
Sent:Monday, November 13, 2017 11:07 AM
To:Council Mailbox; councilmtgitems
Subject:"Item 8-A: EV Action Plan."
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
Item 8-A
11/14/17
12 of 16 Item 8-A
11/14/17
1
Vernice Hankins
From:Michelle Koelzer <koelzermichelle@gmail.com>
Sent:Tuesday, November 14, 2017 12:13 AM
To:Council Mailbox; councilmtgitems
Subject:Item 8-A: EV Action Plan.
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
Item 8-A
11/14/17
13 of 16 Item 8-A
11/14/17
1
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:zekehindle@gmail.com]
Sent: Monday, November 13, 2017 8:39 AM
To: Council Mailbox <Council.Mailbox@SMGOV.NET>
Subject: Item 8‐A EV Santa Monica
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
Item 8-A
11/14/17
14 of 16 Item 8-A
11/14/17
1
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:mayraherrera@earthlink.net]
Sent: Monday, November 13, 2017 6:07 AM
To: Council Mailbox <Council.Mailbox@SMGOV.NET>
Subject: Electric Car Chargers
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
Item 8-A
11/14/17
15 of 16 Item 8-A
11/14/17
1
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:jwarfel@metpac.com]
Sent: Monday, November 13, 2017 4:42 PM
To: Council Mailbox <Council.Mailbox@SMGOV.NET>
Subject: EV Action Plan
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
Item 8-A
11/14/17
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)
Pe rceived barriers
•Cost
•Performance
•Cultural
•Lack of awareness/understanding
November 14, 2017 EV Action Plan 3
Extension cord across sidewalk
State of Charging in Santa Monica
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
Registered PEVs
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
November 14, 2017 EV Action Plan 6
How do EVs fit within Mobility?
Walking & Biking
Low Emission
Tr ansit
Shared
Mobility
Services
Zero
Emission
Vehicles
Non-
ZEVs
EV Action Plan
Shift to
Zero Emission
Vehicles
Mobility
Reduce
SO V
Tr ips
EV Action Plan Goals
Goals
•Build a citywide network of 300 smart public charging ports by 2020
•Increase EV ownership to 15% by 2025(10,000 EVs)
November 14, 2017 EV Action Plan 7
0%
2%
4%
6%
8%
10%
12%
14%
16%
Now 2025
Percentage of EVs in Santa Monica
November 14, 2017 EV Action Plan 8
Which is equivalent to:
OR OR
AND
Converting 10,000
vehicles (15% of all
vehicles) to electric
will save:
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
November 14, 2017 EV Action Plan 10
•Address barriers to
charging in multifamily
dwellings
•Enhance education &
outreach to address gaps
of knowledge and
awareness
EV Action Plan Priorities
November 14, 2017 EV Action Plan 11
PUBLIC INFRASTRUCTURE
Modernize and expand
public EV infrastructure to
enhance user experience and
sustain operations.
PUBLIC POLICY
Update parking policies and
practices for efficient
charging station use.
PRIVAT E CHARGING
Increase EV Charging for
Multi-Unit Dwellings (MUDs)
and Workplaces.
COMMUNITY OUTREACH
Develop EV outreach
programs and resources for
residents and businesses.
•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.
PUBLIC INFRASTRUCTURE
Modernize and expand public EV infrastructure to
enhance user experience and sustain operations.
November 14, 2017 EV Action Plan 12
November 14, 2017 EV Action Plan 13
Existing
Locations Street Address Dual-port
Stations
Single-
port
Stations
Total
Available
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
Parking Structure 7 395 S Santa Monica Place -6 6
11th & Montana
(curbside)1101 Montana Blvd -2 2
Virginia Avenue Park
Pico Blvd side -3 3
Virginia Ave side -2 2
Santa Monica Airport 3223 Donald Douglas Loop
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
TOTAL 18 53 89
November 14, 2017 EV Action Plan 14
November 14, 2017 EV Action Plan 15
Location Address Dual-port
Stations
Total
Available
Ports
Status
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
House 415 Pacific Coast Hwy 1 2 In design
TOTAL 15 30
Pending Installations (2017)
November 14, 2017 EV Action Plan 16
Fee Schedule to be Developed Over Time
Monitor usage
and behavior
Engage
community in
fee schedule
Council
adoption
Implement fee
schedule
Report behavior
change,
financial
impacts
Fee Schedule Should:
•Encourage judicious
use and turnover
•Recover cost of
service
•Be competitive to
cost of gas
Per Hour:
$1-2/hr
30%
Per kWh
($0.20-$0.30)
22%
Per kWh
($0.59)
19%
Other
29%
Types of Fee Structures
Fee
64%
No Fee
36%
Agencies that Charge Fees
November 14, 2017 EV Action Plan 17
Common EV Charging Fees
(Public Agencies in the LA Region)
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
November 14, 2017 EV Action Plan 20
•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.
EVs Transect Many Functions of City & Community
November 14, 2017 EV Action Plan 21
EV Program
Coordinator
Site Hosts
(Parks,
Libraries,
Parking)
Mobility
(Traffic Eng,
Bike/Ped,
Vision Zero,
BBB)Architecture/
Engineering
(Design,
construction)
Street & Fleet
(Maintain
facilities)
Facilities
Maintenance
(Maintain facilities)
Police/ Parking
EnforcementFinance
(Procurement,
Rev Ops)
Community
(Task Force,
EV advocates,
siting,
programs, etc.)
SCE (Design,
Construction)
Equipment
Vendor
(Hardware,
software services)
Site Hosts (Private Lots)
City Attorney
(Easements,
contracts,
data, liability)
3-yr Implementation Plan –Estimated Costs
November 14, 2017 EV Action Plan 22
Project Phase Proposed Charging
Ports Average Unit Cost Total Cost
Phase IB: 2017 Installations 30 $11,560 $346,800
Phase II: 2018 Off-street
(Libraries, Parks, Lots)41 $6,000 $246,000
Phase IIIA: 2018-2020
Curbside Stations 69 $6,000 $414,000
Phase IIIB: 2018-2020
Streetlight Stations 25 $15,000 $375,000
Phase IIIC: 2018-2020
Public/Private Partnerships 25 $3,000 $75,000
Phase IIID: 2018-2020
DC Fast Charging Stations 10 $50,000 $500,000
Phase IV: Retrofit existing
stations (ongoing)87 $4,026 $350,262
TOTAL Public Charging Ports 287 $2,307,062
Phase IA: Civic Center Fleet
Charging 31 $3,950 $122,400
-$12,485
Total Charging Ports 318 Total Cost $2,416,977
November 14, 2017 EV Action Plan 23
Potential EV Charging Network
November 14, 2017 EV Action Plan 24
Internal Amount
Energy Efficiency Rebates $414,544
2016/2018 Capital Improvement Project (CIP) Fund $186,690
2016/2018 Public Works Operating Budget EV Quick
Start Fund $150,000
External Amount
Mobile Source Air Pollution Reduction Review
Committee $121,500
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
Budgeted Funds
(Currently Committed or Available for Allocation)
Estimated Operating Costs
November 14, 2017 EV Action Plan 25
Program Total Annual
Cost
Funding Sources
(Potential)
Smart Charging Station Networking*
$280/yr –public charging port (264)
$205/yr –fleet charging port (31)
$73,920
$6,355
General Fund, EV program
revenue
Smart Charging Station Maintenance**
$645/station/yr (132)$85,140 General Fund, EV program
revenue
Utility Cost***
318 charging ports $270,718 EV program revenue
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.
Potential Sources of Funding for
Infrastructure & Operations
Program Revenue
•User fees
•Idling charges
•Low Carbon Fuel Standard (LCFS)
•Advertising
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
Partnerships
•EV manufacturers
•EV charging vendors
•Community Choice
Aggregation programs
•Direct Access provider
Measuring Success
•Number of charging ports
–Goal: 300 by 2020
•Percentage of EVs in Santa Monica
–Goal: 15% by 2025
•Additional metrics:
–Revenue earned from fees and LCFS
credits
–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
Goal
300
charging
ports
by 2020
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
Ta sk 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
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
Community Engagement Timeline
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
November 14, 2017 EV Action Plan 36
Source: FleetCarma.com
Different Vehicles Charge Differently
November 14, 2017 EV Action Plan 37
Pe r ‘gallon’, electricity is cheaper
Source: Department of Energy
REFERENCE –
RESOLUTION NO.
11090 (CCS)