SR 01-14-2020 7B 208-024/211-033
City Council
Report
City Council Meeting: January 14, 2020
Agenda Item: 7.B
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To: Mayor and City Council
From: Susan Cline, Director, Public Works, Office of Sustainability & the
Environment
Subject: Introduction and First Reading of an Ordinance Relating to EV Charging
Overstay Charge and Program Review
Recommended Action
Staff recommends that the City Council:
1. Introduce for first reading the attached ordinance that: adds new Santa Monica
Municipal Code Section 3.16.242 Violation—Parking non-charging vehicle in a
space designated for use of a public electric vehicle charging station; amends
Santa Monica Municipal Code Section 3.04.035 to permit overstay charges for
off-street parking to be established by resolution and adjusted by the City
Manager; and amends Santa Monica Municipal Code Section 3.16.170 to permit
overstay charges for on-street parking to be established by resolution and
adjusted by the City Manager;
2. Adopt the attached parking fine resolution to amend the schedule of civil
penalties for parking violations to add the highlighted penalty for violation of new
Santa Monica Municipal Code Section 3.16.242;
3. Adopt the attached parking rate resolution to introduce an automatic overstay
charge of one dollar per minute for electric vehicles (EVs) that exceed posted
time limits at smart EV charging stations;
4. Review and comment on the proposal to adopt a user fee;
5. Review and comment on the proposed recommendation to replace all City-
owned non-networked charging stations with networked charging stations, and
direct staff to proceed with procuring the necessary funding and contractual
services; and
6. Review and comment on the proposed recommendations for the use of LCFS
and other potential revenues for EV charging projects and programs.
Executive Summary
The City of Santa Monica is a public sector leader in driving sustainab le innovation in
the transportation marketplace, including electric vehicles. Both the City’s Electric
Vehicle (EV) Action Plan and Climate Action & Adaptation Plan outline EV adoption as a
key component to reducing local greenhouse gas emissions and improving air quality.
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The adoption of the EV Action Plan in 2017 has led to greater investment in public
charging infrastructure, supportive local EV policies, and incentives to help more
residents shift to EVs. Those innovations have realized significant sh ifts in the choices
available to consumers and actual consumer decisions, but are also putting stresses on
the City’s public infrastructure to keep up with the increasing demand for electric “fuel”
and costs associated with providing that energy. Our current model of providing EV
charging at no cost is also an outlier to the City’s approach to funding preferred, more
sustainable transit options such as Metro and Big Blue Bus or using shared transit
services, and has made us an outlier among most California cities which have adopted
fees and rates to help recoup operating costs supporting their EV charging
infrastructures.
Since the plan was adopted, charging demand, market technologies, incentives,
legislation, and costs have evolved significantly. As the demand for EV charging grows
and more stations are installed throughout the City, it is increasingly necessary to have
a clear strategy to deploy, manage, and reinvest in the City’s EV charging program.
Equally important to consider is the role of
EVs within the City’s larger mobility
context. Diversifying mobility is a
Framework priority. While EVs help
improve air quality, they still contribute to
traffic congestion and fatal and severe
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collisions, and are therefore ranked lower in priority than shifting trips to transit or active
transportation modes (e.g., biking, walking and scooting). Consequently, charging fees
for the latter but offering free electricity for EVs does not align with the City’s mobility
goals and incentives.
The City charges use fees for existing transportation programs such as Breeze Bike
Share, Mobility on Demand for Everyone (MODE) and Big Blue Bus. Similarly, new e-
scooter and e-bike services operated by permitted private companies charge user fees.
These services all help to diversify trip options and support the broader goals for
sustainable, equitable transportation while still recouping fees to support long -term
program operation.
While much work remains to meet local and statewide EV adoption goals, the City’s
supportive EV policies, coupled with the growing state and global EV marketplace, have
led to a surge in EV adoption in Santa Monica in recent years. This has created a
pressing need to manage charging station demand. Introducing cost recovery strategies
is necessary to both manage user behavior and generate revenue to support the
expanding EV charging network, particularly as other municipal revenue sources are
declining.
Staff recommends the following strategies to support a growing EV program that is
consistent with the City’s climate and mobility goals:
1. Manage user behavior and sustain operations by establishing a user fee and
overstay charge for use of public EV charging stations;
2. Upgrade old, non-networked charging stations to enable a network with uniform
pricing policies, technological capabilities, and enforcement mechanisms;
3. Reinvest EV charging revenue in new EV projects and programs; and
4. Address parking revenue impacts associated with increased EVs.
Background
Santa Monica was an early adopter of EV charging technologies and first installed
charging stations in the 1990s. There are currently 140 public level 2 City-owned charge
ports, and the EV Action Plan calls for a total of
300 ports (including level 2 and level 3) by the
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end of 2020 and 1,000 by 2025. In addition, there are approximately 130 non-City-
owned charge ports located at commercial facilities including hotels, retail locations, and
offices spaces. (See Table 1 for charging station levels.)
The City Council has supported policies to incentivize EV drivers, such as free charging
at all public charge ports and free metered parking for vehicles displaying Clean Air
Vehicle decals. Santa Monica’s efforts to expand access to EVs also supports
California’s goal of deploying 250,000 EV charging stations by 2024 and 5 million zero
emissions vehicles on the road by 2030.
Table 1. Charging Station Levels and Standard Charge Times
Charger Level Outlet Type (Voltage) Approximate Time to Charge a 40
kWh battery (e.g. Nissan Leaf)
Level 1 120-volt 14-30 hours (0-100%)
Level 2 240-volt 6-8 hours (0-100%)
Level 3 (DC Fast Charger:
50 kW)
480-volt 40 minutes (0-80%)
The EV Action Plan includes goals to expand public and private charging infrastructure
and to remove barriers to EV charging through strategic policies and programs. Fifty-
one public level 2 charge ports have been added since the plan was adopted in 2017,
and an additional 110 are in the design phase or pending construction.
The City entered into a five-year contract with ChargePoint, Inc. in May 2018 for the
purchase of public level 2 EV charging stations and cloud networking and warranty
services through 2023. An allocation of $3,127,300 is included in the FY 2018 -21
Capital Improvement Program Budget for the procurement and installation of new EV
charging stations, which will help the City reach the EV Action Plan goal of installing 300
chargers by the end of 2020.
In September 2019, the Council awarded an agreement to a DC fast charging provider
EVgo Services LLC to install fast charging stations on City property. For a fee paid by
the customer, fast chargers serve residents, employees, visitors, and ride share drivers
who have chosen to go electric and require faster charging services.
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The discussion items in this staff report do not apply to DC fast chargers, which will be
owned and operated by EVgo and have separate price setting and revenue collection.
Due to the extensive electrical infrastructure and investment required, installing DC fast
chargers is more expensive and complex than installing level 2 chargers, which require
a lower level of electrical infrastructure. Allowing an experienced third -party Electric
Vehicle Service Provider (EVSP) to handle all DC fast -charging costs and operations is
more economical and efficient than the City managing and financing this process at this
point in time.
Staff is working on a building code update to increase the required EV charging
infrastructure (panel capacity, conduit, and wiring) in new construction to support future
EV charging demand. Staff aims to return to Council with the building code
recommendation in February 2020.
Past Council Actions
11/14/17 (Attachment A) Adopted the Electric Vehicle Action Plan.
03/06/18 (Attachment B) Authorized the City Manager to negotiate and execute a
first modification to agreement #10507 with ChargePoint
for the purchase and operation of EV charging stations.
02/12/19 (Attachment C) Adopted an ordinance to amend the definition of “Zero
Emission Vehicles” in SMMC 3.16.120(c)(1) to include
designated Clean Air Decals.
05/28/19 (Attachment D) Adopted the Climate Action & Adaptation Plan.
09/10/19 (Attachment E) Awarded RFP #224 to EVgo Services, LLC and
authorized the City Manager to negotiate and execute an
agreement with EVgo to install, own, and operate DC fast
charging stations on City-owned properties .
Discussion
As of December 2018, there were 2,667
registered EVs in Santa Monica (including fully
electric vehicles and plug-in hybrids)
representing 3.8 percent of the total registered
vehicles. This number has doubled since
2016, and is relatively high compared to most
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U.S. cities. For example, EVs make up 1.4 percent of vehicles in the County of Los
Angeles and 2.3 percent in the City of San Francisco, according to October 2018 DMV
data. All indications are this rate of adoption will continue to grow as more models of
electric vehicles are offered, the range on these vehicles gets longer, and the
technology becomes more affordable.
This expected increase in demand is testing the limits of the City’s current approach to
providing EV charging at no cost at City parking spaces. The City has adopted a multi -
pronged approach, including EV charging requirements in new construction, programs
to encourage charging stations in multi-family residences, and plans to implement
additional EV charging stations in public parking garages and street parking spaces.
Council has amended or implemented the following key policies and programs since
the EV Action Plan was adopted:
• The municipal code was amended to allow EV drivers to utilize EV charging
stations in parks overnight.
• The municipal code was amended to allow vehicles with expired Clean Air
Vehicle decals to continue to park for free at Santa Monica parking meters.
• A charging station rebate program was launched to help residents of multi-unit
dwellings install residential charging stations.
Council adopted these policies to continue to encourage EV adoption. These policies
and the installation of many new stations is changing the EV charging lan dscape.
Certain policies are now becoming dated compared sustainability leaders in the State,
and considering the increasing rate of adoption and available choices in the
marketplace.
More EVs on the road and using the City’s EV chargers leads to higher e lectricity costs
for the City that are not currently budgeted in any department’s operating budget. In
most cases, EV charging utility costs are being paid by the holder of the existing utility
account where the charging stations are installed (e.g. the existing parking structure
utility account). The energy supplied to EVs through the City’s charging infrastructure is
largely powered by 100 percent renewable electricity through the Clean Power Alliance
and Direct Access agreements.
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Subsidizing the operating costs and offering free public charging helped incentivize
early adopters; however, the EV market is no longer in the nascent phase of the 1990s,
and Santa Monica is one of very few cities offering free public charging today.
Additionally, as EV charging demand increases, there is growing competition among
drivers at the existing charging stations. Popular sites such as the three curbside
stations at Montana Avenue and 11th Street show an average of eight to nine sessions
of approximately two hours per day. The absence of a user fee or overstay charge
causes drivers to exceed the posted time limits, preventing other drivers from using the
stations. (A user fee is the amount charged by the host for the use of the charging
station, and an overstay charge is a charge for exceeding the station time limit.)
ChargePoint stations, which are installed at new charging locations and when old
stations need to be replaced, are known as “smart chargers” or “networked chargers”
because they have a cloud-based network connection. This connection enables fee
collection, maintenance alerts, and the ability to track utilization (e.g., the number of
sessions and kilowatt-hours used per day). The stations that were installed in the City
prior to 2017 are non-networked and do not have the capability to charge a fee or share
utilization information. Committing to operate non-networked stations indefinitely
precludes the City from having a uniform pricing policy across all public stations in the
future. A planned phaseout of non-networked stations would enable revenue generation
and greater consistency throughout the network. The following EV Program strategies
are being considered:
User Fee and Overstay Charge
Introducing a user fee (for the use of charging stations) and an overstay charge are
necessary to recoup operating costs and encourage judicious charging behavior at
public, City-owned charging stations. It is no longer necessary for the City to offer free
EV charging. The City charges for the use of lower-carbon and congestion-free
transportation modes like Breeze Bike Share, and establishing an EV charging user fee
would establish equity with these preferred modes.
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Implementing an overstay charge would encourage EV drivers not to leave their EVs in
parking spaces associated with charging stations after expiration of the maximum
posted time, freeing those spaces and their associated charging stations for use by
other EV drivers.
A user fee study would be conducted to determine the basis for setting the structure and
amount of the user fee. Staff seeks guidance on how revenues generated from the user
fee should be allocated. The user fee amount would be subject to the results of a fee
study and would be included in the June budget. Staff anticipates that the fee study will
justify a user fee amount of at least $0.25/kWh.
Staff also seeks approval of an overstay charge of $1.00 per minute that would be
imposed beginning after a 5-minute grace period on EVs that exceed posted time limits
in spaces with public EV charging stations.
User fees and overstay charges would be automatically charged to station users
through their networked charger accounts, collected by ChargePoint, and remitted to
the City on a quarterly basis after a 10 percent administrative fee, per the existing
ChargePoint contract terms.
User Fees
The most common current EV charging user fee structures are per kilowatt-hour (kWh)
and per hour (see Table 2). As discussed in the EV Action Plan, a per kWh rate
structure is the most equitable option because different models of EVs draw power at
different rates (see also Table 3). Moreover, in a rulemaking that resulted in its
December 17, 2019 adoption of new regulations governing Electrical Vehicle Fueling
Systems (see California Code of Regulations, Title 4, Section 4002.11, with varying
effective dates beginning January 1, 2021 depending on the installation date and type of
Electrical Vehicle Fueling System), the California Department of Food and Agriculture
expressed its view that, under current law, “time is not an acceptable unit of measure for
dispensing and billing electricity as motor vehicle fuel.” (Final Statement of Reasons,
November 1, 2019 at 19.) In accordance with this view, the new regulations will require
Electrical Vehicle Fueling Systems to charge based on the quantity of electricity
dispensed, measured in either kWh or megajoules. Accordingly, staff recommends that
any user fee be on a per kWh basis.
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Table 2. LA County EV Charging Rates
City User Fee Overstay Charge (if
applicable)
Per kWh
Glendale $0.20-0.34/kWh
Whittier $0.22-0.29/kWh
Beverly Hills $0.25/kWh $6/hr after first 2 hrs
Huntington Beach $0.29/kWh
Torrance $0.30/kWh $5/hr after 4 hrs
Santa Clarita $0.32/kWh $5/hr after 4 hrs
Long Beach $0.49-0.59/kWh
Per Hour
Manhattan Beach $0.75/hr
Pasadena $0-$1.25/hr
Los Angeles $0-$2/hr
West Hollywood $1-2/hr
Culver City $1.50-$2/hr $3/hr after 4 hrs
Burbank $2-3/hr $4/hr after 4 hrs
Utility costs for EV charging vary based on the type of account, which could be either a
Direct Access account or an account through the City’s community choice aggregation
provider, the Clean Power Alliance. The City pays approximately $0.07/kWh for the
electricity on municipal Direct Access accounts (not including demand charges). Clean
Power Alliance rates typically range from $0.04 to $0.15/kWh, though prices can be up
to $0.40/kWh at certain rate structures during summer on-peak periods (during the
highest electricity demand period on the grid). Table 3 shows examples of the cost to
fully charge EVs with various battery sizes at a range of kWh rates.
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Table 3. User Fee Scenarios to Fully Charge Different EV Models (from 0 to 100
percent)
Fee Fee
Type
Nissan Leaf:
40kWh; 6.6kW
charge rate
Chevy Bolt:
60kWh; 7.2kW
charge rate
Tesla Model 3:
75kWh; 7.6kW
charge rate
$0.20 kWh $8.00 $12.00 $15.00
$0.22 kWh $8.80 $13.20 $16.50
$0.25 kWh $10.00 $15.00 $18.75
$0.29 kWh $11.60 $17.40 $21.75
$0.32 kWh $12.80 $19.20 $24.00
$0.49 kWh $19.60 $29.40 $36.75
As demand for charging increases in the future, it may be advantageous to incentivize
EV charging during off-peak afternoon periods when there is an excess of solar power
available on the grid. Utility rates are cheaper during this time and higher during peak
periods of energy usage (typically evenings between 4 – 9 p.m.). These dynamic pricing
structures, known as time-of-use rates, help manage demand on the grid and mitigate
the use of peaker plants (power plants that operate when there is high demand for
electricity), which typically emit higher levels of greenhouse gas emissions. Networked
charging stations have the capability to charge different rates at different times of the
day. The Council could consider incorporating time-of-use rates into the user fee pricing
structure now or once utilization reaches a certain threshold (e.g., 70 percent average
citywide station utilization).
Operating Costs
The estimated annual operating cost per networked charge port in Santa Monica is
$1,350 (see Table 4). This estimate includes ChargePoint network and warranty fees
and average electricity costs based on an average per port usage of 15 kWh per day or
5.5 megawatt-hours (MWh) per year. The estimate does not include any City overhead
costs. (Note that some popular sites such as Montana Avenue see utilization of up to 80
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kWh per port per day. 15 kWh is based on a citywide average across all existing public
ChargePoint stations.)
The existing costs per month shown below in Table 4 are based on current network and
warranty fees in addition to actual and estimated utility costs based on available data.
The utility costs for non-networked stations are challenging to estimate because there is
no utilization data and most chargers are not submetered. (Utility bills often combine
both EV charging and lighting at sites with shared meters, e.g., the lighting and EV
chargers in a parking garage may be on the same utility bill.)
Table 4. Estimated Operating Costs
*The utility cost is a rough estimate.
The City currently pays a range of utility rates depending on whether the chargers are
on older meters tied to Direct Access accounts, or new meters tied to the Clean Power
Alliance. Based on current usage, a user fee of $0.25/kWh is the estimated minimum
amount necessary to cover direct operating costs for networked charging stations (not
including administrative costs).
Overstay Charges
As shown below in Table 5, a significant percentage of total charging sessions exceed
the posted time limits, which prevents other drivers from accessing the stations.
Introducing an overstay charge would deter this behavior.
Operating
Costs
Fee/port/year Existing
Costs/Year
Annual Cost
at 300
Networked
Ports
Network Fees $280 $19,040 $84,000
Warranty $300 $20,400 $90,000
Utilities $770* $107,772 $230,940
Total $1,350 $147,212 $404,940
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Table 5. Overstay Sessions at Popular Public Charging Locations Over a 30 -Day Period
Location
#
Charging
Ports
Avg # of
Sessions
per Port
per Day
Posted
Time
Limit
Number of
Sessions
Exceeding
Time Limit
Percent of
Total Sessions
Exceeding
Time Limit
Virginia Avenue
Park 4 5 3 hours 119 19.8%
Montana
Avenue &
11th Street
3 9 2 hours 208 25.7%
Data provided by ChargePoint for other cities show average idle times of six minutes to
38 minutes at two EV charging locations with overstay charges, compared to average
idle times of two to three hours at two locations without overstay charges.
Overstay charges are typically flat hourly charges (e.g., $10 per hour or fraction
thereof). Due to the high demand for EV charging in Santa Monica, the EV
Subcommittee recommends a per minute charge to incentivize faster turnover. The EV
Subcommittee recommended a five-minute grace period and a maximum charge that is
equivalent to the existing parking overstay citation (currently $53) for vehicles that
exceed their time limits at parking meters and parking lots (SMMC Sections 3.16.240
and 3.16.241, shown in Table 6).
The proposed overstay charge would replace existing overstay parking fines at smart
charging stations. For example, a driver who exceeds the time limit by 15 minutes would
be charged $10 (5-minute grace period) and would not be cited for a $53 overstay
parking fine by an enforcement officer. The station screen can be set to display the
overstay charge. EV drivers who park at non-networked charging stations (e.g., the
older Clipper Creek and BTC models) would continue to be subject to $53 overstay
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parking fine citations per SMMC 3.16.240 and 3.16.241 until these stations are
upgraded.
Table 6. Existing Parking Fines for Parking Beyond the Time Limit
Drivers who have cars plugged into smart charging stations can receive a text
notification when their battery is full or when they have reached their time limit. The
stations can stop charging the vehicle once the time limit is reached, so vehicles are not
receiving any extra charge after the time limit has been reached. Following the five
minute grace period, the stations would start imposing the overstay charge at $1.00 per
minute. The new policy would be communicated to drivers via station signage, text
message notifications when charging, and City announcements including a media alert,
social media, and department newsletter blasts.
To implement the overstay charge, staff recommends the following:
(1) Adopt the attached ordinance to:
(a) add Santa Monica Municipal Code section 3.16.242 to explicitly prohibit
parking non-charging vehicles in spaces designated for use of public electric
SMMC Section Description Fine
3.16.240
Violation—Parking
beyond time limit.
No owner or operator shall allow his or her vehicle
to be parked beyond the maximum parking time
established for any parking meter. No person shall
deposit payment in any parking meter for the
purpose of parking beyond the maximum legal
parking time for the particular parking meter.
$53
3.16.241
Violation—Failure
to remove vehicle
within posted time
limited period.
Any owner or operator whose vehicle is not
removed from a City owned or operated public
parking lot where time limits are posted within the
posted period is in violation of this Section.
$53
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vehicle charging stations (this will ensure that EVs parked in such spaces plug
into the chargers, enabling smart chargers to detect when time has been
exceeded and to begin imposing the overstay charge);
(b) amend Santa Monica Municipal Code section 3.04.035 to permit overstay
charges for off-street parking to be established by resolution and modified by the
City Manager;
(c) amend Santa Monica Municipal Code section 3.16.170 to permit overstay
charges for on-street parking to be established by resolution and modified by the
City Manager.
(2) Adopt the attached parking fine resolution to amend the schedule of parking
violations to add the highlighted penalty for violation of new Santa Monica Municipal
Code section 3.16.242.
(3) Adopt the attached parking rates resolution that, in addition to some minor cleanup,
adds a provision implementing, for any parking space designated for use of a public
electric vehicle charging station, a $1.00 per minute overstay charge that is in addition
to whatever other rate may be charged for the parking space and that begins accruing
(up to a maximum of $53.00) following a five minute grace period after expiration of the
maximum posted time permitted for charging. The overstay charge will not change the
rate for any parking space, either on- or off- street, and will be imposed only once the
maximum posted time for the EV charging spaces has been exceeded. The overstay
charge will be automatically collected by smart EV charging stations and would take
effect 30 days after the second reading of the attached ordinances.
Alternatives
1) Rely on the existing municipal code, which authorizes citations with $53 fines for
overstaying time in parking spaces, including spaces associated with public EV
charging stations. Because this relies on the chance that enforcement officers observe
the violation, it is less certain and will not provide a uniform incentive for EV drivers to
move their EVs out of charging station spaces at or before the expiration of the
maximum time.
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2) Modify the per-minute overstay charge to be higher or lower, or choose an hourly
overstay charge.
2. Creating a Uniform Charging Network
There are 72 old charging ports (55 stations) in the City that are non-networked and do
not have the technology to charge a user fee or overstay charge. Introducing a user fee
and overstay charge while there are both non-networked and networked charging
stations will create two different pricing categories: free charging and no o verstay
charge at the old stations, and a user fee and overstay charge at the newer stations.
This would be unsustainable and confusing in the long-term and may cause
disproportionately high demand at the free, non-networked stations.
Managing an overstay charge with two different station types (networked and non-
networked) would also require different enforcement methods. At networked stations,
drivers who exceed station time limits would automatically be charged an overstay
charge, mitigating the need for enforcement officers to monitor vehicles parked at these
stations. At non-networked stations, drivers would face a monetary penalty for
overstaying the time limit only if an enforcement officer was present to observe the
violation and issued a physical citation. The City regularly receives complaints from EV
drivers about vehicles that have been left at stations beyond their time limits with no
incentive to move because they are not paying for the electricity and often do not
receive parking citations.
Staff from Public Works, Finance, Mobility, Planning, Parking, the Police Department,
and the City Manager’s Office discussed options to introduce a cost recovery strategy to
maintain a long-term EV charging program. A phased upgrade of non -networked
stations to networked stations was proposed in order to apply a uniform set of pricing
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policies across the City’s public EV charging network. This strategy was initially
proposed to the Council in the EV Action Plan and rejected in response to public
comments that recommended investing in new charging infrastructure before replacing
the old stations. Due to the benefits of having one set of pricing and enforcement
policies, the need to recoup direct operating costs and incentivize user turnover at the
stations, and support from the resident EV Subcommittee, staff believes it is now
appropriate to revisit this recommendation and seeks the Council’s guidance on next
steps.
The EV Subcommittee and the Task Force on the Environment endorsed the proposed
user fee, overstay charge, and network upgrade at the December 2019 Task Force on
the Environment meeting.
Due to advancements in charging technologies and new market entrants, the City could
release a new Request for Proposals to evaluate networked charging station providers
prior to the end of the ChargePoint contract term in 2023. If a new system is introduced
in the future, it would need to be compatible with established pricing policies and
management systems to ensure a smooth network integration.
Public Works staff would be able to replace most of the non -networked charging
stations at City lots (four out of eight sites with non-networked stations to be replaced).A
third-party contractor would likely need to be hired to complete the remaining station
replacements in parking structures due to limited staff capacity, particularly for the
replacement of the 30 charge ports at Parking Structure 6 and to install external
modems to communicate with the station networks.
The estimated cost to replace a single-port charging station is $4,500; a dual-port
station is $6,000. This includes the equipment and activation costs, but excludes the
cost of installation, which will vary depending on who completes the installation.
3. Reinvesting EV Charging Revenue
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In addition to potential revenue from a new user fee and overstay charge, the City is
currently earning revenue through the Low Carbon Fuel Standard (LCFS) program by
reporting energy usage from networked charging stations. The goal of the LCFS,
administered by the California Air Resources Board, is to reduce the carbon intensity of
transportation fuel by offering credits for the use of low-carbon transportation fuels.
Credits are banked and can be traded through an online marketplace, and credit
proceeds must benefit current or future EV drivers, per LCFS guidelines.
As part of the City’s contract with ChargePoint, Inc., ChargePoint handles the reporting
and remits a check for 60 percent of the LCFS revenues to the City on a quarterly basis.
(The City has the option to capture a higher percentage of LCFS revenues by self-
reporting or selecting a different entity to manage LCFS reporting. Staff plan to pursue
one of these options in 2020.) LCFS revenues will be deposited into a new 10 -fund
revenue account. Staff seeks the Council’s guidance on how to direct these funds to
support sustainable transportation projects identified in the EV Action Plan and the
Climate Action & Adaptation Plan. Ideas for the use of surplus revenues that exceed
operating costs include: additional EV charging installations, including projects that
integrate solar and battery storage, incentives for residential and workplace EV charging
projects, e-bike rebates, and piloting alternatively fueled medium- and heavy-duty fleet
vehicles.
Table 7. Potential EV Charging Revenue
Potential
Revenues
Rate Est.
Revenues
per
Networked
Port per Year
Annual
Revenue
Potential from
Existing Usage
Annual
Revenue with
300 Networked
Ports
User Fee $0.25/kWh $1,350 $91,800 $405,000
Overstay
Charge
$1.00/min $1,825 $124,100 $547,500
LCFS $0.06/kWh $324 $22,032 $97,200
Total $3,499 $237,932 $1,049,700
Operating
Costs
$1,350 $147,212 $404,940
Remaining
After Direct
$2,149 $90,720 $644,760
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*Note: Overstay charge revenue is difficult to project because user response to the
overstay charge is unknown. This projection conservatively assumes five minutes of
overstay charge time per port per day (after the five-minute grace period).
Due to the absence of funding dedicated to EV charging utility costs or direct operating
costs (network and warranty) beyond the five-year scope of the ChargePoint contract,
staff seeks guidance on how to allocate future revenues to sustain the EV charging
program long-term. After operating costs are met, directing the ab ove revenues or a
Operating
Costs
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portion of the revenues to fund EV-related projects could help sustain current and future
operating costs as the EV network grows. It is necessary to ensure that the General
Fund is made whole for the cost of maintenance and utilities, and potentially any
contract administration, adjudication, or other costs. (This does not include LCFS
revenues, which are required to be directed toward EV projects and thus cannot go to
the General Fund.)
4. Parking Revenue Impacts Associated with EVs
Santa Monica uses parking pricing to manage on-street parking availability. Rates are
set to balance supply and demand in a way that encourages turnover in high -demand
areas (primarily on-street) and encourages use of off-street and remaining parking
spaces for longer-term parking. Exemptions tend to create overstay issues on-street
and reduce availability for all parkers.
The increase in EVs and EV charging facilities in Santa Monica has increased the
subsidy offered to EV drivers and impacted parking revenues, particularly at on-street
parking meters. These impacts are a result of SMMC section 3.16.120, which exempts
zero emission vehicles from paying at on-street parking meters. This exemption was
introduced to reward and incentivize drivers for switching to a cleaner transportation
fuel. The Council may want to consider alternative incentives or consider reducing this
subsidy to driving trips as it no longer seems necessary to introduce people to EVs. City
parking pricing also plays a role in incentivizing non-vehicular trips.
The February 2019 Council decision to extend the parking payment exemption for all
Clean Air Vehicle (CAV) decal holders (including expired white and green decals, but
not yellow decals) increased the number of eligible EVs that can park for free through
the duration of the state CAV decal program, which is scheduled to sunset in 2025. The
rise in the number of EVs parking for free will contribute to existing parking meter
revenue declines, though precise amounts are unknown.
20 of 21
Financial Impacts and Budget Actions
The City’s existing EV network currently requires an estimated $150,000 per year in
direct operating costs to cover utilities, network and warranty fees. These costs will
continue to increase as additional stations are deplo yed and EV adoption grows, with a
projected $405,000 per year in direct operating costs once the goal of 300 public
charging ports by December 2020 is reached. Introducing an overstay charge (and
eventually, a user fee), will reduce financial impacts by generating revenue to cover
operating costs. LCFS revenues can help fund additional EV projects and programs. As
stated previously, building a robust EV charging network requires ongoing operating
costs, in addition to capital and staff resources.
Replacing the 55 non-networked stations with networked stations would cost
approximately $235,000 for the charging units. Installation costs are dependent on City
staff capacity to replace stations and quotes received for a third-party to replace
remaining stations. Staff would submit a CIP application to the FY2020-2021 CIP to
identify funding to cover these costs.
If directed by the Council, staff would implement an overstay charge following the
second reading of the attached ordinance and adoption of the attach ed resolutions. A
user fee would be introduced following fee study results and the adoption of the budget
in June 2020. Any revenue from user fees or overstay charges at off-street parking
facilities would be subject to the 10 percent Parking Facilities Ta x.
21 of 21
Prepared By: Ariana Vito, Sustainability Analyst
Approved
Forwarded to Council
Attachments:
A. EV Action Plan
B. March 6, 2018 Staff Report (Web Link)
C. February 12, 2019 Staff Report (Web Link)
D. Climate Action & Adaptation Plan
E. September 10, 2019 Staff Report (Web Link)
F. PW - OSE - Ordinance - EV Charging - 01.14.2020
G. Finance - Resolution - Parking Penalties - 01.14.2020
H. Finance - Resolution - Parking Rates - 01.14.2020
I. PowerPoint Presentation
ELECTRIC VEHICLE ACTION PLAN | 1
Adopted November 14, 2017
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
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
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 adoptfon, 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
ports
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 the electrificatfon of
mobility optfons with a sophistfcated
network of multf-modal public and
private charging infrastructure. The
network should be financially
sustainable, provide equitable
access, and synergize 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
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 a range of e-mobility optfons.
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
operatfng them.
Source: Envision Solar
EV ARC Solar Charging Station, Santa Monica Airport, October 2017
ELECTRIC VEHICLE ACTION PLAN | 51
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 a range of e-mobility
optfons.
The City has seen an uptfck in the use of e-
mobility optfons, including neighborhood
electric vehicles (NEV), electric bicycles, and
electric scooters. These modes provide
additfonal optfons for low-carbon local trips.
Over 50% of vehicle trips in Santa Monica
are less than 3 miles, and one in 10 trips are
to the Downtown area
The Santa Monica Free Ride currently offers
free rides within Downtown Santa
Monica and connectfng to Venice,
offering a critfcal first-last mile service and
NRG EVgo Fast Charging Station
Source: Mark Kane, InsideEVs.com
52 | CITY OF SANTA MONICA
enabling greater mobility without a car.
E-mobility modes 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 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 and guidelines for
charging e-bikes and other e-mobility
optfons at parking structures, lots, and other
designated locatfons will support the
growing number of users throughout the
city.
Adding 110 AC outlets 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
conducted 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.
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.
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 a range of e-
mobility optfons.
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
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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.
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California Energy Commission (2017). Low Carbon Fuel Standard.
http://www.energy.ca.gov/low_carbon_fuel_standard/
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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 State s: 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 .
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Southern California Associatfon of Governments (2017). Regional Electric Vehicle Program.
http://scag.ca.gov/programs/Pages/RegionalElectric.aspx
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Tuohy, John (Indy Star: 2016). BlueIndy statfons could be uprooted.
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112 | CITY OF SANTA MONICA
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CLIMATE
ACTION &
ADAPTATION
PLAN
A 2030 COMMUNITY PLAN
TO REDUCE CARBON EMISSIONS
& BECOME CLIMATE RESILIENT
CITY OF SANTA MONICA
FINAL DRAFT
ADOPTED MAY 2019
ACKNOWLEDGEMENTS
Breeze BikeShare
Chamber of Commerce
Climate Action Santa Monica
ClimateResolve
Community Corporation of Santa Monica
County of Los Angeles
EcoMotion
Heal the Bay
Los Angeles Regional Collaborative for Climate
Action & Sustainability
Mid-City Neighbors
Northeast Neighbors
North of Montana Association
Office of Representative Richard Bloom
Office of Senator Ben Allen
RAND
Southern California Association of Governments
Santa Monica College
Santa Monica-Malibu Unified School District
Santa Monica Travel & Tourism
Southern California Edison
Southern California Gas Company
Southern California Regional Energy Network
SustainableWorks
The Energy Coalition
UCLA Luskin Center for Policy Innovation
USC Sea Grant
STEERING COMMITTEE & PARTNERS
Gleam Davis , Mayor
Terry O’Day, Mayor Pro Tempore
Ana Maria Jara
Kevin McKeown
Greg Morena
Sue Himmelrich
Ted Winterer
Pam O'Connor (1994-2018)
CITY COUNCIL
Mark Gold, Chair
Erik Neandross, Vice Chair
Garen Baghdasarian
Robert Lempert
Susan Mearns
David Pettit
TASK FORCE ON THE ENVIRONMENT
Mario Fonda-Bonardi, Chair
Leslie Lambert, Vice Chair
Amy Nancy Anderson
Nina Fresco
Shawn Landres
Richard McKinnon
Jason Parry
PLANNING COMMISSION
Grace Sadye Phillips, Chair
Thomas Cleys, Vice Chair
Hans Baumann
Robin Carmichael
Gloria Garvin
Armando Martinez
Ellis Raskin
URBAN FOREST TASK FORCE
Barry Engelman, Chair
Kathryn G. Kietzman, Vice Chair
Leigh Alan Brumberg
Barbara Jane Browning
Elliot Goldberg
Paula Fern
Lynn Strother
Willa Faye Wells
COMMISSION FOR THE SENIOR
COMMUNITY
Marielle Krisel, Chair
Nanci Linke-Ellis, Vice Chair
Glenda Berg
Dee Capelli
June Carol Hagan, PhD
Thomas John Hill
Christy Hobart
Kathryn Kosmeya-Dodge
Lauri Ringer
Kelly S. Siegel
Delbert A Whetter, JD, MBA
DISABILITIES COMMISSION
Credit: Justin Han
ACKNOWLEDGEMENTS
Garrett Wong, Sr. Sustainability Analyst
Dean Kubani, Chief Sustainability Officer
Shannon Parry, Sustainability Administrator
Ariana Vito
Drew Lowell-Johnstone
James Velez-Conway
Andrew Basmajian
Amanda Grossman
Karl Bruskotter
Thomas Fleming
Karina Sandique
Salvador Gonzalez
Neal Shapiro
Russell Ackerman
Angela Von Slomski
Jennifer Simmons
Jessica Hanna
Mikhael Matossian (15/16)
Delia Tyrell (16/17)
Samantha Rosenbaum (16/17)
Michael Consunji (17/18)
Maansi Shah (17/18)
Yuval Pearl (18/19)
CIVICSPARK FELLOWS
PRIMARY AUTHOR
OFFICE OF SUSTAINABILITY &
THE ENVIRONMENT
DNV-GL
Global Green
Raimi & Associates
Fehr & Peers
Francie Stefan, Mobility Manager
Colleen Stoll
Jing Yeo, Planning Manager
Liz Bar-El
Cary Fukui
Peter James
Rachel Kwok
Roxanne Tanemori
CONSULTANTS
PLANNING & COMMUNITY DEVELOPMENT
DEPARTMENT
Susan Cline, Director
Delana Gbemekama, Communications & Marketing Coordinator
Sergio Ramirez, Principal Administrative Analyst
Chris Celsi, Resource Recovery & Recycling Manager
Chris Dishlip, Facilities Maintenance Manager, Acting City
Architect
Alex Nazarchuk, Water Resources Manager
Matthew Wells, Public Landscape Manager
Rick Valte, City Engineer
PUBLIC WORKS DEPARTMENT
Cover: City of Santa Monica. Pg. 2: Eric Staudenmaier, Stefan
Corbel, Justin Han, Iwan Baan for Community Corporation
of Santa Monica, City of Santa Monica. Pg 5: Downtown
Santa Monica, Pg 6: William Short. Pg 10: William Short; Pg
12: Kristina Sado, Justin Han.; Pg 13: City of Santa Monica,
Gabor Ekecs, WeWork. Pg 17: City of Santa Monica; Pg 20:
Iwan Baan for Community Corporation of Santa Monica; Pg
25: Terra24. Pg 29: Kristina Sado; Pg 35: City of Santa Monica;
Pg 41: Santa Monica Daily Press. Pg 42: Justin Han. Pg 46:
City of Santa Monica; Pg. 50: Justin Han. Pg. 51: City of Santa
Monica. Pg. 53: Kristina Sado; Pg. 54: Climate Cents. Pg 57:
Justin Han. Pg. 58: Justin Han, Pg. 55: City of Santa Monica
PHOTO CREDITS
Credit: William Short
CONTENTST A B L E O F
9
7
19
35
58
63
INTRODUCTION
PATHWAY TO CARBON NEUTRALITY
ZERO NET CARBON BUILDINGS
ZERO WASTE
SUSTAINABLE MOBILITY
CLIMATE ACTION
OUR CLIMATE ACTION VISION
CLIMATE READY COMMUNITY
WATER SELF -SUFFICIENCY
COASTAL FLOODING PREPAREDNESS
CLIMATE ADAPTATION
LOW CARBON FOOD & ECOSYSTEMS
CLIMATE CHANGE IN SANTA MONICA
CLIMATE LEADERSHIP
DEVELOPING THE PLAN
PLAN AT A GLANCE
IMPLEMENTING THE PLAN
CONCLUSION
HOW TO READ THE PLAN
10
12
11
13
14
16
17
20
29
25
36
46
42
50
53
COMMUNITY THEMES
6 LETTER FROM THE MAYOR
EXECUTIVE SUMMARY
LETTER FROM THE MAYOR
In recent years, California has experienced historic drought, higher average
temperatures, heat waves, and devastating wildfires and mudslides. Climate
change is no longer a threat in a distant future. It is here now. And it will get
worse unless we act.
Climate change is a global issue that requires all governments to act, no
matter their size. Unfortunately, it appears that not every level of government
recognizes the problem or is willing to act on it. Accordingly, cities have
emerged as front-line leaders in the fight against climate change.
Santa Monica has long been a leader in promoting sustainability and tackling
climate change. In 2016, we reduced our carbon emissions 20% below 1990
levels, a goal the State of California seeks to achieve by 2020.
We have the tools to achieve carbon neutrality and meet the Paris Climate
Agreement by 2050 or sooner, and still our toolkit is expanding. New
developments in the energy and mobility industries are pushing the City to
innovate and adapt to these new opportunities which will help Santa Monica
reach its goals.
This Climate Action & Adaptation Plan looks ahead to the ambitious goals and
transformation we need to achieve and lays the groundwork for embracing
innovation and disruption. By achieving the objectives laid out in the plan, we
will achieve an 80% reduction in our emissions below 1990 levels by 2030. This
will give us momentum to achieve carbon neutrality well before 2050.
In addition to reducing emissions, we also recognize the need to adjust to our
changing climate and prepare for more frequent and intense climate change
impacts. This plan also provides a pathway to enhance our community
resilience and infrastructure to be climate ready.
The next few years are critical to reducing our carbon emissions so we can
avoid the worst climate change impacts. This transformation will disrupt the
status quo and require community investment in the goal and a willingness
to change behaviors. This plan is a call to action for our government,
businesses, and residents.
Great challenges offer great opportunities. We must be bold, ambitious, and
daring. We know that this transition to a carbon-free future will improve our
quality of life, our community wellbeing, and our prosperity. We invite you to
join us and participate in this communitywide effort.
GLEAM DAVIS, MAYOR
6
EXECUTIVE SUMMARY
Cities are on the front lines when it comes to climate
change. Cities are also leading the world in reducing
carbon emissions through aggressive policies and
adoption of clean technologies.
Santa Monica’s Climate Action & Adaptation Plan (Plan)
builds off of its success and legacy as a sustainable
community to move closer to carbon neutrality, by
establishing an interim goal of reducing carbon emissions
80% below 1990 levels by 2030.
The Plan is the product of collaboration and engagement
with the public, businesses, stakeholder groups, and
subject matter experts from academia, industry and
interdepartmental staff representatives. It provides an
ambitious, community-focused platform to advance
policies that enhance quality of life and wellbeing,
embrace smart city innovation and improve social equity.
The Plan focuses on eight objectives in three sectors to
reduce emissions: Zero Net Carbon Buildings, Zero Waste
and Sustainable Mobility. Early action is required to avoid
significant cost and social and environmental risks to our
community. In addition to California's policies, like the
Low Carbon Fuel Standard and the Renewable Portfolio
Standard, these actions are estimated to achieve the
Plan's estimated 80% reduction.
7
Between 1990 and 2015, Santa Monica reduced its
emissions by 276,324 metric tons of carbon dioxide
equivalents (mtCO2e) to achieve 20% below 1990 levels at
a rate of 0.8% per year. In order to achieve an 80%
reduction by 2030, Santa Monica would need to reduce
total emissions by about 929,693 mtCO2e, at a rate of over
4% per year, significantly increasing the scale and speed
of reductions. This 'bending of the carbon curve' is
essential to meeting the Paris Climate Agreement and
avoiding worsened climate change impacts.
The Plan provides a roadmap to advance the goals across
programmatic and departmental lines. In many cases, the
actions described also require new community and
regional partnerships to develop and test new strategies
that will build on Santa Monica’s leadership role in
sustainability and innovation. These key actions identify
what can be accomplished within the next decade to
continue progress toward the goal of achieving carbon
neutrality by 2050 or sooner.
Observed Emissions
80% below 1990 levels
20% below 1990 levels
Climate Action
Reductions
SANTA MONICA'S PATH TO CARBON NEUTRALITY
Annual Carbon Emissions (MMtCo2e)STATE POLICIES 50% of total reductions
Renewable Portfolio Standard
Low Carbon Fuel Standard
Building Energy Standards
ZERO NET CARBON BUILDINGS 21% of total reductions
Achieve 100% renewable grid electricity
Install 100 MW of local solar energy
Reduce fossil fuel use 20% in existing buildings
Discourage fossil fuels in new buildings
ZERO WASTE 3% of total reductions
Divert 95% of materials from landfills
SUSTAINABLE MOBILITY 26% of total reductions
Convert 50% of local trips to foot, bike, scooter &
skateboard
Convert 25% of commuter trips to transit
Convert 50% of vehicles to electric or zero emission
8
Even if all emissions were eliminated today, we would
still see climate change impacts in the future. The chart
above shows the anticipated changes, hazards and
impacts Santa Monica may face.
Not everyone will experience climate change the same.
The people who are older, have chronic respiratory
illnesses, are lower on the socio-economic spectrum, or
speak English as a second language are likely to be
impacted the hardest by climate change and may be
the least able to adapt and prepare.
The Plan lays out a framework for enhancing Santa
Monica’s resilience to climate change through four
sectors: Climate Ready Community, Water Self-
Sufficiency, Coastal Flooding Preparedness and Low
Carbon Food & Ecosystems. The Plan identifies areas in
local government, community building and support to
augment by including climate change considerations
and adaptation measures.
Increased Temperature
Fluctuations in
Precipitation
Sea Level Rise
Extreme Heat Events
Worsened Air Quality
Increased Drought
Increased Wildfire
Increased Coastal Flooding
GRADUAL CLIMATE CHANGES LOCAL CLIMATE HAZARDS
Heat-related illness or death
Power outages
Asthma & respiratory impacts
Water shortages
Increased utility rates
Property loss & damage
School & business disruption
Transportation impacts
Increased beach tourism & congestion
Crop loss & increased food prices
DIRECT IMPACTS
Through the last two adopted Capital Improvement
Program budgets, Santa Monica has already committed
to spending $383M on climate action and adaptation
projects. Staff estimate that implementation of the plan
will cost an additional $800M-$1B over the next 10-12
years, with some projects and programs still not fully
conceived.
The investment by the community to support the Plan
will be many times greater than the City's own costs. The
City will need to provide support to residents and
businesses in need of funding to decarbonize their
buildings, vehicles and lifestyles. At the same time, it
should discourage carbon-emitting activities through
fee-based systems or carbon taxes to shift community
investment away from fossil fuels to clean technologies.
In order to ensure full implementation of the plan, an
interdepartmental team of city staff in collaboration
with civic leaders must be assembled to maintain
momentum and ensure accountability. Staff will provide
annual progress reports, conduct biennial greenhouse
gas inventories and prepare an update to the plan after
5 years.
This plan provides a pathway to accelerate our historical
success to eventually make climate change history. It is
also a call to action to residents, community institutions
and businesses to take an active part in our transition to
a low carbon future and clean economy.
In this process, we will foster a vibrant economy,
increase our resiliency and support Santa Monica’s vision
for a livable and sustainable community for generations
to come.
Increase community resilience to
climate change
Protect vulnerable groups from
impacts
Integrate climate change impacts
into City planning, operations &
infrastructure projects
Achieve water self-sufficiency by 2023
Enhance natural systems to prevent
damage from coastal flooding
Increase resilience of public and
private assets in coastal flood zone
Increase self-reliance through local
food production
Reduce or sequester carbon emissions
from food production, consumption,
waste and landscape management
and natural processes
CLIMATE READY
COMMUNITY
WATER SELF-
SUFFICIENCY
COASTAL
FLOODING
PREPAREDNESS
LOW CARBON
FOOD &
ECOSYSTEMS
Cities are uniquely threatened by climate
change and are uniquely positioned to do
something about it.
INTRODUCTION
Cities are on the front lines when it comes to climate change impacts. Cities
also have significant roles to play in the fight against climate change.
Santa Monica has long held ambitious sustainability goals and took early
actions to meet them. We are on track to become a water self-sufficient
community by 2023 and a zero waste community by 2030. We are also on track
to keep peak hour vehicle trips at or below 2009 levels, as targeted in the City's
General Plan. All of these efforts contribute to our carbon reduction goals.
Since 1990 we have seen a 20% reduction in our carbon emissions. At the same
time, we increased local employment by over 50%, demonstrating that a
cleaner and more prosperous economy is possible.
An 80% reduction in carbon emissions by 2030 will require a massive shift in
our lifestyles and investments. Deep emissions reductions will need to be
achieved at a scale and pace unlike the City has seen before. This plan provides
a road map to transition to low-carbon lifestyles and technologies and
significantly reduce our fossil fuel consumption.
Even if all emissions were eliminated today, we would still see climate change
impacts in the future. This plan also outlines a strategy to build resilience by
developing strategies to prepare, adapt and respond to unavoidable impacts.
By achieving the objectives of this plan, we will be joining a global movement of
communities doing their part to fight climate change. Ultimately, the benefits
of our actions will be local: we will improve our quality of life and ensure a
stable climate for generations to come.
CHANGES BETWEEN
1990-2015
JOBS
UP 51%
EMISSIONS
DOWN 20%
9
In order to achieve carbon neutrality by 2050 or sooner, we are committing to an
interim goal of 80% reduction of emissions below 1990 levels by 2030.
It is 2030 , we have reduced our carbon emissions
80 % below 1990 levels . All of our electricity comes
from renewable sources . Mobility options are zero
carbon , shared and active , reducing congestion and
air pollution . Nearly all of our waste is reused ,
repurposed or recycled .
There is a culture of awareness and action . We
utilize smart city technology and principles to
advance efficiency in our energy and transportation
systems and infrastructure .
Our prosperous economy and quality of life have
benefited from this transformation . We are
connected , equitable and resilient .
OUR CLIMATE
ACTION VISION
CLIMATE LEADERSHIP
PLEDGE & COMMITREPORTLEAD, ADVOCATE & COLLABORATESanta Monica has committed to meeting the goals of the
Paris Climate Agreement to limit global warming below 2
degrees Celsius and pursue action to limit warming to 1.5
degrees. C40's Deadline 2020 Commitment offers a
global pathway of city-level, inclusive climate action, that
would put cities on a trajectory consistent with the
ambitions of the Paris Agreement from now until the end
of the century.
Meeting this increased ambition requires
transformational actions to reduce transportation
emissions, improve building energy efficiency, increase
the supply of green energy, and change consumption
Former Mayor Ted Winterer signing the C40 Deadline
2020 Commitment at the 2018 Global Climate Action
Summit in San Francisco. (Credit: Chris Menges)
patterns, while strengthening the ability to deal with the
impacts of climate change through adaptation.
Santa Monica is committed to pursuing aggressive action
and publicly reporting our efforts to increase awareness
and maintain accountability.
We publicly report our progress and actions through
various platforms and collaborate with local governments
around the world to advance best practices in
sustainability and climate action.
10
DEVELOPING THE PLAN
This plan was developed over a 3 -year period using extensive analysis , modeling , stakeholder input , and
community engagement to ensure buy -in and feasibility .
A Steering Committee representing City staff , local
institutions , community groups and regional experts
provided guidance and feedback throughout the
project
STEERING COMMITTEE
City staff and consultants modeled various scenarios of
future carbon emissions , taking into account population
changes and statewide policies . The team developed
strategies to estimate the potential carbon reductions of
Santa Monica ’s future efforts . These measures were
prioritized by the Steering Committee .
EMISSIONS ANALYSIS
Presentations were given at 19 community and
business meetings reaching approximately 300
people . These included various meetings of
neighborhood associations , community
organizations , church groups , business improvement
districts and business events .
Climate Action Santa Monica , a grassroots climate
organization , leads the ‘Climate Corps ’ program
offering summer internship and volunteer
opportunities for students and young adults , The
Climate Corps gauge resident and visitors ' concerns
about climate change issues and support for the City ’s
climate policies .
COMMUNITY PRESENTATIONS
CLIMATE CORPS YOUTH PROGRAM
Augmented reality viewers were installed on the
Santa Monica Pier , providing residents and visitors a
view into a future with sea level rise . Over 10 ,000
participants were surveyed on their climate change
concerns and adaptation preferences .
SEA LEVEL RISE AUGMENTED REALITY
In 2016 , Santa Monica held its first ever Community
Climate Action Summit , inviting residents , visitors and
businesses to contribute to the plan . Over 250
individuals participated in the day -long event filled
with expert speakers , interactive workshops , open
discussion and exhibitors . Following on the success of
the Community Climate Action Summit , the City held
ClimateFest in May 2018 . The event featured local
experts on climate policy and provided accessible
resources for individual climate action . Over 600
people attended , interacting with various themes of
the plan .
COMMUNITY CLIMATE ACTION SUMMIT
& CLIMATEFEST
12
Vulnerable groups are often the least able to access resources and least likely
to have a seat at the table when policies are developed. In the transition to a
low-carbon future, we must create a future that is accessible to all Santa
Monicans.
The policies outlined in this plan will use an equity lens to prioritize
the needs of low-income communities and communities of color ensuring
the just distribution of the benefits while addressing unequal burdens from
climate change.
The people who are the most impacted by climate change and the least
likely to be engaged in civic affairs tend to be older, people of color, lower on
the socio-economic spectrum, and/or don’t speak English as their native
language. Rising temperatures and worsening air quality disproportionately
impact these vulnerable populations. Additionally, each of these
communities have different needs.
Policy-making and program design must address both the systems that
worsen climate change and inequality while reducing the disproportionate
impact of climate change on the vulnerable.
Resilience is the ability of a community to withstand chronic stressors or
sudden shocks, and grow and thrive beyond; and is a function of both
wellbeing and sustainability. Wellbeing and environmental stewardship go
hand in hand when fostering a more resilient city and improving quality of
life.
Santa Monica’s Wellbeing Index measures individual and community
wellbeing to help improve peoples' lives. The Wellbeing Index and the
Sustainable City Plan have been integrated into The Framework for a
Sustainable City of Wellbeing to guide City decision-making and
investments using performance-based metrics.
By strengthening our social connections, mobility systems, buildings and
infrastructure, Santa Monica will enhance its ability to withstand and recover
from earthquakes, drought and heatwaves.
This plan recommends that the City adopt a Smart City Strategy to advance
technologies in City infrastructure and leverage public-private partnerships
that foster community goals.
Smart technologies, such as cloud-based sensors for buildings, traffic signals
and waste bins, can allow local governments to provide services faster and
more efficiently while reducing energy use and carbon emissions.
Smart technologies and infrastructure will create opportunities to improve
resource efficiency and performance, while enhancing customer service,
safety and wellbeing in the digital age.
SUSTAINABILITY, WELLBEING & RESILIENCE
EQUITY IN CLIMATE ACTION
SMART CITY INNOVATION
Climate change and climate action affects all levels of City government and
community issues. A plan that addresses climate change and community
resilience is a plan that creates a more livable community.
COMMUNITY THEMES
13
PATHWAY TO CARBON NEUTRALITY
Santa Monica's carbon emissions are generated primarily
from fossil fueled transportation and energy use in
buildings.
The City conducted a greenhouse gas (carbon) emissions
inventory to evaluate the impact of the 15x15 Climate
Action Plan (CAP). At the end of 2015, Santa Monica ’s
annual emissions had declined by 20% compared to
1990 levels, exceeding the City’s 15% target. The 15x15
CAP actions and State level policies, such as increased
renewable energy generation and vehicle fuel efficiency,
resulted in the decline.
SANTA MONICA'S
CARBON EMISSION SOURCES (2015)
BUILDING
ENERGY USE
LANDFILLED
WASTE
AVIATION
FUEL
VEHICLE
TRANSPORTATION
30%
3%
2%
64%
Currently , per capita emissions is approximately 11.1
mtCO2e (metric tons of carbon dioxide equivalent). If
Santa Monica reduces its emissions to 80% below 1990
levels, per capita emissions would be 2.3 mtCO2e.
A dramatic transformation of our building energy and
transportation systems will be necessary to achieve this
significant reduction.
Between 1990 and 2015, Santa Monica
reduced its emissions by 276,324 mtCO2e
to achieve 20% below 1990 levels at a
rate of 0.8% per year.
In order to achieve an 80% reduction by
2030, Santa Monica would need to
reduce total emissions by about 929,693
mtCO2e, at a rate of over 4% per year,
significantly increasing the scale and
speed of reductions. This 'bending of the
carbon curve' is essential to meeting the
Paris Climate Agreement and avoiding
worsened climate change impacts.
These charts (this page and next)
illustrate the relative impact each
Climate Action sector in contributing to
the 2030 target.
BENDING THE CARBON
CURVE
Carbon Emissions (millions mtCO2e)Observed Emissions
80% below 1990 levels
20% below 1990 levels
SANTA MONICA'S PATH TO CARBON NEUTRALITY
Climate Action
Reductions
(see next page)
14Annual Carbon Emissions (MMtCo2e)
If left unabated, population and economic growth by 2030 would increase Santa Monica’s emissions.
STATE POLICIES
California's ambitious climate policies (such as
the Renewable Portfolio Standard and vehicle
fuel efficiency standards) are expected to
reduce Santa Monica’s emissions by an
estimated 33% below 1990 levels by 2030.
ZERO NET CARBON BUILDINGS
Achieve 100% renewable grid electricity
Install 100 MW of local solar energy
Reduce fossil fuel use 20% in existing buildings
Discourage fossil fuels in new buildings
ZERO WASTE
Divert 95% of materials from landfills
SUSTAINABLE MOBILITY
Convert 50% of local trips to foot, bike,
scooter & skateboard
Convert 25% of commuter trips to transit
Convert 50% of vehicles to electric or zero
emission
BUSINESS-AS-USUAL
21%
50%3%
26% Projected Carbon Emissions (mtCO2e)SANTA MONICA
PROJECTED CARBON EMISSIONS
ZERO NET CARBON
BUILDINGS
ZERO WASTE
SUSTAINABLE
MOBILITY
STATE POLICIES
CLIMATE ACTION
REDUCTIONS
232,035 mtCO2e
27,847 mtCO2e
289,837 mtCO2e
547,786 mtCO2e
Target: 80% below 1990 levels
BUSINESS-AS-USUAL
15
(metric tons of carbon dioxide equivalent or mtCO2e)
PLAN AT A GLANCE
The CAAP is a guiding document that provides overarching policy direction to achieve the interim goal of an 80% reduction in
emissions by 2030 and to increase Santa Monica's resilience to climate change hazards and impacts. This plan supports and
enhances many existing plans and initiatives within the City. The CAAP also suggests new plans and actions to supplement ongoing
efforts and create new initiatives.
16
CLIMATE ADAPTATION
ZERO NET
CARBON
BUILDINGS
Convert 50% of local trips to foot, bike, scooter
& skateboard
Convert 25% of commuter trips to transit
Convert 50% of vehicles to electric or zero
emission
SUSTAINABLE
MOBILITY
Divert 95% of materials from landfillsZERO WASTE
WATER
SELF-SUFFICIENCY
COASTAL
FLOODING
PREPAREDNESS
LOW CARBON
FOOD &
ECOSYSTEMS
CLIMATE ACTION
SECTOR OBJECTIVES
SECTOR OBJECTIVES
SUPPORTING EFFORT
Achieve 100% renewable grid electricity
Install 100 MW of local solar energy
Reduce fossil fuel use 20% in existing buildings
Discourage fossil fuels in new buildings
Zero net energy for new residential
construction (2017)
Mandatory solar for new commercial
construction (2017)
Land Use & Circulation Element
(2010)
Bike Action Plan (2011)
Pedestrian Action Plan (2016)
Electric Vehicle Action Plan (2017)
Plastic Bag Ban (2011)
Zero Waste Strategic Operations
Plan (2014)
Disposable Food Serviceware
Ordinance (2018)
All Hazards Mitigation Plan (2015)
Santa Monica Organizations Active
in Disaster (2018)
Water Neutrality Ordinance (2017)
Sustainable Water Master Plan (2018)
Local Coastal Program Land Use
Plan (2018)
Urban Forest Master Plan (2015)
SUPPORTING EFFORT
Increase community resilience to climate
change
Protect vulnerable groups from impacts
Integrate climate change impacts into City
planning, operations & infrastructure projects
Achieve water self-sufficiency by 2023
Enhance natural systems to prevent damage
from coastal flooding
Increase resilience of public and private assets
in the coastal flood zone
Increase self-reliance through local food
production
Reduce or sequester carbon emissions from
food production, consumption, waste and
landscape management and natural
processes
CLIMATE READY
COMMUNITY
The CAAP is not an element of the City’s General Plan or a regulatory document for the purposes of streamlining the California
Environmental Quality Act (CEQA) process. Any policy or ordinance described in the CAAP must be developed and adopted through
a public review process.
HOW TO READ THE PLAN
STRATEGIES & ACTIONS
COST TO CITY
The general approach, programs, policies and steps that
help achieve each Objective.
Cost to the City represents the direct costs that may be
borne by the City, currently not allocated or budgeted
within the existing operating budget, to implement the
programs, policies and steps. Costs include consultants,
new programs, incentives and grants, and infrastructure.
Does not consider potential for outside sources of funds.
High Capital Cost; Requires large one-time
investment or sustained investment; outside
sources of funding necessary
Medium Cost; Potential funding through Capital
improvement Program, may be supported with
outside funding
Low or No Cost; potential funding from existing
budget
ZNC1: Implement a Community Choice Energy (CCE)
Program
OSE
R
G Initiated
SUSTAINABLE LOCAL ENERGY
Carbon Reduction
Potential
Cost
to City
Community
Benefits Partners
Status or
Timeframe
Lead
CPAImplement CCE in Santa Monica, offering the highest
amount of cost-competitive renewable energy. Develop
programs to incentivize new local renewable-energy
projects. Adopt rates to achieve 100% renewable energy
by 2025.
Large Reduction
Medium Reduction
Small Reduction
Marginal
Reduction
CARBON REDUCTION POTENTIAL
Each Action displays a potential reduction in carbon
emissions. Reduction potential was approximated relative
to each sector and is presented using a 1 to 4 scale.
PARTNERS
City division, non-City entity or community sector
responsible for supporting implementation,
collaboration, evaluation and reporting of action.
LEAD
City division responsible for leading implementation,
collaboration, evaluation and reporting of action.
ASD
BBB
BM
BSD
CCS
CED
CPD
CRD
EDD
FD
FIN
FacMD
FMD
HD
HSD
ISD
MD
OEM
OSE
OWB
PLD
PWD
RRR
WRD
= Architecture Services Division
= Big Blue Bus
= Beach Manager
= Building & Safety Division
= Community & Cultural Services Department
= Civil Engineering Division
= City Planning Division
= Community Recreation Division
= Economic Development Division
= Fleet Division
= Finance Department
= Facilities Maintenance Division
= Farmers Market Division
= Housing Division
= Human Services Division
= Information Systems Department
= Mobility Division
= Office of Emergency Management
= Office of Sustainability & the Environment
= Office of Civic Wellbeing
= Public Landscape Division
= Public Works Department
= Resource Recovery & Recycling Division
= Water Resources Division
CITY DEPARTMENTS & DIVISIONS
= Local businesses, property owners
= California Department of Transportation
= California Coastal Commission
= California Energy Commission
= Clean Power Alliance of Southern California
= California Public Utilities Commission
= Los Angeles County Metropolitan
Transportation Authority
= Metropolitan Water District
= Local environmental/sustainability organizations
= South Coast Air Quality Management District
= Southern California Edison, Southern California
Gas Company
= Santa Monica College, Santa Monica-Malibu
Unified School District, private schools, teachers
Business
Caltrans
CCC
CEC
CPA
CPUC
Metro
MWD
Nonprofits
SQAMD
Utilities
Schools
NON-CITY PARTNERS
COMMUNITY BENEFITS
1 2 3 4 5 6 7
1
2
3
4
5
6
7
Details on next page.
STATUS OR TIMEFRAME
Near term = 0-2 years
Mid term = 2-5 years
Long term = 5+ years
17
13
COMMUNITY BENEFITS
Actions and policies that prevent and prepare for climate change also reduce pollution, improve public health and support a local
green economy that benefits the entire community. This plan will seek to achieve not only the goals of the Paris Climate
Agreement, but also address community concerns such as systemic inequities, sources of negative public health issues and
community cohesion. Nearly all of the Actions in this plan generate additional community benefits and support the City's
Framework for a Sustainable City of Wellbeing (Framework).
Advances Smart City Concepts
Potential for Cost Savings, Local
Investment and Jobs
Enhances Environmental Quality
Meets Paris Climate Agreement
Action has high carbon reduction potential
to reduce emissions necessary to meet 1.5C
global warming limit of the Paris Climate
Agreement.
Action supports deployment of smart
city technology in City operations and
private sector.
Action requires investment in local
projects and programs, creating local
green jobs. Action may also yield cost
savings from utilities, transportation costs
or avoided waste. May support Economic
Opportunity outcomes and metrics from
the Framework.
Action has potential to foster green
spaces & infrastructure and/or improve air
quality, habitat & biodiversity, May
support Place & Planet outcomes and
metrics from the Framework.
Potential to Address Equity
G City Government Leadership
R Enhances Community Resilience
Improves Public Health & Safety
Action has potential to reduce
environmental injustice or be designed
and implemented to prioritize unequally
burdened and vulnerable populations.
Action has potential to increase resilience
of buildings & infrastructure and/or
people through social networks and
increased capacity.
Action has potential to improve public
health through improved environmental
quality, increased access to healthy food,
reduced pollution. Action may also
improve public safety through energy
resilience, and protected pedestrian &
biking infrastructure. May support Health
and Safety outcomes and metrics from the
Framework.
City of Santa Monica will implement action
in City operations to demonstrate
leadership to the community and beyond.
Credit: William Short
CLIMATE ACTION
ZERO NET CARBON
BUILDINGS
Achieve 100 % renewable grid
electricity
Install 100 MW of local solar energy
Reduce fossil fuel use 20 % in
existing buildings
Discourage fossil fuels in new
buildings
ZERO WASTE Divert 95 % of materials from
landfills
SUSTAINABLE
MOBILITY
Convert 50 % of local trips to foot ,
bike , scooter & skateboard
Convert 25 % of commuter trips to
transit
Convert 50 % of vehicles to electric
or zero emission
ZERO NET CARBON
BUILDINGS
2030 OBJECTIVES
Achieve 100 % renewable grid electricity
Install 100 MW of local solar energy
Reduce fossil fuel use in existing
buildings by 20 %
Discourage use of fossil fuels in new
buildings
OF TOTAL
REDUCTIONS
21%
ZERO NET CARBON
BUILDINGS
Buildings generate 30% of Santa Monica's total
carbon emissions from their use of energy.
Electricity is generated from a mixture of fossil fuel
and renewable energy sources, and natural gas is
used for cooking, water and space heating.
In 2017, Santa Monica became the first city in the
world to require that newly constructed homes
generate as much energy as they consume. This
Zero Net Energy (ZNE) requirement still allowed for
the use of natural gas.
In 2019, Santa Monica started to receive 100%
renewable energy from the Clean Power Alliance.
This action has the potential to reduce the city's
emissions by 19% from present day. (See next page)
As the grid supply of electricity becomes cleaner,
the next carbon source to eliminate is natural gas.
The majority of natural gas is consumed by
residents for cooking, and space and water heating.
In order to “decarbonize’ our buildings over time,
switching natural gas systems to electric powered
by renewable energy is essential. This is also known
as fuel switching or building electrification.
Electric appliances for water and space heating can
be cost effective and efficient, while providing
health and safety benefits through reduced indoor
air pollution. Targeted incentives, regulations and
educational resources will be essential to
transforming the way we heat our buildings and
water.
Where fuel switching is not viable, the City could
explore alternative and renewable sources of gas —
like landfill gas and waste-to-energy gas— or
requiring the use of offsets or in lieu fees for carbon
reduction projects.
Reducing building energy use remains a priority to
reduce costs and increase the resilience of
buildings. Currently less than 2% of Santa Monica’s
electricity needs are met by solar systems on local
rooftops. Increasing local solar will require
addressing energy efficiency as well as advanced
systems like district energy heating and cooling
systems, microgrids and battery storage.
While new construction provides opportunities for
innovation, the greatest potential for emissions
reductions lies in the buildings that are already
standing.
In order to reduce energy use and carbon emissions
in buildings, building owners first need to
understand their energy use. In 2018, the California
Energy Commission implemented AB 802
requiring buildings over 50,000 square feet to
benchmark their energy use. The City will
implement similar requirements for buildings over
20,000 square feet and include carbon reduction
targets for specific sectors.
In addition to regulations to disclose energy use and
carbon emissions, public-private partnerships will be
essential to increase the scale and speed of
improving energy performance in existing buildings.
The City will work with small and large property
owners to increase the demand for sustainable
energy retrofit services. Working together will
reduce the costs to individual property owners.
Web-based technologies and smart appliances will
also provide an opportunity to promote energy-
efficient behaviors and advance smart grid
technology. Individuals and businesses could soon
be able to respond in real time to price signals for
beneficial energy behaviors.
TRANSFORMING THE BUILT
ENVIRONMENT
GETTING TO ZERO NET CARBON
ZERO NET CARBON
BUILDINGS
OF COMMUNITY
EMISSION SOURCES
(2015)
30%BUILDINGS
CONTRIBUTE
21
WHAT IS ENERGY RESILIENCE?
What does it mean to be "energy resilient”? Although there are many definitions of the concept, they all share the
fundamental idea that energy supply should always meet energy demand and that energy supply needs to be constant –
there can be no interruptions in the service.
Solar generates energy that can be used in buildings or fed back into the utility grid saving utility costs. But what
happens during a power outage? To assume that a solar system would still work during a power outrage would be wrong.
Solar systems also need to be equipped with battery storage and a disconnect switch, which would allow buildings to
store energy generated by the solar system, and then safely disconnect from the utility grid during a power outage, in
order to operate independently.
What about natural gas? Gas-fired furnaces, boilers and space heaters produce heat by burning fuel oil or natural gas.
However, they too rely on electricity to distribute heated fluid or heated air. The control systems for these appliances may
also require electricity. Some gas water heaters still rely on electricity and would only be able to supply the hot water
remaining in the reservoir during a power outage.
Having the ability to generate, store and use energy independent of the utility grid, particularly during power outages that may be
caused by extreme heat, wildfire or earthquakes, can help improve community resilience. If you already own a solar system,
consider enhancing it with battery storage.
Diagram from EnergySage
Energy generated by solar panels is transmitted through the inverter into the battery for storage.1
2
3
Energy from the battery passes through the inverter to the electric panel, which then supplies the building.
During a power outage, a disconnect switch (not pictured here) would disconnect the building electric panel from
the utility meter and the utility grid.
1
2
3
ZNC2: Adopt a Sustainable Energy Master Plan
CPD, ASD Near Term
ZNC3: Pilot and Promote Distributed Energy Resources
ASD, CPA,
SCE
Ongoing
ZNC4: Increase Local Solar for Residential and
Commercial Tenants
ACTIONS
OSE
OSE
CPA, SCE Near TermOSE
Carbon
Reduction
Potential
Low
Medium
High
Supports Paris
Agreement
Potential to
Address Equity
G Government
Leadership
Advances Smart City
Concepts
Potential for Cost Savings,
Local investment and Jobs
Enhances
Environmental Quality
R
Enhances
Community
Resilience
Improves Public
Health & Safety
ZNC1: Implement a Community Choice Energy (CCE)
Program
OSE
R
G Initiated
SUSTAINABLE LOCAL ENERGY
Carbon Reduction
Potential
Cost
to City
Community
Benefits Partners
Status or
Timeframe
Lead
CPA
Implement CCE in Santa Monica, offering the highest
amount of cost-competitive renewable energy. Develop
programs to incentivize new local renewable-energy
projects. Adopt rates to achieve 100% renewable energy by
2025.
R
G
Develop a plan identifying citywide energy needs; and
systems or programs that meet local energy needs and
reduce greenhouse gas emissions at the neighborhood or
district level. Potential projects include microgrids, district
energy systems, and community solar.
Pilot technologies like energy storage, vehicle-to-grid
charging stations, web-enabled devices and microgrids
within City facilities evaluate their ability to reduce utility
costs and carbon emissions.
R
G
Develop and advocate for programs and resources tailored
to addressing the barriers faced by residential and
commercial tenants to installing renewable energy that
benefits their leased spaces.
R
G
Cost to City
In February 2019, Southern California took a big step toward a clean
energy future. The Clean Power Alliance of Southern California (CPA)
started serving Santa Monica residents, along with 30 cities and the
counties of Ventura and Los Angeles, with electricity sourced from a
higher content of renewable energy sources. Santa Monica’s residents
and businesses (in May 2019) receive a default 100% renewable
electricity.
CPA is the largest Community Choice Energy (CCE) program in
California. CCE allows local governments to aggregate the buying
power of individual customers to get alternative energy on a
community-wide scale. CCE will play a critical role in accelerating
the adoption of clean energy by creating programs that will support
local renewable energy, building electrification and electric vehicles.
ZNC5: Adopt a Carbon Reduction Ordinance for
Existing Buildings
OSE Near Term
CPD, EDD,
Business,
Utilities,
CPA, CEC
R
G
Adopt a Carbon Reduction Ordinance to require energy
benchmarking and carbon performance of existing
buildings over 20,000 sq ft, including multifamily buildings.
Require a reduction of fossil fuel use of covered buildings
by 15% in five years and elimination of fossil fuel use by
2050.
EXISTING BUILDING EFFICIENCY
CLEAN POWER COMES TO SANTA MONICA How Community Choice Energy (CCE) Works
ACTIONS
R
G
ZNC8: Adopt Carbon Neutral Construction Codes
CPD, BSD,
CEC, CCC Mid TermOSE
Require New Construction for commercial, mixed-use and
multi-family properties to achieve zero net carbon onsite or
pay in-lieu carbon impact fee to offset fossil fuel use.
Require electric-ready construction for future electrification
of appliances and buildings systems. Ensure that affordable
housing developers have additional financing or
compliance alternatives available. Require new residential
construction for single-family homes to use only electric
appliances and building systems or pay in-lieu fee to
support more local renewable energy and electrification
projects.
R
G
ZNC9: Convert Existing Natural Gas Equipment &
Appliances to Electric
CPA, SCE,
Business Mid TermOSE
Develop programs, resources and incentives to support
gas-to-electric conversion of appliances, hot-water
heaters and HVAC systems. Establish electrification
retrofit upon sale requirements for low-rise residential,
and small multifamily and commercial buildings. Where
electrification of appliances is infeasible, or not a
customer choice, then a methane alternative such as
renewable natural gas could be an option.
R
G
ZNC10: Provide Educational & Workforce Cleantech
Opportunities
SCG Mid TermOSEPartner with Santa Monica College and Santa Monica-
Malibu Unified School District to offer professional
development opportunities in the clean energy economy.
R
G
ZNC11: Create Equitable Access to Clean Energy
Programs
SCG Mid TermOSEPartner with utilities and the Clean Power Alliance to
provide free home-energy audits and upgrade incentives
for low-income households and affordable housing
developers and property owners.
ESTIMATED 2030 NET ZERO CARBON BUILDINGS REDUCTIONS
ESTIMATED PERCENT OF TOTAL 2030 REDUCTIONS
232,035 mtCO2e
21%
ZNC6: Implement a Resilient Building Retrofit
Accelerator Program
R
G
ZNC7: Implement a Green Leasing Program
EDD,
Business Near TermOSE
OSE Near Term
CPD, EDD,
Business,
Utilities,
CPA, CCC
R
G
Develop an accelerator program to streamline the
delivery of energy retrofit services and technologies for
public and private buildings. Reduce capital costs for
property owners by offering financing options and bulk-
purchasing of technologies and services, Create
partnerships to increase the speed and scale of energy-
retrofit measures across the city. Prioritize assistance to
owners with fewer resources and less technical ability,
including smaller buildings and nonprofits.
Develop a green leasing program to provide assistance
and incentives for introducing leases that support
investment in energy efficiency measures. Partner with
local stakeholders to engage commercial and residential
property managers.
Carbon Reduction
Potential
Cost
to City
Community
Benefits Partners
Status or
Timeframe
LeadEXISTING BUILDING EFFICIENCY
BUILDING ELECTRIFICATION
EQUITY THROUGH ENERGY
ZERO WASTE
95 % of waste is diverted from the
landfill
2030 OBJECTIVE
OF TOTAL
REDUCTIONS
3%
ZERO WASTE
Becoming a zero waste community means
rethinking the way we consume and manage
materials and goods throughout their entire
lifecycle.
Santa Monica aims to eliminate landfilled waste
through reducing the amount of waste generated,
reducing consumption, limiting waste generation
and increasing recycling and composting.
Daily decisions to use reusable bags, bottles and
utensils can add up to a big impact . Limiting the
use of disposable goods will reduce the use of
natural resources, the strain on our waste
management infrastructure and the littering in
our neighborhoods and on our beaches.
Local regulations, like the City's single use plastic
bag and single use plastic food service ware bans,
have proven to be successful in changing and
individuals' behaviors and shifting markets away
from single use disposable products.
Education and awareness are essential to
ensuring everyone understands how they can
contribute to the solution by providing them
resources to be successful. Proper diversion
systems like collection bins and signage are also
crucial to support the needs of residents and
businesses, while ensuring proper separation of
recycling and organics streams.
“TO ROT OR NOT” MAIN STREET
PILOT
In 2016, City of Santa Monica piloted an organics-
recycling program called “To Rot or Not” on Main
Street with participation of 172 businesses. This
program improved the way restaurants dispose of
their food waste by giving businesses two containers.
One is the “Rot” container which consists of materials
that breakdown naturally and can be composted. The
“Not” container is comprised of materials that cannot
breakdown naturally like aluminum, ceramics, and
sponges. These items are recycled or sorted for
landfill disposal.
This simplifies the material streams and reduces
contamination - or placement of non-recyclable or
non-compostable items in a recycling or composting
container.
ZERO WASTE
COMPOST: THE NEXT FRONTIER
Organic materials, like food scraps and yard waste,
are extremely valuable natural resources that can be
transformed into earth-enriching compost. However,
businesses and residents have historically been
provided limited options to sort and manage their
organic materials.
State regulations now require all commercial
properties and large residential properties to utilize
composting services.
To help residents and businesses, Santa Monica-
based Global Green conducted waste audits, and
provided food scrap pails, educational materials,
outreach and program implementation assistance for
apartment dwellers. The "Eco-Ambassador" program
is now being scaled up to include restaurants,
connecting unused food to community pantries.
3%
LANDFILLED WASTE
CONTRIBUTES
OF COMMUNITY
EMISSION SOURCES
(2015)
Eco -Ambassadors Program trains residents to
compost kitchen scraps (Source: Global Green )
26
ACTIONS
ELIMINATE LANDFILL WASTE
Carbon Reduction
Potential
Cost
to City
Community
Benefits Partners
Status or
TimeframeLead
R
G
ZW1: Implement Citywide Organics Recycling
OSE Near TermRRR
Require waste diversion stations (trash, recycling,
composting) in all businesses. Develop outreach and
enforcement programs to ensure commercial and
residential organics recycling citywide.
Cost to City
Carbon
Reduction
Potential
Low
Medium
High
Supports Paris
Agreement
Potential to
Address Equity
G Government
Leadership
Advances Smart City
Concepts
Potential for Cost Savings,
Local investment and Jobs
Enhances
Environmental Quality
R
Enhances
Community
Resilience
Improves Public
Health & Safety
Cost to City
Residents and businesses have the power to influence a global system that
delivers the goods, foods, services - and by extension, the carbon - that they
consume. Through our purchasing and consumption habits, we can reduce these
emissions occurring elsewhere. Climate change happens on a global scale, so
emissions reduced in another country or region is equally important as emissions
reduced locally.
There are two lenses that cities can use to look at emissions:
● A sector-based inventory attributes all emissions to the location where the
emissions occur. This is the recognized global standard for emissions reporting
and action.
● A consumption-based inventory includes the emissions resulting from all
consumption activities of a local community of residents. It attributes all
emissions to the end consumer, including all emissions released along the supply
chain. This is an emerging initiative that takes broader stock of a community’s
climate impacts.
Research by C40, indicates that consumption-based carbon emissions are
approximately 60 percent greater than the emissions generated within city
boundaries. While cities do not have direct control over the embodied emissions
of most goods and products, they do have many opportunities to design and
promote more sustainable urban lifestyles that can help reduce these
consumption-based emissions. As work on climate action expands at the City,
opportunities to reduce embodied emissions and shift to low carbon
consumption patterns will be explored.
THE CARBON WE CONSUME
Overlap between consumption-based emission
inventories and sector-based emission inventories
(Source: C40)
The chart on the left shows Santa Monica's
consumption-based emissions by zip code.
The emissions were estimated using the
U.C. Berkeley Cool Climate Network
methodology and local data where
available. The household footprints include
all direct and indirect greenhouse gas
emissions resulting from the life cycle of
energy, transportation, water, waste, food,
goods and services consumed by
households in a calendar year, in this case
2015.
Generally, people with higher income tend to
spend more money on goods, services and
transportation (especially air travel). People
with lower income tend to live in smaller
dwellings, accumulate less and take public
transportation regularly.
AVERAGE CONSUMPTION-BASED CARBON EMISSIONS
PER HOUSEHOLD
Annual Carbon Emissions (mtCO2e)
ACTIONS
ELIMINATE LANDFILL WASTE
Carbon Reduction
Potential
Cost
to City
Community
Benefits Partners
Status or
TimeframeLead
R
G
ZW11: Explore Waste-to-Energy Conversion
Technologies
Mid TermOSEPilot decentralized systems that convert locally collected
organic waste into usable energy or byproducts, like
compost.
RRR
ESTIMATED 2030 ZERO WASTE REDUCTIONS
ESTIMATED PERCENT OF TOTAL 2030 REDUCTIONS
27,847 mtCO2e
3%
R
G
ZW3: Institute Wet-Dry Sorting System for Businesses
OSE Mid TermRRR
Implement a wet-dry program that collects wet organic
waste separately from dry recyclable waste to more
businesses in order to increase waste diversion.
R
GZW4: Implement Pricing Signals to Increase Diversion
Mid TermRRRExplore fees and fines to create more incentives for
recycling and composting and discourage landfill waste.
R
GZW5: Increase Construction and Demolition Debris
Diversion Requirements
Mid TermRRRExplore fees and fines to create more incentives for
recycling, composting and salvage, while discouraging
landfill waste. Provide educational resources to promote
responsible demolition and deconstruction.
R
GZW6: Implement Material and Landfill Bans
Mid TermOSE
Ban divertible materials, such as yard waste and foods,
from trash containers. Also keep out materials that cause
litter, such as straws and other single-use items.
R
G
ZW7: Expand the Reuse and Repair Economy
Mid TermRRR
Expand programs like the Citywide Annual Yard Sale and
quarterly Repair Cafes to avoid wasting goods that are
lightly used or damaged. Develop new programs like
lending libraries for tools. Promote reusable wares for
restaurants and individuals.
R
G
ZW8: Foster a Food Waste Prevention Network
Mid TermOSE
Convene businesses, non-profits and institutions to develop
systems, networks and infrastructure to prevent food waste
by fostering connections between sources of unwanted food
and communities in need. Partner with local businesses,
restaurants, grocery stores and non-profits to reduce food
waste and recover edible food through networking and
smart phone applications. Develop and maintain a map of
fruit and nut trees to connect gleaners and foragers.
RRR, FMD,
Business,
Nonprofits
R
G
ZW9: Incentivize Reusable Containers and Packaging
Mid TermOSE
Promote and require packaging materials that are
compostable and recyclable. Incentivize grocery stores to
sell bulk food to customers. Incentivize customers to bring
their own reusable bags to the grocery store. Pilot
standardized to-go reusable container system for takeout.
RRR
OSE
R
G
ZW10: Support and Pilot Extended Producer
Responsibility Programs
Mid TermOSEParticipate in campaigns and pilot programs that offer
solutions for hard-to-recycle items, like mattresses and
furniture.
RRR
R
G
ZW2: Zero Waste Outreach & Education
OSE,
Nonprofits,
Schools
OngoingRRR
increase material sorting compliance in multiunit
dwellings and businesses through education, waste
audits, and enforcement. Recommend ways to reduce
consumption and increase composting and recycling.
REUSE ECONOMY
SUSTAINABLE
MOBILITY
Convert 50% of local trips to foot , bike ,
scooter or skateboard
Convert 25 % of commuter trips to transit
Convert 50% of personal vehicles to
electric or zero emission
2030 OBJECTIVES
OF TOTAL
REDUCTIONS
26%
SUSTAINABLE MOBILITY
A NEW MODEL OF MOBILITY
Vehicle transportation contributes over 60% of
Santa Monica’s total carbon emissions.
According to field observations and resident
surveys, driving alone accounts for almost two-
thirds of all vehicle trips. Nearly one third of
residential trips are one mile or shorter.
Increasing walking and biking can make
meaningful progress toward reducing emissions
and congestion in Santa Monica.
People are looking for new travel options with
less time in the car, lower cost and more
convenience. Now more than ever, people have
many mobility choices for local trips, whether on
train, foot, by bikeshare or even by electric
scooters. Mobility services can offer a safe and
convenient experience while reducing vehicle
use and emissions.
Local policies, infrastructure and incentives need
to encourage safety, convenience and affordable
options to all members of the community. This
will help residents lead car-lite or even car-free
lifestyles which help reduce vehicle trips and
emissions. Having convenient transit options will
shift away from historical subsidies to driving
through reallocating roadway space, using
pricing incentives, and emphasizing roadway
space efficiencies.
Mobility options are increasingly diverse, and
Santa Monica can lead in creating and
encouraging options, whether privately or
publicly operated.
SAFE STREETS FOR ALL
Santa Monica has actively created new bike
lanes, revised bus routes, and made streets more
walkable. But many residents still cite a sense of
vulnerability when walking and biking, frustration
with vehicle speeds and yielding to pedestrians,
and a desire for more short-distance on demand
services to support transit use.
Creating safer streets through protected and
connected pedestrian and biking facilities will be
key to facilitating walking and biking as primary
transportation options for people of all ages and
abilities. In 2016, the City council adopted a
Vision Zero target for roadway safety (see call
out).
SUSTAINABLE
MOBILITY
In addition to shifting people out of vehicles,
vehicles that remain on the road must transition
to electric or zero-emission technologies in order
to achieve significant emission reductions.
One major barrier is the lack of charging
infrastructure available for those who live in
apartment buildings and condos.
The City’s Electric Vehicle Action Plan provides a
strategic approach to supporting electric
vehicles for residents and commuters.
Expanding charging infrastructure will be key to
providing low-carbon fuel to the masses .
In 2015, the Big Blue Bus (BBB) reduced its
emissions from petroleum-based natural gas to
100% landfill methane gas. By 2020, BBB will
initiate a transition to electric buses to further
reduce its carbon footprint.
DECARBONIZED TRANSPORTATION
Santa Monica’s 2016 Pedestrian Action Plan
included the ambitious goal to reduce and
ultimately eliminate fatal and severe injuries
from roadway crashes known as “Vision Zero.”
Reaching this goal will require thoughtful
design and actions that affect the design of the
roadways, the behavior of roadway users,
enforcement of safety rules, and outreach
efforts..
Vision Zero will affect how we design, use, and
manage roadways and prioritize the safety of
pedestrians and other low-carbon emitting
road users.
SAFETY IN NUMBERS:
GETTING TO VISION ZERO
64%
VEHICLE
TRANSPORTATION
CONTRIBUTES
OF COMMUNITY
EMISSION SOURCES
(2015)
30
SUSTAINABLE MOBILITY
A CAR-FREE FUTURE
Living car-free is easier now than ever with a
wide variety of shared mobility and transit
options. Continuous focus on enabling car-free
and care-lite households will continue to make
sustainable transportation achievable for more
types of needs and households. Simultaneously
this supports wellbeing through increased
physical activity and reduced household cost
burdens.
The Land Use & Circulation Element (adopted
2010, updated 2015) sought to reduce vehicle
trips and carbon emissions and proactive
transportation measures. Over time, this will
encourage reduced vehicle ownership.
Programs like the Transportation Demand
Management Ordinance have increased trip-
reduction requirements for medium and large
employers, and there are resources to help
businesses implement trip reduction plans.
Policies to increase the cost of driving and
parking will deter solo-driving and encourage
sustainable transportation. These policies must
be implemented so as not to disproportionately
impact lower-income populations. Additionally,
the City must consider the financial impacts
from historically reliable revenue sources like
parking fees.
Autonomous vehicles could offer an electrified
and shared option for some mobility needs, but
needs to be guided by proactive sustainable
policy and carefully managed to reduce vehicle
congestion, reduce vehicle miles traveled, and
keep roadways safe for all users.
SUSTAINABLE MOBILITYSUSTAINABLE
MOBILITY
32
WALKING & BIKING
TRANSIT
MOBILITY SERVICES &
DEVICES
ZERO EMISSION
VEHICLES
FOSSIL FUEL
VEHICLES
Hierarchy of Preferred Mobility Options
A CLEAN MOVING ECONOMY
Trucks used for the movement of goods across
the region and state account for roughly 2-3% of
average daily trips along the 10 freeway. The
California Department of Transportation,
estimates that truck traffic will increase by 50%
by 2025, with no additional road capacity to
accommodate them.
Additionally, short distance delivery vehicles for
retail delivery increase local congestion as e-
commerce and online shopping continues to
grow.
In 2009, there was a single daily internet
purchase delivery for every 25 Americans. Today,
there’s one for every eight Americans. That
traffic is anticipated to double again by 2023 .
Today’s city streets and transportation networks
simply were not designed to handle this
additional flood of packages and freight trucks,
especially with the added pressure of next-day
or, in some cases, next-hour, delivery.
While the City has limited influence over
internet retailers and delivery services, it does
have an ability to allocate facilities and curb
space to make delivery and pick-up systems
more efficient for drivers and customers.
Systems like pick up lockers can reduce idling
for delivery trucks and package theft.
The City will need to explore systems and
partnerships that will reduce vehicle congestion,
encourage appropriate use of street and curb
space and reduce emissions from delivery
vehicles.
1. Professor José Holguín-Veras, Center of Excellence for Sustainable
Urban Freight Systems at New York’s Rensselaer Polytechnic Institute.
1
SUSTAINABLE MOBILITY
Mobility hubs are strategically
located transfer points that
feature facilities for multiple
transportation modes (such as
bikesharing, carsharing, and
transit) combined in one location.
MOBILITY HUB
MOBILITY DICTIONARY
SUSTAINABLE MOBILITYSUSTAINABLE
MOBILITY
Provides members with access to
a vehicle for short-term – usually
by the hour – use. Carshare
systems can publicly operated,
privately operated, or peer-to-
peer, one-way, round-trip, or
floating in nature.
CARSHARING
Provides member with access to
a bike for short-term - usually by
the minute - use. Bikeshare
systems can be publicly operated,
privately operated, peer-to-peer,
docked, dock-light, or dockless.
BIKESHARING
Involves adding additional
passengers to a trip that will
already take place. Such an
arrangement provides additional
transportation options for riders
while allowing drivers to fill
otherwise empty seats in their
vehicles.
CARPOOLING/
RIDE-SHARING/
VANPOOLING
Connects passengers with drivers
through online platforms who
use personal, non-commercial
vehicles.
RIDE-SOURCING/
RIDE-HAILING
Mobility solutions that are
consumed as a service. a
consumer-centric model of
people transportation. Travelers
are offered mobility solutions
based on their travel needs and
typically includes some sort of
journey planning.
MOBILITY AS A
SERVICE (MAAS)
Devices like bikes, electric bikes,
electric motor scooters, and
electric scooters are shared
among users. They are typically
enabled by technology or mobile
app, and emerging services are
frequently run by private
companies.
DOCKLESS
MOBILITY DEVICES
Technology-enabled private
shuttle services, serve passengers
using dynamically generated
routes, usually between
designated stop locations rather
than door-to-door.
MICROTRANSIT
The landscape of mobility-as-a-service is changing almost every month. With so many options, you don't
even need to own a vehicle! Before you go, know the lingo!
30
An innovative transportation
concept where all consumers can
access mobility, goods, and
services on demand by
dispatching or using shared
mobility, delivery services, and
public transportation solutions
through an integrated and
connected multi-modal network.
The most advanced forms of MOD
passenger services incorporate trip
planning and booking, real-time
information, and fare payment
into a single user interface.
MOBILITY ON
DEMAND
Sources: Shared Use Mobility Center; Susan
Shaheen, PhD
A vehicle that is capable of
sensing its environment and
moving with little or no human
input. Vehicles can feature
various levels of sophistication
and independence in
automation.
AUTONOMOUS
VEHICLES
ACTIONS
A NEW MODEL OF MOBILITY
Carbon Reduction
Potential
Cost
to City
Community
Benefits Partners
Status or
TimeframeLead
R
G
SM1: Adopt a New Mobility Strategy
Near TermMD
Develop and adopt policies to govern local mobility
services, designate underutilized street space, adapt to
technology innovations, implement pricing strategies
and foster regional integration.
R
G
SM2: Expand & Diversify Mobility Services & Devices
Business Near TermMD
Diversify Breeze fleet to include electric bicycles and offer
options for people with different access and functional
needs. Partner with operators of dockless devices to
expand mobility options that are safe, convenient and
affordable, and provide options for people with different
needs. Improve shared-mobility services through open
marketplace opportunities, permitting systems, dedicated
infrastructure and payment platforms that integrate
multimodal planning.
R
G
SM3: Expand Mobility Infrastructure
Business Near to Mid
Term
MD
Develop strategies and projects to use curb space as
mobility hubs that can serve mobility-service providers.
Integrate smart-sensing and smart-charging technologies
to monitor, inform and enable activities, like congestion
pricing. Create tools to maximize street capacity and
efficiency for people.
R
G
SM4: Implement Parking Policies & Pricing
Near TermMD
Continue to actively review and adjust parking prices
citywide as market rates change, and revisit parking
management and construction policies to encourage
sharing existing resources. Analyze financial impacts and
develop alternatives to decreased revenue from parking fees.
R
G
SM6: Complete Streets Network
OngoingMD
Increase the extent and quality of the complete street
network and greenways to ensure residents and visitors
alike have safe, convenient, and affordable transportation
options. Create designated bike lanes that are protected to
provide greater safety and assurance for all riders.
Emphasize the movement of people with greater space
dedicated to space efficient and low emission modes of
transportation. Lower speed limits to improve safety.
Expand publicly owned spaces and work with property
owners to facilitate public access.
PCD,
PWD
Cost to City
Carbon
Reduction
Potential
Low
Medium
High
Supports Paris
Agreement
Potential to
Address Equity
G Government
Leadership
Advances Smart City
Concepts
Potential for Cost Savings,
Local investment and Jobs
Enhances
Environmental Quality
R
Enhances
Community
Resilience
Improves Public
Health & Safety
Cost to City
SAFE STREETS FOR ALL
R
G
SM5: Sustainable Goods Movement & Delivery Services
Mid to Long
TermMD
Assess the local impacts of long distance and urban
delivery systems and vehicles on street capacity,
congestion and carbon emissions. Facilitate partnerships
to explore ways to reduce delivery trips, prioritize bicycle
delivery and smaller vehicles, idling while loading/
unloading and emissions from delivery vehicles.
Business
R
G
SM7: Expand Safe Routes Programs
OngoingMDExpand the Safe Routes to School program to reach
more schools, including private schools, and continue to
pursue a Safe Routes for Seniors program.
Schools,
Nonprofits
ACTIONS
CONNECTED TRANSIT
Carbon Reduction
Potential
Cost
to City
Community
Benefits Partners
Status or
TimeframeLead
R
R
G
SM9: Prioritize Mass Transit Services
Mid to Long
TermMD
Support public mass transit through infrastructure and
service improvements. Dedicate lanes during rush hour
to Rapid Transit services. Advocate for regional
connectivity projects, like the Purple Line Extension and
Bus Rapid Transit. Work with regional partners to expand
the development of Bus Rapid Transit facilities
throughout the City.
R
G
SM10: Expand Citywide Transportation
Management Organization
OngoingMDIncrease the scope of offerings and resources available via
the TMO to employees/employers, residents, and visitors
in order to increase the reach and impact of existing
transportation programs, facilities, and services.
R
G
SM11: Offer Incentives for Transit & Mobility Services
Near TermBBB
Increase ridership, mobility access and equity by
subsidizing fares for sustainable modes of transportation
like transit, vanpool, carpool and micro-transit services, for
youth, students, seniors and other underserved groups.
MD,
SCAQMD
ESTIMATED 2030 SUSTAINABLE MOBILITY REDUCTIONS
ESTIMATED PERCENT OF TOTAL 2030 REDUCTIONS
289,837 mtCO2e
26%
BBB,
Metro
G
SM8: Prioritize Transit-Oriented Affordable Housing
OngoingCPD,
HD
Increase the housing-to-jobs ratio by prioritizing the
expansion and investment in affordable housing located
near dense transit hubs with limited parking, through
local zoning and incentives.
R
Nonprofits,
Business
SAFE STREETS FOR ALL
R G
SM12: Increase Charging Infrastructure for Electric
Vehicles and Electric Mobility Devices
OngoingOSE
Expand network of off- and on-street public charging
stations to 1,000 ports by 2025. Provide charging stations
that will accommodate a wide range of vehicle types
including bicycles, scooters and other mobility devices.
Provide outreach and additional incentives for renters,
lower-income individuals and non-profit property owners.
Implement emerging best practices in EV technology,
including mobile charging, wireless charging, energy
storage, and web/smartphone applications.
VEHICLE ELECTRIFICATION
MD, SCE,
CPA,
SCAQMD
R
G
SM14: Pilot Autonomous Vehicle (AV) Technologies
Mid TermMD
Develop protocols and policies for AV safety performance,
AV City fleet vehicles, and AV commercial activities that
protect all roadway users and reduce vehicle trips and
carbon emissions. Work with manufacturers to pilot
technologies on fixed routes with limited services that
provide shared-ride and zero emission mobility solutions.
Consider opportunities to pilot or deploy AV technology
in the Airport to park conversion, post-2028.
OSE, ISD,
Business
R
G
SM13: Expand Use of EVs in Carshare and Rideshare
Services
OngoingOSEDevelop public-private partnerships with carshare
providers to provide access to electric vehicles, including
neighborhood electric vehicles, to residents who may not
be able to own an electric vehicle on their own.
SCAQMD
Business
CLIMATE ADAPTATION
CLIMATE READY
COMMUNITY
Increase community resilience to
climate change
Protect vulnerable groups from
impacts
Integrate climate change impacts
into City planning , operations &
infrastructure projects
WATER
SELF-SUFFICIENCY Achieve water self -sufficiency by 2023
COASTAL FLOODING
PREPAREDNESS
Enhance natural systems to prevent
damage from coastal flooding
Increase resilience of public and
private assets in coastal flood zone
LOW-CARBON FOOD
& ECOSYSTEMS
Increase self -reliance through local
food production
Reduce or sequester carbon
emissions from food production ,
consumption , waste and landscape
management and natural processes
CLIMATE CHANGE
IN SANTA MONICA
THE CLIMATE HAS CHANGED
Even if we halt all carbon emissions today, the carbon
emissions currently in the atmosphere will continue to
impact the climate. Sea-level rise and coastal flooding,
extreme heat, drought, and declining air-quality will
increasingly affect Santa Monica directly. Each of these
hazards impacts the city’s people, buildings,
infrastructure, environment, and economy in different
ways.
Santa Monica has implemented several measures to
increase its resilience against such impacts. This section
offers a comprehensive response plan to climate change.
To start, a vulnerability assessment was conducted for all
major asset categories in the city in conjunction with the
top climate hazards.
The initiatives of this plan will increase the community’s
ability to thrive in the face of intensifying climate hazards,
leading to stronger neighborhoods and improved quality
of life for all residents.
Increased Temperature
Fluctuations in
Precipitation
Sea Level Rise
Extreme Heat Events
Worsened Air Quality
Increased Drought
Increased Wildfire
Increased Coastal Flooding
GRADUAL CLIMATE CHANGES LOCAL CLIMATE HAZARDS
Heat-related illness or death
Power outages
Asthma & respiratory impacts
Water shortages
Increased utility rates
Property loss & damage
School & business disruption
Transportation impacts
Increased beach tourism & congestion
Crop loss & increased food prices
DIRECT IMPACTS
Resilience is the capacity of individuals,
communities, institutions, businesses, and
systems to survive, adapt, and grow, no matter
what kinds of chronic stresses and acute
shocks they experience.
Shocks are typically considered single-event
disasters, such as fires, earthquakes, and
floods.
Stresses are factors that pressure a city on a
daily or reoccurring basis, such as chronic
food and water shortages, an overtaxed
transportation system, or homelessness
WHAT IS RESILIENCE?
Santa Monica will need dedicated public and
private partners, as well as significant additional
resources, to advance these initiatives and
implement comprehensive climate adaptation.
36
Santa Monica is expected to see increasing trends in
extreme-heat days with an average of nine days above
87°F by mid-century and 22 days by the end of the
century. At the 95°F threshold, Santa Monica is
projected to see an increase from 0 to 3 extremely hot
days per year by 2100 .
Extreme-heat events in California and the Los Angeles
region are becoming more frequent, more intense, and
are longer lasting—and the trend is expected to
continue as climate change worsens.
Extreme heat can exacerbate heat-related illnesses
and deaths, while also impacting communities
indirectly through energy disruption, and spikes in
energy prices, impacting affordability.
Certain populations such as the homeless, outdoor
workers, older adults, young children and infants,
pregnant women, and people with chronic illnesses
are more susceptible to warmer temperatures and
heat-related illnesses.
For example, older adults may be at higher risk due to
reduced ability to acclimatize to changing
temperatures, diminished thirst response, and a higher
likelihood of chronic health conditions. Homeless
populations may not have access to indoor spaces to
get out of the sun and cool down.
EXTREME HEAT
AIR QUALITY
Air quality is strongly dependent on weather, and
climate change is expected to impact air quality
through warming temperatures and more frequent
episodes of stagnant air. Warmer temperatures from
climate change will increase the frequency of days
with unhealthy levels of ground level ozone.
Ozone is the main ingredient of smog. Ground-level
ozone is formed from the reaction of oxygen-
containing compounds with other air pollutants in the
presence of sunlight. The main sources of ozone are
trucks, cars, planes, trains, factories, farms,
construction, and dry cleaners.
Warming temperatures and lengthened growing
seasons can also lead to increased wildfires and aero-
allergen levels, such as pollen, which can also worsen
air quality.
According to CalEnviroScreen (right), California's
pollution and population vulnerability mapping tool,
Santa Monica concentration of ozone is higher than
53% of all census tracts in California.
A High Heat Event (HHE) is any heat event that generates
public health impacts. Each local area has a unique HHE
specific to its climate and the historical sensitivity of people in
that area to past heat events.
Long-term preventative strategies to decrease heat impacts
may include planting trees, improvements in the built
environment, rebate and home cooling programs, and efforts to
strengthen social capital and connectivity at the neighborhood
level.
Projected High Heat Events (Source Cal-ADAPT)
Pollution/Ozone Burden (Source CALENVIROSCREEN)
37
2
2 California Energy Commission. 2017. Cal-Adapt. Available at http://cal-adapt.org/.
Climate change is likely to increase the duration and
severity of droughts in California . Increasing
temperatures and changing precipitation patterns
can create periods of abnormally dry weather that
can result in water-supply shortages and other
impacts.
In the present day, California already experiences
wide swings in precipitation from year to year, and
this variability is expected to continue under climate
change with fluctuations between wet years and dry
years.
Due to anticipated warmer temperatures, more
precipitation will fall as rain instead of snow, and
Southern California will have smaller windows of time
to capture stored water as snowpack.
Aside from directly impacting the availability of water,
changes in the amount and frequency of precipitation
may affect hydropower production. Likewise, changes
in weather patterns may impact growing conditions
and yields for crops.
These impacts may raise the price of basic goods and
services, increasing stress on lower-income
communities as they spend a greater proportion of
their income on food and utilities.
DROUGHT
Wildfires burning within 50 to 100 miles of Santa Monica
routinely can cause air quality to be five to 15 times worse
than normal, and often two to three times worse than the
worst non-fire day of the year.
Although Santa Monica is not directly threatened by wildfire
due to its surrounding urban buffer, the City is close to a
number of mountain ranges where wildfire risks are
projected to increase due to climate change. Wildfires
stress fire and emergency management services across Los
Angeles County, disrupt regional transportation and energy
systems and worsen regional air quality.
While there is little Santa Monica can do to prevent wildfires
directly, we support wildfire-stricken communities with
firefighter assistance and emergency operations capacity,
and implement protocols to protect affected workers,
school students and vulnerable populations.
WILDFIRE
Wildfires can be a significant source of air pollution in
Southern California, and climate change is expected to
increase the number and extent of wildfires. Hot, dry
summers followed by hot and dry Santa Ana wind
conditions can create conditions suitable for wildfires.
Smoke clouds from the Woolsey Fire loom over Malibu.
(Credit AP Photo)
Wide Fluctuations in Precipitation Predicted
(Source: US Climate Resilience Toolkit)
3
3 Hewitt, Al. 2014. UCLA Researchers Project Southern California Rainfall Levels
Through End of Century. UCLA Newsroom. Available at
http://newsroom.ucla.edu/releases/ucla-researchers-project-southern-california-
rainfall-levels-through-end-of-century.
Sea levels rise due to increased water volume
from higher water temperatures and the
melting of glaciers and ice sheets.
Sea level rise can create multiple coastal
hazards, such as beach erosion, increased
frequency and intensity of coastal storms,
permanent inundation and saltwater
intrusion. Coastal flooding caused by storms
and high tides is a temporary condition but
can have damaging consequences. Over the
longer-term, sea level rise (SLR) will
compound the effects from coastal flooding
as storms will occur on top of higher sea
levels.
In an effort to prepare for the anticipated impacts
of SLR and coastal hazards, the City, with assistance from
the USC Sea Grant, the Ocean Protection Council, the
California Coastal Commission (CCC), and the State Coastal
Conservancy, commissioned technical reports that
providing shoreline change projections, coastal hazard
modeling, and vulnerability assessments.
Miles of transportation and public and private utilities
infrastructure, beaches, homes, businesses and
concessionaires bear some risk from SLR and coastal
flooding. The map below shows projected SLR and coastal
flooding by 2100 along the coast of Santa Monica. A
significant number of public facilities and infrastructure,
buildings, and other structures are likely to be affected by
storm-induced flooding.
In addition, the Santa Monica Pier, a major tourist
destination in the City, could also be impacted by increased
wave height and water volume.
SEA LEVEL RISE & COASTAL
FLOODING
As the level of the Pacific Ocean continues to rise, areas
that would have only been temporarily flooded or
submerged during very high ‘King’ tides or El Niño
conditions, may gradually begin to be permanently
submerged or inundated.
Over the mid-term (i.e., SLR of 6 inches to 24 inches), the
Santa Monica sandy beach area towards Pacific Coast
Highway is expected to see moderate inundation levels.
Some areas have been flooded in the past during severe
storms or El Niño events, and research indicates that this
will become an occurrence of increasing frequency.
Over the long-term (i.e., SLR of 16 inches to 66 inches, with
a possibility of a 113 inch extreme scenario ), the
coastal inundation hazard area is expected to
expand further inland, and the mean high tide line
would move closer to its location at the turn of the
20th century.
LOCAL IMPACTS OF SEA LEVEL RISE
39
4 Cayan, D. R., J. Kalansky, S. Iacobellis, D. Pierce, and R. Kopp Kopp. (2016).
Creating Probabilistic Sea Level Rise Projections to support the 4th California
Climate Assessment. Prepared for the California Energy Commission.
4
Sea Level Rise and Coastal Flood Models
According to analysis conducted by the Pedestrian Action
Plan, the areas (shown below) in dark brown are locations
where investments in pedestrian facilities would have the
greatest health and sustainability benefits.
The highest percentage of Latinos living in Santa Monica
(26%) live in the Pico neighborhood (90404), a portion of
which is also considered a Disadvantaged Community by
CalEnviroScreen. According to the Wellbeing Index, Latino
residents reported the least amount of physical activity and
have lower than average fruit and vegetable consumption.
Also, the lowest reported use of outdoor space for leisure
activities was among the Latino population. Residents in
the 90404 zip code experience the highest asthma rate
among Santa Monica residents (12.1%).
Community health, environmental sustainability,
and social equity are important values for the City of Santa
Monica and the intent of this analysis is to reflect those
values in the City’s planning and decision-making process.
Climate change vulnerability is a measure of sensitivity to
climate hazards and the ability to adapt to these hazards.
Both gradual climate change and climate hazards can
expose people and property to a wide range of stress-
inducing and hazardous situations.
Older adults, young children, and people with chronic
diseases and disabilities are more biologically sensitive to
impacts from the effects of climate change, such as
droughts, extreme heat, and air quality impacts. In addition,
low-income populations, including homeless populations
and communities of color, are generally more likely to be
exposed to natural hazards and climate events, with greater
sensitivity, yet have fewer resources to cope or adapt.
People for whom English is not a primary language are
further disadvantaged when public information, community
planning and resources are not made accessible in their
native language.
Seniors are particularly vulnerable to climate change
impacts as many may be isolated and living alone,
threatened by hunger, and living in or near poverty. Over
20% of the population in Santa Monica is over 60. In 2016,
Meals on Wheels served 342 Santa Monica-based seniors.
Most of these seniors are home-bound, meaning they have
difficulty leaving home due to frailty, age, chronic disease,
recent hospitalization, and mental health issues. The aging
population is more vulnerable to some climate change
impacts, like rising temperatures and worsening air quality.
Environmental inequity is another important factor in
determining population vulnerability. Communities of color
and low-income people have historically born the burden of
polluting industries and roadways with fewer services
available to them.
CLIMATE CHANGE VULNERABILITY
Influencing Factors of Vulnerability
41
EXPOSURE
SENSITIVITY ADAPTIVE
CAPACITY
VULNERABILITY
EXISTING CONDITIONS
ENVIRONMENTAL POLLUTION
SOCIAL INJUSTICE
STRUCTURAL RACISM
INSTITUTIONAL BIAS
INCOME INEQUALITY
Buildings in coastal flood zone
Roads and parking in coastal
flood zone
Ocean habitat
Santa Monica Pier
Parks
Water infrastructure
Energy supply and infrastructure
Urban forests
Beach habitat
Schools
General and vulnerable populations
Water supply
Sanitary water and sewer
infrastructure
Stormwater infrastructure
Beach tourism and recreation
Businesses
City-operated buildings
Bicycle infrastructure
General buildings and properties,
Local energy generation
Telecommunications
HIGH
MEDIUM-
HIGH
MEDIUM
LOW
The City may have limited jurisdiction control over
many of these assets. Partnerships with state and
federal agencies, private businesses, and homeowners
will be essential to adapt these assets to climate
hazards. Adaptation measures to increase the climate
resilience of these assets will take time to enact and
may require a great deal of education and
coordination with multiple stakeholders.
Although ranked lowest in vulnerability, there may be
assets that are more sensitive and/or have lower ability
to adapt to climate change. For example, older homes
and private buildings may be much more sensitive to
extreme heat and air pollution intrusion due to poor
insulation and/or weatherproofing. Actions to increase
adaptation to climate change may also be limited as
building upgrades and energy-efficiency measures may
be cost-prohibitive.
The City has a number of current plans and programs
in place to address climate hazards for these highly
sensitive assets.
Population groups, such as outdoor workers and the
homeless population, are exposed to more climate
hazards and/or have less capacity to adapt and may
lack access to more protective indoor spaces. People
who live close to sources of pollution, like the freeway,
are also more vulnerable due to an increased likelihood
to have respiratory issues. The City's water infrastructure
may be vulnerable to extreme drought limiting local
groundwater supply, or sea level rise resulting in
saltwater intrusion or flooding of stormwater systems.
Vulnerability Community Sector Description
VULNERABILITY ASSESSMENT
The City conducted a vulnerability assessment across
various sectors of the community. The vulnerability
assessment analyzes how people, buildings,
infrastructure and the economy will be affected by
climate change.
The assessment incorporated quantitative data such as
exposure of physical assets and facilities along Santa
Monica’s coast likely be impacted by sea level rise and
coastal flooding.
The assessment also utilized qualitative data
concerning the sensitivity and ability to adapt to
climate change of the key sectors, populations, or
assets. This was gathered from City staff and key
stakeholders. Based on the assessment, population
groups and assets within each sector were ranked from
highest to lowest vulnerability.
41
CLIMATE READY
COMMUNITY
Increase community resilience to climate change
Protect vulnerable groups from impacts
Integrate climate change impacts into City
planning , operations & infrastructure projects
2030 OBJECTIVES
SUSTAINABLE MOBILITYCLIMATE READY
COMMUNITY
By identifying and working closely with our
local partners prior to an emergency, we are all
better prepared to respond when events occur.
SMOAID is coalition of businesses and service
organizations committed to preparing for
disasters and building a stronger, healthier, and
more resilient city. From 2006 - 2016, SMOAID
led to improvements in Santa Monica’s
emergency communications, preparedness
level and response potential.
In 2011, the Los Angeles Marathon, one of the
most popular marathons in the nation,
experienced rain, cold and very difficult
conditions for runners and public safety
personnel across Los Angeles.
Many participants needed immediate care
from paramedics, volunteers, and hospital staff
due to the cold and wet conditions. City staff
was prepared to meet the demands of this
emergency. The Big Blue Bus provided
busses for transporting runners out of the rain
and into climate controlled environments
and with the help of community partners, the
City was able to coordinate treatment centers
at local hotels to assist the tired, cold, and wet
participants.
The communication and coordination that
occurred is exemplary of the SMOAID model of
emergency preparedness.
As the threat of disasters, both natural and man
made, continues to increase, the City is
relaunching SMOAID to improve community
resilience and preparedness.
SMOAID : Santa Monica
Organizations Active in Disaster
Santa Monica is dedicated to protecting and
promoting the health and safety of its
residents through its adaptation actions. The
City will implement actions that can both
prepare residents for a changing climate and
build community resilience of the
community’s populations at greatest risk of
climate hazards.
Emergency management capacity can be
enhanced by including climate hazard
considerations in emergency and natural
disaster response. Considerable attention
must be paid to ensuring that such programs
and warnings are accessible to vulnerable
groups.
In order to improving the resilience of homes
and buildings, the City will work to update
building standards and provide financial and
technical assistance to property owners to
afford upgrades and retrofits.
The City itself will need to ensure that climate
change is integrated into planning processes
and project development. In order to enhance
the City's own organizational capacity to plan
for and adapt to climate change, Santa
Monica must:
Integrate climate change preparedness
planning across City operations to enhance
readiness and monitoring of climate
impacts.
Ensure that the community will be
prepared for gradual changes and climate-
related shocks, such as storms and coastal
flooding, and that strategies will benefit
population groups with the greatest
climate risk.
Utilize data to assess and monitor climate
hazards and the implementation of
adaptation projects.
Design capital projects to reduce
vulnerability to climate-related events and
disasters.
43
ACTIONS
CAPACITY BUILDING FOR RESILIENCE
Carbon Reduction
Potential
Cost
to City
Community
Benefits Partners
Status or
TimeframeLead
R
G
CRC1: Incorporate Climate Preparedness into City
Programs & Operations
OEM Near TermOSE
Establish an interdepartmental working group to integrate
climate preparedness in planning, maintenance, and
capital improvements though the development of work
plans, screening of capital improvements, and cross-sector
collaboration. Update Community Emergency Response
Training (CERT) curriculum to incorporate climate-change
hazards, like wildfire and heatwaves. Establish protocols for
mitigating public health impacts from heat and air quality,
with regional agencies and partners. Analyze vulnerability
to vector and disease migration and work with public
health stakeholders to develop strategies for outreach,
engagement and prevention.Define an information-
dissemination network, including community-based
organizations and neighborhood representatives. Establish
culturally specific messages and templates, as well as
provide early warning systems in multiple commonly
spoken languages.
R
G
CRC2: Expand SMOAID Community Resilience Network
OSE Near TermOEM
Identify suitable locations for resilience hubs, cooling
centers, disaster assistance and supplies. The locations
will also need to develop backup power sources in the
event of a power outage. Form partnerships with
neighborhood-based organizations and businesses to
develop Neighborhood Resilience Hub Programs and
prepare residents and respond to climate change.
Develop community outreach and engagement
materials. Create a Climate Ambassador program and
partner with Santa Monica Malibu Unified School District
to develop a school curriculum on climate change.
R
G
CRC3: Outdoor Safety Program
OSE Near TermOEM
Work with community groups and residents to determine
best methods of outreach and communication with
outdoor workers. Educate employers and workers about
existing worker rights and protections and ways to protect
outdoor workers from the effects of extreme heat.
Increase access to cooling centers and water throughout
the city, especially for outdoor workers, seniors, and
homeless populations. Adopt best practices and
protocols within City operations and projects to
accommodate City staff and City contractors during high
temperature days and heat waves.
Cost to City
Carbon
Reduction
Potential
Low
Medium
High
Supports Paris
Agreement
Potential to
Address Equity
G Government
Leadership
Advances Smart City
Concepts
Potential for Cost Savings,
Local investment and Jobs
Enhances
Environmental Quality
R
Enhances
Community
Resilience
Improves Public
Health & Safety
Cost to City
R
G
CRC4: Prepare for Extreme Heat
OSE Near TermOEM
Explore developing community cooling centers at City
and non-City sites. Ensure temporary shade structures are
provided for community events. Ensure coastal access is
maintained for those seeking relief from the heat.
Develop and adopt standards for asphalt and roof
surfaces that will reduce local heat island effect. Develop
outreach and educational materials on passive cooling
strategies like shade trees and insulation. Increase tree
canopy in vulnerable neighborhoods. Promote fossil fuel
free HVAC systems, like heat pump technologies, for
buildings that install air conditioning.
ACTIONS
RESILIENT INFRASTRUCTURE
Carbon Reduction
Potential
Cost
to City
Community
Benefits Partners
Status or
TimeframeLead
R
G
CRC6: Integrate Climate Change into Capital
Improvement Program Projects
PWD, ASD,
CED Near TermOSEIncorporate climate impacts, risk, and uncertainty into
capital improvement program projects design and
evaluation. Review updated climate assessments and
adjust infrastructure design standards and project
locations to address asset- and site-specific
vulnerabilities.
R
G
CRC7: Increase Resilience of Local Energy Infrastructure
OEM, ASD,
Utilities Near TermOSE
Partner with local utilities, regional agencies, and local
jurisdictions to assess the vulnerability of energy
infrastructure. Deploy local resilient energy systems such
as solar, energy storage, combined heat and power, and
fuel cells into new projects and existing facilities to
prepare for heat waves, wildfire and other disruptions.
Encourage residents and local businesses to install
resilient energy systems as well.
R
G
CRC8: Enhance Regional Transportation Resilience
CalTrans,
OEM, TED,
MD, CCC
OngoingOSE
Partner with Caltrans and neighboring jurisdictions on
measures to protect critical entry and exit routes such as
Pacific Coast Highway and Interstate 10. Santa Monica will
work with local agencies to develop contingency plans for
operations when Highway 1 and other roads are
inoperable due to coastal flooding or wildfires.
TAKE ACTION: PREPARING FOR CLIMATE CHANGE
Climate change will affect communities and individuals differently. In
order to be prepared for climate change, here are a few tips:
Learn about the hazards and risks associated with climate change
How do you and your family adapt to extreme heat days? What is your
plan if the number of extreme heat days and high temperatures
increase? Understanding climate change through real impacts and
practical responses can be helpful to empower yourself against such a
large subject.Develop an emergency plan and preparedness kit
Everyone should be prepared for an emergency and have supplies and
water for up to 7 days. Make a plan with your friends and family about
communicating after a disaster and prepare kits that have the
necessary supplies like food, water and first aid.
Check on your elderly and vulnerable neighbors during extreme
weather
Spend time getting to know those that live around you and check on
them during extreme weather and emergencies. Especially if they are
elderly or vulnerable.
R
G
CRC5: Climate Resilient Building Design Standards
ASD,
Business
Mid TermOSE
Develop building design guidelines for climate-resilient
buildings. Conduct outreach and engagement with
building industry and trades. Adopt and implement
building-design guidelines for new and substantially
renovated buildings.
WATER
SELF-SUFFICIENCY
Achieve water self -sufficiency by 2023
2030 OBJECTIVE
.
SUSTAINABLE MOBILITY
Southern California imports almost 90% of its water
needs from Northern California and the Colorado
River. Santa Monica is bucking the trend by
becoming locally self-sufficient through local water
resources like groundwater, stormwater, brackish
groundwater and even wastewater.
Santa Monica has set out to become independent
from imported water by 2023. The City’s current
sources of potable water supply include 70 percent
local groundwater, and 30 percent imported water
from Northern California and the Colorado River.
Achieving self-sufficiency means using water
produced only from local groundwater and other
local sources and maintaining a resilient system to
meet water demand. By doing this, Santa Monica
will be able to withstand intermittent rain and
prolonged periods of drought.
Achieving self-sufficiency requires both
conservation and efficiency, coupled with
increasing local water supply. Santa Monica offers
resources for property owners to convert to drought
tolerant landscaping and irrigation and install
rainwater harvesting systems.
In 2017, the City implemented a water neutrality
requirement on new construction projects, limiting
new water demand from projects that use more
water than previous ones. Fees paid in-lieu of
reducing water demand onsite go into water
efficiency projects elsewhere in the community.
Currently, the City is implementing various
components of the Sustainable Water
Infrastructure Project (next page) to significantly
expand the use of alternative sources of water, like
stormwater, wastewater and brackish water from
the beach.
Santa Monica can soon utilize water that had been
in the community all along but was previously
discharged to the ocean and piped to sewage
treatment plants. This “one water” approach
protects our community from the anticipated
fluctuations in precipitation due to climate change.
WATER
SELF-SUFFICIENCY
SANTA MONICA'S WATER SOURCES
2011
2017
2023
Local Groundwater
Imported Water
Water Conservation
Alternative Water Supply
47
The Sustainable Water Infrastructure Project (SWIP) is a critical component to Santa Monica's self-sufficiency goal and pushes the
envelope of sustainable water management. The SWIP comprises three technical elements designed to operate in concert
to conserve groundwater, reduce wastewater, and improve beach water quality.
Element 1 provides for a modular reverse osmosis (RO) unit at the existing Santa Monica Urban Runoff Recycling Facility (SMURRF)
located near the Santa Monica Pier. The RO-upgraded SMURRF will also leverage the recently completed Clean Beaches Initiative
Project by treating stormwater and brackish groundwater for reuse.
Element 2 provides for a new, underground Advanced Water Treatment Facility (AWTF) capable of treating up to one million
gallons of wastewater per day, as well as stormwater for immediate non-potable reuse. The advanced treated water will be used for
groundwater recharge.
Element 3 provides for the installation of a 4.5 MG underground stormwater harvest tank plumbed directly to the AWTF. The tank is
being consolidated from two conceptual projects beneath Memorial Park and the other beneath the Civic Auditorium parking lot.
Increasing recycled water production through the SWIP, upgrading the existing Santa Monica Urban Runoff Recycling Facility
(SMURRF) and constructing a new Advanced Water Treatment Facility (AWTF) provides a drought resilient, local water supply. The
increase in recycled water production from SMURRF would offset imported water purchases from Northern California by
approximately 4% (approximately 560 AFY).
Recharging local groundwater aquifers in the Olympic Sub-basin to maintain sustainable yield pumping levels with purified water
from the SWIP’s AWPF would offset imported water by approximately an additional 7% (approximately 1,100 AFY).
SUSTAINABLE WATER INFRASTRUCTURE PROJECT
ACTIONS
WATER CONSERVATION
Carbon Reduction
Potential
Cost
to City
Community
Benefits Partners
Status or
TimeframeLead
Cost to City
Carbon
Reduction
Potential
Low
Medium
High
Supports Paris
Agreement
Potential to
Address Equity
G Government
Leadership
Advances Smart City
Concepts
Potential for Cost Savings,
Local investment and Jobs
Enhances
Environmental Quality
R Enhances
Community
Resilience
Improves Public
Health & Safety
Cost to City
R
GH2O1: Commercial Sector Retrofits
MWD OngoingOSEDevelop incentives and direct install programs to retrofit
inefficient water fixtures in commercial properties.
R
G
H2O2: Coin Operated Laundry Program
MWD Near TermOSEDevelop incentives targeted at multiunit dwelling
property owners and laundry service vendors to replace
inefficient laundry systems with new systems.
R
G
H2O3: Increase Direct Install Program
MWD OngoingOSEExpand annual replacement of inefficient toilets in
multiunit dwellings and single-family homes.
R
GH2O4: Arcadia Water Treatment Plant Improvements
Mid TermWRDIncrease in production efficiencies at the Arcadia Water
Treatment Plant by recovering brine concentrate.
ALTERNATIVE WATER SUPPLY
R
G
H2O5: Clean Beaches Initiative & SMURRF Repurposing
Mid TermWRD
Upgrade the Santa Monica Urban Runoff Recycling
Facility (SMURRF), that provides a drought resilient, local
water supply, to increase the amount of recycled water
production. Connect SMURRF to the newly constructed
(2018) Clean Beaches Initiative 1.6 million gallon tank, to
supply SMURRF with rain and brackish ground water
when urban runoff is not available.
ED
ED
R
G
H2O6: Expand Local Water Resources
Long TermWRD
Expand capacity at Arcadia Water Treatment Plant to
accommodate more water. Restore the Olympic wellfield
and develop a new well to enhance drought resilience.
ED
LOCAL GROUND WATER PRODUCTION
COASTAL FLOODING
PREPAREDNESS
2030 OBJECTIVES
Enhance natural systems to prevent damage
from coastal flooding
Increase resilience of public and private assets in
the coastal flood zone
ZERO NET CARBON
BUILDINGS
Santa Monica's expansive beaches provide not only an
economic boon and regional recreation, but also
protection from sea level rise.
In addition to iconic recreation and landscape, beaches
are ecosystems unto themselves , providing vital habitat
for local species. They are molded by wind patterns, fed
by natural sediment flow and washed upon by the
ocean, changing over time.
As sea levels increase, there will be a gradual landward
movement of water up the beach and the beach will
narrow. Current beach management practices may have
to change in order to adapt to these changes in order to
preserve as much of the natural barrier.
No one knows exactly how much sea level rise will occur
and by when. However, it is certain that Santa Monica,
like other jurisdictions along the California coast, will
face new threats from sea level rise and coastal hazards
that could damage or destroy coastal resources, like
beaches, and infrastructure, such as road and utility
lines, public amenities, and private developments
within the next few decades.
Santa Monica's recently adopted Local Coastal Program
Land Use Plan establishes policies and adaptation
strategies to be implemented once a certain amount of
sea level rise has occurred. As changes to shoreline
conditions occur, new policy phases would be activated,
based on observed impacts.
CLEAN POWER ALLIANCE OF
SOUTHERN CALIFORNIA
PLANNING FOR THE FUTURE VISUALIZING SEA LEVEL RISE
In 2016, the City installed two telescopic viewers
on the Santa Monica Pier, in partnership with
USC Sea Grant, the US Geological Survey
(USGS), and Owlized, Inc. “The Owls on the Pier”
offered passersby an augmented reality
experience into potential future scenarios of sea
level rise impacts on Santa Monica's beach. The
Owls surveyed participants on their views and
concerns about climate change and sea level
rise and their preference for climate adaptation
approaches.
Over 10,000 people visited the Owls, and more
than 2,500 of those participated in all or part of
the Owl’s survey. In addition about 1,000 people
viewed the mobile version of the Owl and
answered all or part of the survey.
COASTAL FLOODING
PREPAREDNESS
NATURAL SOLUTIONS
To improve the biodiversity and resiliency of
Santa Monica’s beaches, and to address potential
impacts of sea level rise, the City is looking at
adaptation measures that would re-introduce
a more natural beach environment. One such
measure is dune creation.
In 2016, the City implemented a dune pilot
project in the North Beach area, by suspending
beach grooming, erecting a low fence, and
seeding foliage to encourage dune growth.
Evaluation of the effects of this pilot project will
guide future efforts. Small “dunelets” also benefit
the Western Snowy Plover, by mimicking natural
beach landscapes and providing protection from
the wind.
ACTIONS
ADAPTIVE MANAGEMENT
Carbon Reduction
Potential
Cost
to City
Community
Benefits Partners
Status or
TimeframeLead
R
G
CF1: Resilient Buildings & Infrastructure in the
Coastal Zone
CCS Mid TermOSE
Estimate the financial costs of sea-level rise, including
replacement or repair costs of resources and facilities
that could be impacted by sea level rise and coastal
flooding, non-market values, like recreation and
ecosystem services. Conduct site-specific vulnerability
assessments of City-owned buildings and facilities in the
coastal zone. Develop guidelines and standards for
infrastructure and buildings to be flood-proofed, or be
capable of accommodating temporary flooding.
R
G
CF2: Coastal Hazard Real Estate Disclosure
CPD Mid TermOSE
Establish a process requiring the disclosure during any
real estate transaction within the City’s Coastal Zone of a
property’s location in a hazard zone identified in the
Local Coastal Program Land Use Plan (LUP) and of the
results of any site-specific hazard analyses related to the
hazards mapped in the LUP. Collaborate with the Coastal
Commission and local real estate agents to develop
specific guidance and language regarding point-of-sale
disclosures. Adopt and implement a local ordinance
specifying point-of-sale disclosures.
R
G
CF3: Climate Ready Santa Monica Pier
Pier Long TermCED
Integrate the latest sea level rise projections in Pier
structural assessments and design improvements.
Implement capital improvements to withstand increased
wave height and on-shore flooding.
R
G
CF4: Adopt a Shoreline Management Plan
OSE, CCS,
CED, BM,
Pier,
Nonprofits
Mid to Long
TermCPD
Develop a shoreline management plan for specific high
priority areas that are most vulnerable to sea level rise
hazards, Include adaptation strategies to address sea
level rise and coastal hazards and adapt to changes in
wave, flooding, and erosion hazards in the short and long
term for the specified area; prioritizing “soft” adaptation
strategies such as managed retreat, beach nourishment,
living shorelines, and dune restoration over “hard”
adaptation strategies such as seawalls.
R
G
CF5: Beach Nourishment & Dune Creation
OSE, CCS,
Nonprofits
Mid to Long
TermBM
Dune creation shall be allowed to occur within the City’s
beach areas, provided consideration is given to any
impacts on the Western Snowy Plover Special Protection
Zone (SPZ) and other SPZs that may be established in
the future where dune restoration occurs. Design and
implement additional pilot projects, utilizing green
infrastructure or eco-engineering.
R
G
CF6: Local Coastal Program Monitoring & Implementation
Nonprofits Mid to Long
TermCPD
Monitor sea level rise and coastal flooding impacts over
time utilizing tidal gage data, pier scour analysis, seasonal
beach width and storm flooding damage. Phase in
policies and projects identified by the Local Coastal Plan
as climate change impacts increase. Update coastal
hazard maps at least every 5 years or sooner based on the
best available science.
Cost to City
Carbon
Reduction
Potential
Low
Medium
High
Supports Paris
Agreement
Potential to
Address Equity
G Government
Leadership
Advances Smart City
Concepts
Potential for Cost Savings,
Local investment and Jobs
Enhances
Environmental Quality
R
Enhances
Community
Resilience
Improves Public
Health & Safety
Cost to City
LOW CARBON FOOD
& ECOSYSTEMS
2030 OBJECTIVES
Increase self -reliance through local food production
Reduce carbon emissions from food production ,
consumption , waste and landscape management
and natural processes
ZERO NET CARBON
BUILDINGS
Conventional food production is one of the nation’s
largest sources of environmental degradation. The
industrialized food system is unsustainable due to its
reliance on fossil fuels for fertilizers, pesticides,
herbicides, industrial equipment, refrigeration, and
interstate transportation. Globally, one-third of
greenhouse gas emissions result from the food system
when accounting for transportation, soil degradation
and deforestation.
Fortunately, local and chemical-free food is on the
rebound as more people recognize its value and health
benefits. Meat-less or meat-free meals are becoming
more popular and accessible in restaurants and home
kitchens.
In Santa Monica, many residents are already embracing
local and low-carbon food choices. Santa Monica offers
Farmers Markets at various locations three days a week
to provide residents with locally produced, fresh, and
healthy food. All of the Farmers Markets in Santa
Monica accept CalFresh, Farmers Market WIC and
Senior Farmers Market Nutrition Program
checks. making healthy and low-carbon food choices
available to low-income residents.
GOING LOCAL WITH FOOD
OUR FORESTS ABOVE AND BELOW
Santa Monica’s urban forest is currently 93% stocked
with approximately 33,000 trees. A fully mature tree
can retain approximately 1 ton of carbon dioxide each
year. By fully stocking the urban forest, the City can
maximize tree canopy, cooling benefits and carbon
reductions from its trees.
One way that oceans and ocean-related ecosystems
contribute to carbon sequestration is through ocean
vegetation like sea kelp. Kelp forests are typical of Santa
Monica Bay and are present in around Malibu and Palos
Verdes, but less kelp is present directly adjacent to
Santa Monica due to poor water quality and invasive
sea urchins, which eat and destroy kelp forests.
LOW CARBON FOOD
& ECOSYSTEMS
Carbon sequestration is the process of removing carbon
from the atmosphere (CO2) and converting it into
organic carbon (C) in biological materials. Some
examples of natural sequestration include trees, soil,
wetlands, marshes, geologic formations or biochar.
Sequestration offers an opportunity to invest in and
restore natural ecosystems to capture and offset Santa
Monica’s remaining emissions.
Despite Santa Monica’s urbanized setting, the City has
several opportunities for sequestering, or storing,
atmospheric carbon dioxide through natural processes.
The potential to expand forested areas within the city
and the proximity to the ocean offer unique
possibilities for innovation and generation of co-
benefits.
The most viable carbon sequestration strategies that
are local to Santa Monica are urban forest management
and kelp forest restoration.
CARBON SEQUESTRATION
Efforts are underway in the Palo Verdes area to restore the
kelp forests by managing the sea urchin population. The
results to date demonstrate the ability of kelp, especially
fast-growing species, to both absorb carbon and to
mitigate an overabundance of nitrogen in ocean areas
adjacent to urban communities.
While currently a pilot project, this effort is uniquely
relevant and would generate numerous ecological and
economic benefits in terms of fish habitat, water quality,
and overall health and longevity of Santa Monica Bay.
Community gardening provides an opportunity for
residents to connect to their food, the land, and their
neighbors while reducing the environmental impact of
the conventional food system.
Parks and recreation activities are central to quality of
life in Santa Monica. Natural settings can provide
valuable, regenerative, passive recreation opportunities.
In addition to the documented mental health benefits,
greening in parks and public spaces would contribute
to improved human health through relief from heat-
island effects and improved air quality.
Park vegetation and trees provide shade and oxygen,
which cool the streets as well as nearby homes and
buildings. A full and healthy urban forest canopy can be
an effective and efficient means of sequestering carbon,
while reducing pollution, the heat island effect and the
need for air-conditioning.
In surveys and interviews conducted during the Parks &
Recreation Master Plan update process, respondents
emphasized that they want the park system to be
greener and include more natural spaces and green
infrastructure. The community also suggested
expanding the urban forest by planting more trees in
the City's parks.
While Santa Monica has many beloved parks and green
spaces, it is below the average for Los Angeles County
when it comes to green space per capita.
In 2017, the City of Santa Monica and the Federal
Aviation Administration (FAA ), reached a historic
agreement , which will lead to the eventual closure of
Santa Monica Airport (SMO) in 2028. Earlier in 2014,
Santa Monica voters supported Measure Local Control
(Measure LC) that affirms the authority of City Council
to manage airport land and amends the City Charter to
require voter approval for any new development on
airport land except parks, public open space, and
public recreational facilities.
CARBON SEQUESTRATION POTENTIAL
AT THE AIRPORT
PLANTING 1,000 TREES
C O U L D S E Q U E S T E R
688,000 LBS CO 2
ENOUGH TO OFFSET
IN A FOSSIL-FUEL
VEHICLE
763,011 MI
At 227 acres, SMO has the potential of becoming one of
the largest parks in Los Angeles. With so much land, a
park at SMO could provide a unique opportunity to
transform a carbon source into a carbon sink,
sequestering carbon from the atmosphere, by
expanding Santa Monica's urban forest and fostering
healthy soils. If the City were to plan 1,000 trees within
this area it could sequester 688,000 lbs of carbon
dioxide, which would be enough to offset driving over
763,000 miles in a fossil-fuel vehicle.
Ultimately, the path from Airport to park will involve a
complex process to design, fund, and construct, which
will be informed by community input .
Assumes Oak tree (quercus spp) annual sequestration rate of 688 lbs (Source: Urban Forest Master Plan). Vehicle emissions
equivalent estimated using the EPA Greenhouse Gas Equivalencies Calculator.
Potential Airport Acreage to be Converted Post-2028 Closure
*Existing buildings and non-aviation functions will likely remain
Penmar Golf Course
51 acres
Clover Park
18 acres
Potential Airport to
Park Conversion Area
227 acres*
Existing Parks
Planned Parks
Airport Park
8.3 acres
Planned Airport
Park Expansion
12 acres
55
ACTIONS
RESILIENCE THROUGH LOCAL FOOD
Carbon Reduction
Potential
Cost
to City
Community
Benefits Partners
Status or
TimeframeLead
R
G
LCFE1: Promote Low Carbon, Low Waste Lifestyles
FMD, EDD,
OWB OngoingOSE
Promote more sustainable food and drink options through
campaigns, outreach events and community resources.
Include all five pillars of the City's Sustainable Food
Commitment: 1) reduce meat and dairy, 2) avoid processed
foods, 3) eat organic, 4) eat local, and 5) reduce waste.
Develop incentives and rewards programs to support the
local food system and low carbon foods. Promote
sustainable pet food through outreach and education.
LCFE2: Increase Productivity of Public & Private Lands
CRD, HSD,
OWB,
Business,
Nonprofits
Mid Term
OSE,
PLD,
CCS
Increase food access by planting fruit and nut trees in
parks and private sites through education, incentives, and
rebates. Facilitate micro-agriculture operations that utilize
open land and rooftops or space-efficient operations, like
aquaponics. Conduct a feasibility study for repurposing
underutilized parkways, vacant or abandoned properties,
or the Airport to park conversion for urban farming. Target
affordable housing developments, homeless-service
providers – in order to empower communities to become
self-sustaining. Support residents to start their own
gardens by providing educational and training
opportunities. Model programs from the Ishihara Park’s
demonstration and learning garden.
R
G
LCFE3: Develop a Sustainable Food Master Plan
FMD, OWB,
Nonprofits
Mid to Long
TermOSE
Develop a community plan that advances the City's
Sustainable Food Commitment, and addresses food
security through strategies such as local food cultivation,
resident vending or donations of local produce at markets,
food banks and shelters, and land use strategies.
R
G
R
G
LCFE4: Increase Farmers Market Low Income Patronage
HSD, OWB,
Nonprofits
Mid to Long
TermFMDEnroll all eligible residents in CalFresh and support the
Farmer’s Market Match program that enhances EBT
dollar value at farmers markets.
Cost to City
Carbon
Reduction
Potential
Low
Medium
High
Supports Paris
Agreement
Potential to
Address Equity
G Government
Leadership
Advances Smart City
Concepts
Potential for Cost Savings,
Local investment and Jobs
Enhances
Environmental Quality
R Enhances
Community
Resilience
Improves Public
Health & Safety
Cost to City
CARBON SEQUESTRATION & HEALTHY ECOSYSTEMS
R
G
LCFE5: Climate Resilient Forest & Landscape Management
OSE Near TermPLD
The updated Urban Forest Master Plan already addresses the
effects of climate change and other potential threats to the
urban forest. Assess pruning practices to preserve biomass
and increase carbon sequestration potential. Encourage
proper tree watering, fertilizer, maintenance and protection
during construction. Establish a baseline of the energy used
to build and maintain the City's urban forest and landscapes
and develop a plan to reduce carbon emissions through
maintenance and mulching.
R
G
LCFE7: Local Carbon Sequestration
Nonprofits Near to Mid
TermOSE
Explore opportunities to sequester carbon on all City
properties, including Woodlawn Cemetery and Airport to
park conversion and local habitat systems, like sea kelp.
R
GLCFE6: Private Tree Preservation
PLD Near to Mid
TermCPDExplore policies, incentives and funding mechanisms to
ensure the preservation of private trees, including the City's
hedge ordinance.
Santa Monica College (SMC) has been hosting a free
farmer’s market for students once a week during fall
and spring semesters since February 2017. The market
provides approximately 1,500 lbs of fresh produce
feeding 150 students every week, and to date,
over 50,000 lbs of fresh produce has been distributed
to over 5,300 students.
Student volunteers collect produce from vendors at the
Santa Monica Wednesday Farmer’s Market, in
partnership with Food Forward. The students then
deliver the produce and staff the market two hours per
week. SMC also supplements the program by
purchasing produce from the Westside Food Bank.
Students are only required to show a valid student ID
and bring their own bag. Creative recipes and nutrition
consultations are offered to help students figure out
how to prepare healthy meals.
SMC also purchases over 10 ,000 lbs of non-perishable
food products from West Side Food Bank each week to
stock food in six “food pantry’s” around campus to help
with the problem of food insecurity.
To minimize organic waste from food preparation, SMC
uses 400,000 worms to eat through about 300 lbs of
food scraps per week from cafeteria vendors. Over the
past 17 years, SMC has been diverted 6.25 tons of
organic waste from the landfill.
SANTA MONICA COLLEGE: ADDRESSING
FOOD SECURITY AND FOOD WASTE
COMMUNITY IN ACTION
Credit : Justin Han
IMPLEMENTING
THE PLAN
2030 OBJECTIVES
Achieve carbon neutrality in municipal operations
Foster a climate -literate community
Develop financing resources for climate action &
adaptation projects
ZERO NET CARBON
BUILDINGS
Climate change affects the whole community
without regard for political affiliation, jurisdictional
boundary or background. Most people understand
that humans are responsible, but few feel
empowered to take action let alone know what to do.
This plan cannot be successful without the
participation and leadership of the community.
Santa Monica residents and businesses have long
demonstrated their willingness to invest their time
and resources to making Santa Monica
more prosperous and sustainable.
The challenge will be to continue to scale up lifestyle
changes and adoption of clean technologies for
uninitiated individuals and under-served populations
across the entire community.
The City will partner with traditional and non-
traditional stakeholders to develop resources and
activate the entire community in culturally
appropriate conversations, individual actions and
community activism. Non-profits and community-
based organizations, like Climate Action Santa
Monica, will be key to broadening the community
base for change.
COMMUNITY ENGAGEMENT
CITY LEADERSHIP
Santa Monica has a long history of demonstrating
leadership by adopting advanced technologies and
innovating practices to be more sustainable.
The City will seek to achieve carbon neutrality in
municipal operations by 2030 offering an example to
other local governments, organizations and
businesses to follow. This will be achieved primarily
through the electrification of Big Blue Bus, building
electrification and renewable energy.
An interdepartmental team of City staff in
collaboration with civic leaders must be assembled to
maintain momentum and ensure accountability. This
group will work to ensure all policies, projects and
programs are designed and implemented with equity
as a core principle.
Santa Monica must continue to work beyond its
borders to support and lead coalition groups of cities
and local jurisdictions mobilizing and advocating for
climate action at regional, state, national and
international levels.
IMPLEMENTING
THE PLAN
Credit : Justin Han
59
CLIMATE FINANCE
Deep emissions reductions will need to be achieved
at a scale and pace unlike the City has seen
before . The success of the plan depends on
committing resources to implementation, and then
augmenting those resources with alternative
sources of funding.
The City has dedicated significant resources to meet
its sustainability and climate goals. Between the
adopted 16/18 and 18/20 fiscal year (FY) Capital
Improvement Program (CIP) budgets, the City has
already committed over $383M to climate action
and adaptation projects over the next 5 years. The
projects span municipal energy efficiency and
renewable energy projects, electric vehicles, and
pedestrian and biking improvements. This is in
addition to the City's operating budgets which
cover staff time and program expenses dedicated to
advancing low-carbon living and technologies.
OVER THE NEXT 5 YEARS,
SANTA MONICA WILL
SPEND OVER $383M ON
CLIMATE ACTION &
ADAPTATION.
TO MEET OUR GOALS, WE
WILL NEED TO AT LEAST
DOUBLE THAT BY 2030.
New costs associated with this plan include
dedicated lanes for bikes and personal mobility
devices, electric buses, adaptation projects and
programs and more. Staff estimate that
implementation of the plan could cost roughly over
$832 million over the next 10-12 years. Additionally,
not all projects and programs have been fully
conceived or are planned at the moment. Staff will
need to leverage external funding mechanisms like
grants, low-interest loans or project financing
models to supplement City funds.
The investment by the community to support the
Plan will be many times greater than the City's own
costs. The City will need to provide support to
residents and businesses in need of funding to
decarbonize their buildings, vehicles and lifestyles.
CLIMATE ACTION &
ADAPTATION
SECTOR
SUB-SECTOR FY 16/18
16/18
FY 18/20 TOTAL
APPROVED 5-YEAR CAPITAL IMPROVEMENT PROGRAM BUDGETS
$11,033,075
$15,541,828
$1,552,247
$10,507,954
$21,116,000
$186,690
$2,330,000
$70,858,500
$2,124,000
$108,663,560
$31,131,412
-
-
$432,837,726
$3,127 ,300
$2,250,000
$65,318,436
$3,835,000
$119,696,635
$47,583,240
$1,552,247
$10,507,954
$53,953,726
$3,313,990
$4,580,000
$136,176,936
$5,959,000
Municipal Energy
Bike & Pedestrian Improvements
Roadway & Transit Improvements
Affordable Housing
Low Emission Buses
Electric Vehicles
Urban Forest
Local Water Production
Pier Hardening
Zero Net Carbon Buildings
Sustainable Mobility
Low Carbon Food
& Ecosystems
Water Self-Sufficiency
Coastal Flooding
Preparedness
$135,160,294 $248,163,434 $383,323,728TOTAL
At the same time, it should discourage carbon-
emitting activities through fee-based systems or
carbon taxes to shift community investment away
from fossil fuels to clean technologies.
This Plan proposes the creation of a Community
Climate Action Grant program, funded by a Carbon
Development Impact Fee. The impact fee, to be
assessed on new commercial construction and
major renovation projects, would encourage low-
carbon design and sustainable modes of transit,
while at the same time providing a continuous
funding mechanism for carbon reduction projects.
The City will need to focus on addressing
environmental injustices and equity issues through
any funding mechanism that redistributes wealth.
Examples include the Pico Neighborhood Wellbeing
Microgrant Program.
60
ACTIONS
COMMUNITY ENGAGEMENT
Carbon Reduction
Potential
Cost
to City
Community
Benefits Partners
Status or
TimeframeLead
R
G
CE1: Create a Community Climate Action Network
OWB,
Nonprofits Near TermOSE
Work with the community partners to create a
community network that facilitates communication and
coordination between community members, as well as
between the City and the community. The network will
identify actions for individuals, neighborhoods and
institutions to implement and measure the impact of
grassroots activity. The network will engage the
neighborhoods and people with messages that are
relevant to them is necessary to reach people from all
backgrounds and walks of life.
CE2: Pilot Block-Level & Business Sustainability Plans
OWB,
Nonprofits OngoingOSEProvide a framework and tools for businesses and
communities to set goals, identify projects and gain
support for taking climate action in their neighborhoods.
CE3: Launch a Community Climate Action Grant
Nonprofits OngoingOSEEstablish an annual micro-grant program to support local
citizen-led projects and programs that will reduce
emissions, adapt to climate change and enhance equity.
CE4: Increase Climate & Eco-Literacy
Schools,
Nonprofits OngoingOSE
Increase local awareness about the need to protect the
region’s ecosystems from a changing climate. Develop
educational curriculum, outreach materials and
information for use by educators and community based
organizations. Develop program resources in multiple
languages to reflect the diversity in Santa Monica.
Support citizen science initiatives, like local air quality
monitoring.
R
G
R
G
R
G
CITY LEADERSHIP
CL2: Implement Deep Carbon Reduction Retrofits in
City Facilities
FacMD,
ASD, TED OngoingOSE
Implement an energy portfolio manager system to
monitor real-time energy consumption and costs. Audit
facilities for energy efficiency potential and implement
large-scale retrofit program across the City’s portfolio.
Pilot and implement conversions of natural gas building
systems to electric-based systems, like heat pump water
heaters and HVAC systems. Pilot retrofit and financing
mechanisms like performance contracting and
sustainability/energy-as-a-service. Track refrigerants in
buildings and vehicles, reduce refrigerants with high
global warming potential and reduce leakage rates from
air conditioning systems.
R
G
Cost to City
Carbon
Reduction
Potential
Low
Medium
High
Supports Paris
Agreement
Potential to
Address Equity
G Government
Leadership
Advances Smart City
Concepts
Potential for Cost Savings,
Local investment and Jobs
Enhances
Environmental Quality
R
Enhances
Community
Resilience
Improves Public
Health & Safety
Cost to City
CL1: Adopt a Smart City Strategy
OSE, MD,
OEM, TED Near TermISDAdopt a Smart City Strategy to advance technologies in
City infrastructure and leverage public-private
partnerships that support energy and water efficiency,
mobility planning and services, public safety and
communications.
R
G
ACTIONS
CITY LEADERSHIP
Carbon Reduction
Potential
Cost
to City
Community
Benefits Partners
Status or
TimeframeLead
R
G
CL4: Convert City Fleet Vehicles to Electric or Zero
Emission
FD, RRR,
BBB
Mid to Long
TermOSE
Pilot electric and zero emission vehicles for medium and
heavy duty vehicles. Replace vehicles as technology
becomes available. Downsize and consolidate fleet
vehicles to promote vehicle sharing. Convert Big Blue Bus
fleet to all-electric by 2030.
R
G
CL7: City Leadership & Collaboration
OngoingOSE
Integrate social and racial equity into citywide planning
processes and community programs. Engage with other
local governments and stakeholders at the regional, state,
federal and international levels. Advocate for State and
regional policies that support local targets and large-
scale change. Continue to share progress through
reporting platforms.
CLIMATE FINANCE
R
G
CF1: Adopt a Carbon Impact Fee
BSD Mid TermOSE
Adopt an ordinance to impose a carbon impact fee on
new commercial development. The fee would be based
on the construction and operation of commercial
properties with the exception of all-electric buildings and
eligible affordable housing projects. The funds generated
could support the Community Climate Action Grant
program.
R
G
CF2: Explore Alternative Community Climate
Financing Options
OngoingOSE
Study and pilot alternative financing mechanisms to
increase community investment and streamline funding
toward climate-related projects. Such ideas include carbon
tax, green banks or revolving funds, crowdfunding, energy
performance contracts, and sustainability-as-a-service.
FIN
CL5: Clean Tech Innovation Program
Partner with Los Angeles Cleantech Incubator and
develop program to pilot emerging technologies on City
facilities and with willing private properties.R
G Near TermOSEBusiness
CL3: Expand the Use of Distributed Energy Resources
FacMD,
ASD, TED OngoingOSE
Finalize and implement the City's Resilient Energy Action
Plans for critical facilities and community facilities in need
of emergency backup power. Maximize all viable rooftop
and parking facility areas for onsite solar systems, battery
storage and microgrids where possible. Potential projects
may include: Civic Center Microgrid, Main Library-Fire
Station 1 Microgrid, distributed waste-to-energy systems,
community solar at Airport (post-2028 closure).
R
G
CL6: Reduce Consumption Based Emissions
Identify goods, services and suppliers that contribute to
the City’s carbon footprint. Develop a system to track,
analyze and report the impacts of employee air travel to
conferences, meetings and workshops, etc. Establish a
goal to reduce carbon emissions associated with
consumption and employee air travel and then develop
strategies to be implemented.
R
G Near TermOSEBusiness
R
G
CL8: Implementing Plans, Policies & Ordinances
OngoingOSE
Consider and approve new plans, policies & ordinances and
amendments to existing plans, policies and ordinances in a
public review process to implement this plan.
PCD, RRR
CONCLUSION
The challenge of climate change is unprecedented in
its scale and potential disruption to our way of living.
Recent climate disasters have given us a preview of
what may become the 'new abnormal.'
We must act now. No longer can we avoid hard
decisions and changes for the sake of convenience or
politics. A climate changed-future will not wait.
However, in the face of daunting headlines, we remain
hopeful and resolved. We know what to do. We have
the solutions to reduce emissions, increase efficiency,
promote economic vitality, and improve our quality of
life.
This plan provides a pathway to accelerate our historical
success so that we can make climate change history. It
is also a call to action to residents, community
institutions and businesses to take an active part in our
transition to a low carbon future and clean economy.
In this process, we will foster a vibrant economy,
increase our resiliency and support Santa Monica’s
vision for a livable and sustainable community for
generations to come.
CLIMATE PROTECTION FOR ALL
Credit: Kristina Sado
This plan will serve as a living document, to be
updated as technologies and policies progress.
The City will maintain a reporting platform to
easily track and monitor greenhouse gases and
climate action progress. Staff will provide annual
progress reports and conduct biennial
greenhouse gas inventories to evaluate plan
effectiveness.
After five years, the City will update the plan
based on the results to ensure the goals can be
met by 2030 and beyond.
TRACKING
OUR PROGRESS
Regular Monitoring
Annual Progress Reports
Biennial Greenhouse Gas
Emissions Inventories
5-Year Consumption
Based Emissions
Inventory
5-Year Plan Update
MEASURING SUCCESS
63
City Council Meeting: January 14, 2020 Santa Monica, California
ORDINANCE NUMBER________ (CCS)
(City Council Series)
AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF SANTA MONICA
ENACTING SANTA MONICA MUNICIPAL CODE SECTION 3.16.242
TO PROHIBIT NON-CHARGING VEHICLES FROM PARKING AT
PUBLIC ELECTRIC VEHICLE CHARGING STATIONS AND AMENDING SANTA
MONICA MUNICIPAL CODE SECTIONS 3.04.035 AND 3.16.170 TO PERMIT THE
ESTABLISHMENT OF OVERSTAY CHAGES FOR PARKING SPACES DESIGNATED
FOR USE OF PUBLIC ELECTRIC VEHICLE CHARGING STATIONS .
WHEREAS, the City Council adopted the Electric Vehicle Action Plan in
November 2017 to support the shift to electric vehicles in Santa Monica; and
WHEREAS, the number of electric vehicle owners continues to grow and
demand for public electric vehicle charging stations exceeds supply; and
WHEREAS, parking spaces designated for use of public electric vehicl e charging
stations are intended to be used only while using the public electric vehicle charging
station; and
WHEREAS, encouraging turnover at parking spaces designated for use of public
electric vehicle charging stations is necessary to maximize station access; and
WHEREAS, new smart public electric vehicle charging stations (i.e., network-
connected) have the technology to automatically charge drivers an administrative
charge for overstaying in a parking space designated for use of a public electric vehicle
charging station beyond the maximum posted time; and
WHEREAS, to encourage turnover at parking spaces designated for use of
public electric vehicle charging stations, the Electric Vehicle Subcommittee of the Task
Force on the Environment has recommended adoption of an overstay charge in the
amount of One Dollar ($1.00) per minute, to be charged beginning after a set grace
period of five minutes up to a maximum of $53.00 for electric vehicles that exceed
posted time limits at parking spaces designated for use of public electric vehicle
charging stations; and
WHEREAS, the City desires to prohibit non-charging vehicles from parking in
spaces designated for use of public electric vehicle charging stations; and
WHEREAS, the City desires to establish an overstay charge for electric vehicles
that exceed the maximum legal parking time posted at parking spaces designated for
use of public electric vehicle charging station s.
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF SANTA MONICA
DOES HEREBY ORDAIN AS FOLLOWS:
SECTION 1. Santa Monica Municipal Code Section 3.16.242 is hereby added to
read as follows:
3.16.242 Violation-Parking non-charging vehicle in a space
designated for use of a public electric vehicle charging station .
No owner or operator of a non-electric vehicle shall park his or her vehicle
in any parking space designated for use of a public electric vehicle
charging station. No owner of an electric vehicle shall park his or her
electric vehicle in any parking space designated for use of a public electric
vehicle charging station except during time that he or she is using the
public electric vehicle charging station to charge the electric vehicle.
Section 2. Santa Monica Municipal Code Section 3.04.035 is hereby amended to
read as follows:
3.04.035 Parking fees and permit fees.
(a) Parking fees and permit fees, if any, designated permit areas, and
exempted periods, and overstay charges for spaces designated for use of
public electric vehicle charging stations may be established and changed,
from time to time, by resolution.
(b) The City Manager, or designee, is authorized to adjust, not more than
twice per year and not more than once in any six-month period, parking
fees, permit fees, if any, designated permit areas, and exempted periods,
and overstay charges for spaces designated for use of public electric
vehicle charging stations for any off-street public parking lot, off-street
parking meter, or other off-street public parking facility, including parking
structures and designated permit areas, in order to facilitate the parking
goals set forth in the Land Use and Circulation Element (“LUCE”) and
based on occupancy, comparable location surveys, and relationship to
adjacent parking facilities. Off-street incremental parking rates may not be
increased or decreased more than twenty-five percent at any one time and
may be adjusted up or down in twenty-five cent intervals. Overstay
charges for spaces designated for use of public electric vehicle charging
stations may not be increased or decreased more than twenty-five percent
at any one time and may be adjusted up or down in five cent intervals.
(c) No parking permit will be issued until all outstanding parking citations
are paid by the permit applicant.
Section 3. Santa Monica Municipal Code Section 3.16.170 is hereby amended to
read as follows:
3.16.170 Parking meter zones, meter rates and hours of operation.
(a) Parking rates for parking a vehicle in a designated on -street parking
space shall be established and adjusted from time to time to manage the
use and occupancy of on-street parking spaces for the public benefit in all
parking areas.
(b) The following rates are established for on-street parking meter and
pay machines:
(1) Downtown Meter Zone shall be two dollars per hour.
(2) Beach Meter Zone shall be two dollars per hour.
(3) Citywide Meter Zone. All other on-street parking in the City
shall be one dollar per hour.
(4) Spaces Designated for Use of Public Electric Charging
Stations. The rate shall be as set forth above depending on the
zone in which the meter is located, with the exception that an
overstay charge on a per minute basis to be established by
resolution shall also apply for electric vehicles using such spaces
for charging that remain in such spaces more than 15 minutes after
the maximum posted time permitted for charging.
(c) The City Manager, or designee, is authorized to adjust on -street
parking rates and overstay charges from time to time based on the
following:
(1) Rates may be adjusted up or down in twenty-five cent intervals
to achieve target occupancy based on consideration of occupancy,
customer parking availability concerns, comparable location
surveys, and relationship to adjacent parking facilities. Overstay
charges may be adjusted up or down in five-cent intervals based on
the same considerations.
(2) Rates may not be adjusted more than twice per year and may
not be adjusted more than once in any six-month period.
(3) Hourly rates and overstay charges may not be increased or
decreased more than twenty-five percent at any one time.
(4) A current schedule of on-street parking rates and overstay
charges shall be available at the City Clerk’s office and broadly
communicated to the public.
(d) This Section does not apply to any off-street public parking lots, off-
street parking meters, or other off-street public parking facilities, owned
and operated by the City of Santa Monica or the Parking Authority of the
City of Santa Monica.
SECTION 4. Any provision of the Municipal Code or appendices thereto
inconsistent with the provisions of this Ordinance, to the extent of such inconsistencies
and no further, is hereby repealed or modified to that extent necessary to effect the
provisions of this Ordinance.
SECTION 5. If any section, subsection, sentence, clause or phrase of this
Ordinance is for any reason held to be invalid or unconstitutional by a decision of any
court of competent jurisdiction, such decision shall not affect the validity of the
remaining portions of this Ordinance. The City Council hereby declares that it would
have passed this Ordinance and each and every section, subsection, sentence, clause,
or phrase not declared invalid or unconstitutional without regard to whether any portion
of the ordinance would be subsequently decla red invalid or unconstitutional.
SECTION 6. The Mayor shall sign and the City Clerk shall attest to the passage
of this Ordinance. The City Clerk shall cause the same to be published once in the
official newspaper within 15 days after its adoption. This Ordinance shall become
effective 30 days from its adoption.
APPROVED AS TO FORM:
_________________________
LANE DILG
City Attorney
City Council Meeting: January 14, 2020 Santa Monica, California
RESOLUTION NUMBER ____ (CCS)
(City Council Series)
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF SANTA MONICA
AMENDING THE SCHEDULE OF CIVIL PENALTIES FOR PARKING VIOLATIONS
AND FOR THE LATE PAYMENT OF PENALTIES
WHEREAS, the California Vehicle Code and the Santa Monica Municipal Code
authorize the City to establish a schedule of parking penalties for parking violations and
for the late payment of such penalties; and
WHEREAS, California law provides that such parking penalties are civil in nature
and subject to administrative enforcement; and
WHEREAS, the amount of such parking penalties may be set by resolution; and
WHEREAS, on June 25, 2013, the City Council adopted Resolution Number
10754 (CCS) (“Resolution No. 10754”) to adopt fines and to consolidate prior
resolutions adopting fines in order to streamline the process for adopting and collecting
City fines and to further allow the public to more easily gather information about such
fines; and
WHEREAS, since 2013, the City has regularly updated its consolidated master
fine schedule; and
WHEREAS, most recently, on June 25, 2019, the City Council adopted
Resolution 11183 (CCS), which amended the City’s consolidated master fine schedule
and, among other things, adopted a Schedule of Civil Penalties for Parking Violations
and for Late Payments, effective as of July 1, 2019; and
WHEREAS, the City Council is adopting an ordinance enacting new Santa
Monica Municipal Code Section 3.16.242, which will explicitly make it a violation to park
non-charging vehicles in parking spaces designated for use of public electric vehicle
charging stations; and
WHEREAS, the City Council now desires to amend the Schedule of Civil
Penalties for Parking Violation and for Late Payments to include the penalty for a
violation of the new Santa Monica Municipal Code Section 3.16.2 42.
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF SANTA MONICA
DOES RESOLVE AS FOLLOWS:
SECTION 1. The Schedule of Civil Penalties for Parking Violations and for Late
Payments, including the penalty for a violation of the new Santa Monica Municipal Code
Section 3.16.242, is hereby established as set forth in the attached Exhibit 1.
SECTION 2. All civil penalties for parking violations and for late payments
established by this Resolution shall become effective on February 27, 2019.
SECTION 3. If there are any conflicts between the civil penalties for parking
violations and for late payments adopted in this Resolution and the civil penalties for
parking violations and for late payments adopted in any prior Resolution or schedule,
the fines adopted pursuant to this Resolution shall control.
///
///
SECTION 4. The City Clerk shall certify to the adoption of this Resolution, and
the same shall be in full force and effect.
APPROVED AS TO FORM:
_______________________
LANE DILG
City Attorney
Parking Fines E1-1
Exhibit 1 - Schedule of Civil Penalties for Parking
Violations and for Late Payments
SANTA MONICA MUNICIPAL CODE VIOLATIONS
Code
Section Description City Penalty
Amount
Current
State Fees
Total
Penalty
Late Payment
Penalty Amount
3.04.030(a) Beach Parking Lot Permits (Sunset to Sunrise) $40.50 $12.50 $53.00 $53.00
3.04.050(a) Payment of Posted Fee Required -Attendant $40.50 $12.50 $53.00 $53.00
3.04.050(b) Payment of Posted Fee Required -Pay Machine $40.50 $12.50 $53.00 $53.00
3.04.100 Parking Spaces $40.50 $12.50 $53.00 $53.00
3.06.040 Car Share Permit Required $40.50 $12.50 $53.00 $53.00
3.08.110 Preferential Parking $51.50 $12.50 $64.00 $64.00
3.12.270 Disobey Posted Signs $51.50 $12.50 $64.00 $64.00
3.12.380 Parking on Drive Apron/Parkway/Sidewalk $40.50 $12.50 $53.00 $53.00
3.12.730 Green Zone - 15 Minutes $40.50 $12.50 $53.00 $53.00
3.12.740 Yellow Load Zone 7am - 6pm Mon-Sat $40.50 $12.50 $53.00 $53.00
3.12.760 White Zone - Max of 3 Minutes $40.50 $12.50 $53.00 $53.00
3.12.780 Parking on Sand $40.50 $12.50 $53.00 $53.00
3.12.790(a) Angle Parking $40.50 $12.50 $53.00 $53.00
3.12.790(b) Head in Parking $40.50 $12.50 $53.00 $53.00
3.12.820 Block Passage of Vehicle In Alley $40.50 $12.50 $53.00 $53.00
3.12.830 Parking Prohibited in Specified Places $51.50 $12.50 $64.00 $64.00
3.12.840 Overtime Parking $51.50 $12.50 $64.00 $64.00
3.12.845 Street Sweeping $51.50 $12.50 $64.00 $64.00
3.12.850 30 Minute Parking Between 3-5 am $40.50 $12.50 $53.00 $53.00
3.12.860 Oversize Vehicles - 9pm - 6am $40.50 $12.50 $53.00 $53.00
3.12.870 Oversize Commercial Vehicle in Residential Area $40.50 $12.50 $53.00 $53.00
3.12.880 Parking of Trailers $40.50 $12.50 $53.00 $53.00
3.12.890 Vehicle Parked for Advertising $40.50 $12.50 $53.00 $53.00
3.12.910 Wash Car - Street Alley $40.50 $12.50 $53.00 $53.00
3.12.920 Storing/Servicing/Rebuilding - Public Way $40.50 $12.50 $53.00 $53.00
3.12.930 Parking on Private Property w/o Permission $40.50 $12.50 $53.00 $53.00
3.12.950 Parking on Private Unpaved Lot $40.50 $12.50 $53.00 $53.00
3.12.1000 Vehicle Parked on Street for Sale $40.50 $12.50 $53.00 $53.00
3.12.1010 Unattended Vehicle-Keys in Ignition $40.50 $12.50 $53.00 $53.00
3.12.1050 Parked on Front Lawn $40.50 $12.50 $53.00 $53.00
3.16.120 Operating a Parking Meter $40.50 $12.50 $53.00 $53.00
3.16.240 O/T Meter Parking - Past Time Limits $40.50 $12.50 $53.00 $53.00
3.16.241 O/T Lot Parking - Past Time Limit $40.50 $12.50 $53.00 $53.00
3.16.242 Parking without charging at public electric vehicle
charging station
$40.50 $12.50 $53.00 $53.00
3.16.250 Expired Meter $40.50 $12.50 $53.00 $53.00
3.16.260 Parking Beyond Meter Space $40.50 $12.50 $53.00 $53.00
Parking Fines E1-2
CALIFORNIA VEHICLE CODE VIOLATIONS
Code
Section Description City Penalty
Amount
Current
State Fees
Total
Penalty
Late Payment
Penalty Amount
5200 Failure to Display Both Plates $25.00 $0.00 $25.00 $25.00
5201 Positioning of Plates $25.00 $0.00 $25.00 $25.00
5204 No Current License Plate Tab $25.00 $0.00 $25.00 $25.00
21113A Illegally Parked on State Property $25.50 $12.50 $38.00 $25.00
21211B Parked in Bike Lane $40.50 $12.50 $53.00 $53.00
22500b Parked in Any Crosswalk $40.50 $12.50 $53.00 $53.00
22500c Parked in Any Safety Zone $40.50 $12.50 $53.00 $53.00
22500d Parked Within 15 feet of Fire Station $40.50 $12.50 $53.00 $53.00
22500e Parked in Front of Private/Public Driveway $40.50 $12.50 $53.00 $53.00
22500f Parked on Sidewalk (except electric carts) $40.50 $12.50 $53.00 $53.00
22500g Parked near Excavation Causing Hazard $40.50 $12.50 $53.00 $53.00
22500h Double Parking $40.50 $12.50 $53.00 $53.00
22500i Parked in Bus Zone $291.50 $12.50 $304.00 $30.00
22500k Parked on Any Bridge $40.50 $12.50 $53.00 $53.00
22500I Stopping/Blocking Disabled Access Ramp $291.50 $12.50 $304.00 $30.00
22500.1 Parked in Fire Lane $40.50 $12.50 $53.00 $53.00
22502 Curb Parking $40.50 $12.50 $53.00 $53.00
22502a Parked Within 18" of Curb $40.50 $12.50 $53.00 $53.00
22507.8a Parked in Handicapped Space w/o ID $386.50 $12.50 $399.00 $30.00
22507.8b Blocking Disabled parking $386.50 $12.50 $399.00 $30.00
22507.8c Parked on/in Handicapped Access Area $386.50 $12.50 $399.00 $30.00
22509 Parked on Hill w/o Securing Vehicle $40.50 $12.50 $53.00 $53.00
22514 Parked within 15 Feet of Fire Hydrant $40.50 $12.50 $53.00 $53.00
22515a Vehicle w.o Driver, Engine Running $40.50 $12.50 $53.00 $53.00
22515b Setting Brake/Lock Wheels on Highway $40.50 $12.50 $53.00 $53.00
22516 Vehicle Locked w/o Means to Escape $40.50 $12.50 $53.00 $53.00
22520 Parked on Freeway - Non-Emergency $40.50 $12.50 $53.00 $53.00
22520.5a Vending on or Near Freeways $40.50 $12.50 $53.00 $53.00
22521 Parked Less than 7.5 Feet from RR Track $40.50 $12.50 $53.00 $53.00
22522 Parked Less than 3 Feet from Sidewalk Ramp $40.50 $12.50 $53.00 $53.00
22523a,b Abandon Vehicle on Highway $114.50 $12.50 $127.00 $30.00
22526a Gridlock - In Intersection $40.50 $12.50 $53.00 $53.00
22526b Gridlock - During Turn $40.50 $12.50 $53.00 $53.00
UNLISTED PROVISIONS OF THE LAW
Code
Section Description Penalty
Amount
Current
State Fees
Total
Penalty
Late Payment
Penalty Amount
Violation of Any Other Law Regulating the Parking
or Standing of Vehicles
$40.50 $12.50 $53.00 $53.00
1
City Council Meeting: January 14, 2020 Santa Monica, California
RESOLUTION NO. ________ (CCS)
(City Council Series)
A RESOLUTION OF THE CITY COUNCIL
OF THE CITY OF SANTA MONICA ESTABLISHING
PARKING RATES AND PERMIT FEES FOR ALL CITY
PARKING FACILITIES AND RESOURCES
WHEREAS, the City of Santa Monica (the “City”) operates parking facilities in the
Downtown area, including Parking Structures 1 through 10, the Ken Edwards Center
parking structure, the Main Library parking structure and surface lot, the Civic Center
Parking Structure and the Civic Auditorium parking lot; parking lots in the Main Street
area; parking lots in the Downtown area, parking lots in the Mid-City area along the
Wilshire Boulevard corridor; parking lots at the Santa Monica Pier; and parking lots at the
beaches; and
WHEREAS, City-operated parking facilities serve visitors to areas throughout the
City, including those who are working, doing business, and attending community events;
and
WHEREAS, the City has designated preferential parking zones throughout the City
with parking restrictions for each zone in order to manage parking availability for residents
within each zone; and
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WHEREAS, the City has designated on-street parking spaces with parking meters
in order to regulate and manage traffic circulation and parking availability; and
WHEREAS, the City Council of the City of Santa Monica (the “City Council”) is
authorized to set parking rates and permit fees, by resolution, for the City’s parking
facilities, preferential parking zones, and on-street parking meters and pay machines; and
WHEREAS, the location of and rates for parking directly impact traffic and parking
circulation patterns, traffic congestion and other traffic hazards, and parking availability;
and
WHEREAS, adjusting the parking rates and permit fees as a means of regulating
the use of all City parking facilities and resources distributes the parking load more evenly
between residents and visitors, and maximizes the utility and use of all City parking
facilities and resources, thereby making parking easier, reducing traffic hazards and
congestion, and promoting the public convenience, safety, and welfare; and
WHEREAS, on July 10, 2012, the City Council endorsed parking rate and permit
fee changes recommended in the Walker Parking Study and further adopted Resolution
Number 10694 (CCS) (“Resolution No. 10694”) establishing parking rates and permit fees
for all City parking facilities and resources; and
WHEREAS, on February 12, 2013, the City Council adopted Resolution Number
10732 (CCS) (“Resolution No. 10732”), adjusting certain rates for the Main Library
parking structure; and
3
WHEREAS, on or about April 9, 2013, the City Council adopted Resolution
Number 10743 (CCS) (“Resolution No. 10743”), establishing new parking rates in
Downtown parking structures at the lowest price generally available to Downtown
residents for those who are disabled and living in multi-family buildings with one-hundred
percent (100%) affordable housing units when no onsite parking is available; and
WHEREAS, on June 25, 2013, the City Council adopted Resolution Number 10755
(CCS) (“Resolution No. 10755”), revising the City’s preferential parking permit rates; and
WHEREAS, on January 27, 2015, the City Council adopted Resolution Number
10860 (CCS) (“Resolution No. 10860”), revising the parking rates and permit fees for City
parking facilities and resources as set forth in Resolution No. 10755 in order to: establish
fees for one-day visitor permits and visitor permits that are valid for six months or less in
preferential parking zones; include exemptions from and reductions to rates for vehicles
with disabled placards that were previously established but inadvertently omitted from
Resolution No. 10755; authorize the waiver of parking fees for City meetings and co-
sponsored events, and events at Santa Monica High School, to allow for a more
streamlined approval process and increase efficiency in the overall administration of the
City’s parking resources; and include rates for certain City parking facilities that were
inadvertently omitted from Resolution No. 10755; and
WHEREAS, on June 23, 2015, the City Council adopted Resolution Number 10889
(CCS) (“Resolution No. 10889”), to make administrative changes, include exemptions
from permit rates for residents in the Beach Zone with disabled placards , and eliminate
free parking for vehicles in the Southern Beach Zone after 4:00 p.m. in the winter; and
4
WHEREAS, on May 10, 2016, the City Council adopted Resolution Number 10957
(CCS) (“Resolution No. 10957”), to increase rates at the Civic Center Parking Structure
and Civic Auditorium parking lot; limit eligibility for monthly permits at Downtown Parking
Structures 1 through 9, the Ken Edwards Center, the Main Library, the Civic Center
Parking Structure, and the Civic Auditorium parking lot, and to make minor changes to
address operational needs; and
WHEREAS, on May 10, 2016, staff requested, and received, City Council
concurrence on a proposed administrative increase to certain parking rates for parking
facilities located in the City’s Downtown as a means of discouraging daily Expo park and
ride activity and to further the parking goals set forth in the City’s Land Use and Circulation
Element (“LUCE”); and
WHEREAS, the City Manager, in accordance with authority granted by the City
Council, administratively increased rates for parking structures in the City’s Downtown,
with the administrative rate increase for transient rates taking effect on July 5, 2016, and
the administrative rate increase for monthly rates taking effect on August 1, 2016; and
WHEREAS, on June 27, 2017, Council adopted Resolution Number 11053 (CCS)
(“Resolution No. 11053”) to: reflect the administrative increase implemented on May 17,
2016; increase certain parking rates at the Beach parking lots to better maximize use of
all Beach parking supply, including South Beach lots, Central Beach lots, and North
Beach lots; provide for a pilot discount validation program for employees of commercial
establishments located in the City’s Downtown; and provide for payment by the Judicial
Council of California and Superior Court of California, County of Los Angeles, for permits
5
and validations assigned to the Civic Center Parking Structure and Civic Auditorium
parking lot; and
WHEREAS, on April 24, 2018, the City Council adopted Resolution Number 11110
(CCS) (“Resolution No. 11110”), to: revise transient rates and permit fees at Parking
Structure 1 through 10, Ken Edwards Center, and Main Library parking structure; make
changes to the incremental weekday and weekend transient parking rates at the Civic
Center Parking Structure and Civic Auditorium parking lot while maintaining the current
daily maximum rates; extend the pilot Downtown employee discount validation program
for through June 30, 2021; eliminate free disabled placard parking in the Main Library
parking structure and Parking Structure 10 to ensure parking availability and discourage
long-term storage parking in these facilities; increase the fee for an annual Senior Beach
parking permit to align with Los Angeles County Beaches and Harbor parkin g permit
rates; and provide minor adjustments to address operational needs; and
WHEREAS, on May 8, 2018, the City Council adopted Resolution Number 11112
(CCS) (“Resolution No. 11112”), to include an extension of the bulk parking fee for the
California Judicial Council through June 30, 2019 that was inadvertently omitted from
Resolution No. 11110; and
WHEREAS, on June 12, 2018, the City Council adopted Resolution Number 11122
(“Resolution No. 11122”) to include an increase to preferential parking permit fees based
on a cost of services study; and
WHEREAS, on April 30, 2019, the City Manager, in accordance with authority
granted by the City Council, administratively increased rates for on-street parking meters,
6
Main Street parking lots, Central Beach Zone parking lots, and Pier Deck parking lot rates
to further the parking goals set forth in the City’s Land Use and Circulation Element
(“LUCE”); and
WHEREAS, on June 25, 2019, the City Council adopted Resolution Number 11184
to extend the pilot Downtown employee discount validation program for two additional
years through June 30, 2021, include an extension of the bulk parking fee for the
California Judicial Council through June 30, 2020, and provide for minor adjustments to
address operational needs, and
WHEREAS, the City Council adopted the Electric Vehicle Action Plan in
November 2017 to support the shift to electric vehicles in Santa Monica; and
WHEREAS, the number of electric vehicle owners continues to grow and
demand for public electric vehicle charging stations exceeds supply; and
WHEREAS, parking spaces designated for use of public electric vehicle charging
stations are intended to be used only while using the public electric vehicle charging
station; and
WHEREAS, encouraging turnover at parking spaces designated for use of public
electric vehicle charging stations is necessary to maximize station access; and
WHEREAS, new smart public electric vehicle charging stations (i.e., network-
connected) have the technology to automatically charge drivers an administrative
charge for overstaying in a parking space designated for use of a public electric vehicle
charging station beyond the maximum posted time; and
7
WHEREAS, to encourage turnover at parking spaces designated for use of
public electric vehicle charging stations, the Electric Vehicle Subcommittee of the Task
Force on the Environment has recommended adoption of an overstay charge in the
amount of One Dollar ($1.00) per minute, to be charged beginning after a set grace
period of 15 minutes up to a maximum of $50.00 for electric vehicles that exceed posted
time limits at parking spaces designated for use of public electric vehicle charging
stations; and
WHEREAS, the City now desires to set an administrative charge for overstaying
at public electric vehicle charging stations; and
WHEREAS, the City desires to restate all fees and rates set by Resolution Number
11184 as well as incorporate changes made by this Resolution.
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF SANTA MONICA
DOES RESOLVE AS FOLLOWS:
SECTION 1. The parking rates established in this Resolution are effective as of
February 27, 2020, and at such time as signs notifying the public of the provisions herein
have been posted by the City, unless otherwise noted. Parking rates that require approval
from the California Coastal Commission are effective upon approval by that body.
SECTION 2. As used in this Resolution, the term “daily” means a period
commencing upon the time of entry of a vehicle into a parking facility between 12:00 a.m.
to midnight.
8
SECTION 3. The off-street parking rates listed in this Resolution apply to vehicles
entering the specified off-street parking facility for the specified times, unless a special
event is scheduled that is anticipated to increase traffic and parking demands. If a special
event is scheduled, the daily maximum may be increased up to $30.00 on weekdays
(Monday through Friday) and $35.00 on weekends (Saturday and Sunday), with approval
of the City Manager or the Director of the Planning and Community Development
Department, which approval may be granted based on the City’s best interests. The daily
maximum may be set as either a flat rate per entry or an increased incremental rate based
upon time of entry and duration of parking.
SECTION 4. The following weekday (Monday through Friday) and weekend
(Saturday and Sunday) transient parking rates are established for Downtown Parking
Structures 1 through 8 and Ken Edwards Center parking structure:
1. Weekday parking rates shall be as follows:
a. First ninety minutes shall be free;
b. Next thirty minutes shall be $2.00;
c. Next one hour shall be $1.50 each 30 minutes;
d. Next one hour shall be $2.00 each 30 minutes;
e. Next one hour shall be $2.50 each 30 minutes;
f. Next one hour shall be $3.00 each 30 minutes;
g. Daily maximum shall be $20.00 per entry;
9
h. Lost tickets shall be charged $20.00 per ticket.
2. Weekend parking rates shall be as follows:
a. First ninety minutes shall be free;
b. Next ninety minutes shall be $2.00 each 30 minutes;
c. Next one hour shall be $2.50 each 30 minutes;
d. Next one hour shall be $3.00 each 30 minutes;
e. Next one hour shall be $4.00 each 30 minutes;
f. Daily maximum shall be $25.00 per entry;
g. Lost tickets shall be charged $25.00 per ticket.
3. For parking spaces reserved for construction or other exclusive use, the
parking rate shall be three times the daily maximum.
4. Parking on Sundays is free from 6:00 a.m. to 11:00 a.m. Vehicles entering
these parking structures before 6:00 a.m. and leaving between 6:00 a.m. and
11:00 a.m. shall be subject to payment of all rates due from entry to 6:00 a.m.
Vehicles entering these parking structures after 6:00 a.m. and remaining in
the structure after 11:00 a.m. shall be subject to payment of all rates due from
11:00 a.m. to exit. Vehicles parked in these structures before 6:00 a.m. and
remaining after 11:00 a.m. shall be subject to payment of all rates due before
and after the free period.
10
SECTION 5. The following weekday (Monday through Friday) and weekend
(Saturday and Sunday) transient parking rates are established for Parking Structure 9:
1. Weekday parking rates shall be as follows:
a. First ninety minutes shall be free;
b. Next thirty minutes shall be $2.00;
c. Next one hour shall be $1.00 each 30 minutes;
d. Next one hour shall be $1.50 each 30 minutes;
e. Next one hour shall be $2.00 each 30 minutes;
f. Next one hour shall be $3.00 each 30 minutes;
g. Daily maximum shall be $17.00 per entry;
h. Lost tickets shall be charged $17.00 per ticket.
2. Weekend parking rates shall be as follows:
a. First ninety minutes shall be free;
b. Next thirty minutes shall be $2.00;
c. Next one hour shall be $1.50 each 30 minutes;
d. Next one hour shall be $2.00 each 30 minutes;
e. Next one hour shall be $2.50 each 30 minutes;
11
f. Next one hour shall be $3.00 each 30 minutes;
g. Daily maximum shall be $20.00 per entry;
h. Lost tickets shall be charged $20.00 per ticket.
3. For parking spaces reserved for construction or other exclusive use, the
parking rate shall be three times the daily maximum.
4. Parking on Sundays is free from 6:00 a.m. to 11:00 a.m. Vehicles enter ing this
parking structure before 6:00 a.m. and leaving between 6:00 a.m. and 11:00
a.m. shall be subject to payment of all rates due from entry to 6:00 a.m.
Vehicles entering this parking structure after 6:00 a.m. and remaining in the
structure after 11:00 a.m. shall be subject to payment of all rates due from
11:00 a.m. to exit. Vehicles parked in th is structure before 6:00 a.m. and
remaining after 11:00 a.m. shall be subject to payment of all rates due before
and after the free period.
SECTION 6. The following weekday (Monday through Friday) and weekend
(Saturday and Sunday) transient parking rates are established for Parking Structure 10:
1. Weekday parking rates shall be as follows:
a. First two hours shall be $0.50 each 30 minutes;
b. Next one hour shall be $1.00 each 30 minutes;
c. Next one hour shall be $1.50 each 30 minutes;
12
d. Next one hour shall be $2.00 each 30 minutes;
e. Next one hour shall be $3.00 each 30 minutes;
f. Daily maximum shall be $17.00 per entry.
2. Weekend parking rates shall be as follows:
a. First two hours shall be $0.50 each 30 minutes;
b. Next one hour shall be $1.50 each 30 minutes;
c. Next one hour shall be $2.00 each 30 minutes;
d. Next one hour shall be $2.50 each 30 minutes;
e. Next one hour shall be $3.00 each 30 minutes;
f. Daily maximum shall be $20.00 per entry.
3. For parking spaces reserved for construction or other exclusive use, the
parking rate shall be three times the daily maximum.
SECTION 7. The following weekday (Monday through Friday) and weekend
(Saturday and Sunday) transient parking rates are established for the Main Library
Parking Structure:
1. Weekday parking rates for the subterranean structure shall be as follows:
a. First thirty minutes shall be free;
13
b. Next one hour shall be $0.50 each 30 minutes;
c. Next ninety minutes shall be $1.00 each 30 minutes;
d. Next two hours shall be $1.50 each 30 minutes;
e. Next one hour shall be $2.00 each 30 minutes;
f. Daily maximum shall be $14.00 per entry;
g. Lost tickets shall be charged $14.00 per ticket.
2. Weekend parking rates shall be as follows:
a. First thirty minutes shall be free;
b. Next two and a half hours shall be $1.00 each 30 minutes;
c. Daily maximum shall be $5.00 per entry;
d. Lost tickets shall be charged $5.00 per ticket.
3. For parking spaces reserved for construction or other exclusive use, the
parking rate shall be three times the daily maximum.
SECTION 8. The following transient parking rates are established for the Main
Library surface parking lot:
1. Parking rates for the surface parking lot shall be $1.00 per hour.
2. Parking for vehicles displaying current and valid disabled placards shall be
14
free.
3. For parking spaces reserved for construction or other exclusive use, the
parking rate shall be three times the daily maximum.
SECTION 9. The following weekday (Monday through Friday) and weekend
(Saturday and Sunday) transient parking rates are established for the Civic Center
Parking Structure and Civic Auditorium parking lot:
1. Weekday parking rates shall be as follows:
a. First thirty minutes shall be free;
b. Next one hour shall be $0.50 each 30 minutes;
c. Next ninety minutes shall be $1.00 each 30 minutes;
d. Next two hours shall be $1.50 each 30 minutes;
e. Next one hour shall be $2.00 each 30 minutes;
f. Daily maximums shall be $14.00 per entry;
g. Lost tickets shall be charged $14.00 per ticket.
2. Weekend parking rates shall be as follows:
a. First thirty minutes shall be free;
b. Next two and a half hours shall be $1.00 each 30 minutes;
15
c. Daily maximums shall be $5.00 per entry;
d. Lost tickets shall be charged $5.00 per ticket.
3. For parking spaces reserved for construction or ot her exclusive use, the
parking rate shall be three times the daily maximum.
4. Parking for vehicles displaying current and valid disabled placards shall be
free, except during events where a capacity crowd is anticipated. For purposes
of this subsection 4, “capacity crowd” means an event that is anticipated to
sell out. During capacity crowd events, vehicles displaying disabled placards
shall be subject to payment of the applicable event rate.
5. The City Manager, or the Director of the Planning and Community
Development Department, is hereby authorized to waive parking fees at the
Civic Center Parking Structure and Civic Auditorium parking lot for up to
twenty-five events at Santa Monica High School per school year (July 1 to
June 30). Such waivers may be denied if there is a conflict with pre-existing
activity, such as another event occurring at the Civic Center concurrent to the
time of the Santa Monica High School event.
SECTION 10. The total number of monthly parking permits and validations to be
sold shall be determined by the City’s Parking Manager, or the Director of Planning and
Community Development, and distributed by location with the goal of ensuring that the
utilization of parking facilities is distributed so as to maximize existing inventory based on
occupancy. Monthly parking permit fees for (i) employees working in a commercial
16
establishment located within the area bounded by California Avenue, Lincoln Boulevard,
Pico Boulevard, and Ocean Avenue, including businesses located on both the east and
west sides of Lincoln Boulevard and north and south sides of Pico Boulevard; or (ii)
residents living in buildings with no on-site parking within the area bounded by California
Avenue, Lincoln Boulevard, Pico Boulevard, and Ocean Avenue, including buildings
located on both the east and west sides of Lincoln Boulevard and north and south sides
of California Avenue and Pico Boulevard; shall be:
1. Downtown Parking Structures 1 through 8 and Ken Edwards Center – $220 per
month for permits valid at all times.
2. Downtown Parking Structure 9 – $187 per month for permits valid at all times.
3. Downtown Parking Structure 10 – $187 per month for permits valid at all times.
4. Civic Center Parking Structure and Civic Center Parking Lot – $160 per month
for permits valid at all times.
a. Notwithstanding the foregoing and anything to the contrary in this
Resolution, commencing on July 1, 2017, through June 30, 2020, the City
shall issue on a monthly basis to the Judicial Council of California and
Superior Court of California, County of Los Angeles, one-hundred
discounted employee parking permits (assigned to Parking Structures #7
and #8), one-thousand full-day discounted validations (assigned to the
Civic Center Parking Structure), and three-hundred half-day discounted
validations (assigned to the Civic Center Parking Structure). In
17
consideration for such permits and validations, the Judicial Council shall
remit a monthly payment in an amount equal to $27,322.00, due and
payable to the City on a monthly basis.
5. Main Library Parking Structure – $154.00 per month for permits valid at all
times.
6. The City may offer up to a twenty-percent monthly volume discount for up to
one year for accounts with fifty or more permits as of May 10, 2016, to facilitate
the distribution of parkers to facilities that are underutilized.
7. Monthly parking fees shall be $65.00 per month for vehicles with disabled
placards owned and operated by residents of a multi-family building if:
a. The building is located within the area bounded by Second Street, Wilshire
Boulevard, Fourth Street, and Colorado Avenue; and
b. One hundred percent of the building’s units are affordable housing; and
c. No onsite parking exists for the building.
8. Commencing on the effective date of this Resolution, and continuing through
June 30, 2020, discounted parking validations shall be made available for
employees working in commercial establishments located within the area
bounded by California Avenue, Lincoln Boulevard, Pico Boulevard, and Ocean
Avenue, including businesses located on both the east and west sides of
Lincoln Boulevard and north and south sides of Pico Boulevard.
18
a. Validation for up to six hours of parking – $6.00
b. Validation for up to twelve hours of parking – $9.00
9. Free parking validations for parking sessions up to three hours (inclusive of any
grace period) shall be made available to all current Santa Monica College
Emeritus program students.
10. Free parking validations shall be made available to all Ken Edwards Center
Senior program users.
11. Free parking validations for parking sessions up to ninety minutes shall be
made available to all Main Library Public Services and Youth Program users.
SECTION 11. The following rates are established for the Santa Monica Pier Deck
parking lot:
1. Summer (April 1 through October 31):
a. Weekday parking rates shall be $3.75 per hour; $18.00 daily maximum.
b. Weekend parking rates shall be $3.75 per hour; $18.00 daily maximum.
2. Winter (November 1 through March 31):
a. Weekday parking rates shall be $2.50 per hour; $12.00 daily maximum.
b. Weekend parking rates shall be $3.50 per hour; $15.00 daily maximum.
3. Parking for vehicles displaying valid and current disabled placards shall be
19
free.
SECTION 12. The following rates are established for the Northern Beach Zone,
lots 4N through 9N:
1. Summer (April 1 through October 31) parking rates shall be $10.00 per entry
on weekdays and $12.00 per entry on weekends.
2. Winter (November 1 through March 31) parking rates shall be $7.00 per entry
on weekdays and $10.00 per entry on weekends.
3. Parking for vehicles displaying current and valid disabled placards shall be
free.
4. Bus parking shall be six times the daily rate.
5. Recreational vehicle parking shall be four times the daily rate.
SECTION 13. The following rates are established for the parking lot at the
Annenberg Community Beach House at Santa Monica State Beach:
1. Summer (April 1 through October 31) parking rates shall be $3.00 per hour;
$12.00 daily maximum.
2. Winter (November 1 through March 31) parking rates shall be $3.00 per hour;
$8.00 daily maximum.
3. Parking for vehicles displaying current and valid disabled placards shall be
free.
20
SECTION 14. The following rates are established for the Central Beach Zone, lots
1N, 3N, 1S, 2S, and 3S:
1. Summer (April 1 through October 31) parking rates shall be $15.00 per entry.
2. Winter (November 1 through March 31) parking rates shall be $7.00 per entry
on weekdays and $10.00 per entry on weekends.
3. Lots or spaces designated for short-term parking shall be $1.00 per hour.
4. Parking for vehicles displaying current and valid disabled placards shall be
free.
5. Bus parking shall be six times the daily rate.
6. Recreational vehicle parking shall be four times the daily rate.
SECTION 15. The following fees are established for the Southern Beach Zone,
lots 4S and 5S:
1. Summer (April 1 through October 31) parking rates shall be $10.00 per entry
on weekdays and $12.00 per entry on weekends.
2. Winter (November 1 through March 31) parking rates shall be $7.00 per entry
on weekdays and $10.00 per entry on weekends.
3. Lots or spaces designated for short term parking shall be $1.00 per hour.
4. Parking for vehicles displaying current and valid disabled placards shall be
free.
21
5. Patrons of the Sunday morning Main Street Farmers Market shall be eligible
to receive a refund of parking fees with proof of a purchase from the market.
No more than one refund shall be issued per person per day.
6. Vendors, staff, and performers of the Main Street Farmers Market shall be
eligible for refunds or validations of parking fees.
7. Bus parking shall be three times the daily rate.
8. Recreational vehicle parking shall be four times the daily rate.
SECTION 16. The following permit rates are established for all beach zones:
1. Permits are available for employees working in a commercial establishment
located along the beach or at the Santa Monica Pier at the following rates:
a. Annual $155 per year
b. Semi-Annual $105 per six months
c. Monthly $27 per month
2. Permits are available for employees working in a commercial establishment
located along Main Street south of Pico Boulevard, including businesses on
cross streets up to Neilson Way to the west of Main Street and up to Third
Street to the east of Main Street, at the following rates:
a. Annual $155 per year
b. Semi-Annual $105 per six months
22
c. Monthly $20 per month
3. Permits are available for California residents at the following rates:
a. Annual $155 per year
b. Semi-Annual $105 per six months
c. Monthly $27 per month
d. Senior Beach $25 per year
4. Permits are available for residents living within the Beach Zone, at the
following rates:
a. Annual Overnight Resident Permit $150 per year
b. Annual Overnight Resident’s Guest Permit $150 per year
c. Semi-Annual Overnight Resident Permit $75 per six months
d. Semi-Annual Overnight Resident’s Guest Permit $75 per six months
e. Monthly Overnight Resident Permit $15 per month
f. Monthly Overnight Resident’s Guest Permit $15 per month
g. A resident living within the Beach Zone may obtain one free annual
resident permit with his or her current and valid disabled placard.
23
SECTION 17. The following rates are established for Downtown lots 27, 29, and
30:
1. Each thirty minutes shall be $1.25; $17.50 daily maximum.
2. The monthly parking rates shall be:
a. $132.00 per month for permits valid on weekdays only, from 6:00 a.m. to
7:00 p.m. Monday through Friday. Any vehicle parking outside of the valid
times shall be subject to payment of the applicable parking rates listed
in subsection 1 of this Section 17.
b. $82.50 per month for permits valid on weeknights and weekends only, from
4:00 p.m. to 6:00 a.m., Monday through Thursday, and from 4:00 p.m.
Friday to 6:00 a.m. Monday. Any vehicle parking outside of the valid times
shall be subject to payment of the applicable parking rates listed in
subsection 1 of this Section 17.
3. Parking for vehicles displaying current and valid disabled placards shall be
free.
4. Lots or spaces designated for short-term parking shall be $2.00 per hour.
5. For parking spaces reserved for construction or other exclusive use, the
parking rate shall be three times the daily maximum.
SECTION 18. The following rates are established for Mid-City lots 7, 8, and 12:
1. Each hour shall be $1.00; $14.00 daily maximum.
24
2. $55.00 per month for permits valid at all times.
3. Parking for vehicles displaying current and valid disabled placards shall be
free.
4. For parking spaces reserved for construction or other exclusive use, the
parking rate shall be three times the daily maximum.
SECTION 19. The following rates are established for Main Street area lots 9, 10,
11, and 26:
1. Each hour shall be $1.25.
2. The monthly parking rate shall be $80.00.
3. Parking for vehicles displaying current and valid disabled placards shall be
free.
4. Parking shall be free during the hours of 10 p.m. to 6 a.m.
SECTION 20. The applicable parking rates for any parking facility not specified in
this Resolution shall be equal to the parking rates for the closest adjacent on -street
parking meters.
SECTION 21. In no case may parking rates for any off-street parking facility,
including parking structures and parking lots, be increased or decreased more than fifty
percent (50%) from the rates established herein. At any time, off -street monthly parking
rates may not be increased or decreased more than ten percent with less than 30 days’
25
notice by posting in the affected facility. In no case shall monthly parking rates be
increased or decreased more than twenty-five percent at any one time.
SECTION 22. Per the Santa Monica Municipal Code Chapter 3.16.170, the City
Manager or designee is authorized to make on-street parking meter rate changes up to
25% not more than twice per year based on the City’s planning and transportation policies
including the Land Use and Circulation Element (“LUCE”). Therefore, the following fees
shall be established for all on-street parking meters and pay machines:
1. July 2012 to June 2019:
a. Downtown Meter Zone - $2.00 per hour
b. Beach Meter Zone - $2.00 per hour
c. Citywide (“All Other”) Meter Zone - $1.00 per hour
2. Effective July 1, 2019:
a. Downtown Meter Zone - $2.50 per hour
b. Beach Meter Zone - $2.50 per hour
c. Citywide (“All Other”) Meter Zone - $1.25 per hour
26
SECTION 23. The following fees shall be established for all preferential parking
zones:
1. Annual permits shall be as follows:
a. Resident permits
i. First permit shall be $20.00;
ii. Second permit shall be $25.00;
iii. Third permit shall be $40.00;
iv. Fourth permit, and any additional permits, shall be $61.00 each.
b. Visitor permits shall be $30.00 each.
c. A second permit, and any additional permits, for Zone P (Barnard Way)
shall be $100.00.
2. Permits valid for six months or less shall be as follows:
a. Resident permits
i. First permit shall be $10.00;
ii. Second permit shall be $15.00;
iii. Third permit shall be $25.00;
iv. Fourth permit, and any additional permits, shall be $35.00 each.
27
b. Visitor permits shall be $15.00 each.
c. A second permit, and any additional permits, for Zone P (Barnard Way)
shall be $50.00.
d. A thirty-day temporary new resident permit shall be free.
e. A one-day visitor permit picked up from the City Parking Office shall be
$2.00.
f. A one-day visitor permit self-printed by the resident shall be free.
SECTION 24. Preferential parking permits for employees of businesses and
commercial property owners, as set forth in Santa Monica Municipal Code Chapter 3.10,
are available for $30.00 per three months.
SECTION 25. Driveway parking permits are available to an owner or occupant of
a single-unit commercial property for on-street parking that blocks the driveway of that
commercial property for $30.00 per year.
SECTION 26. Short-term reserved parking may be purchased, if available, in any
parking lot or parking structure for events, including, but not limited to, filming,
construction or local events, at three times the maximum parking rate.
SECTION 27. In addition to the rates set forth above, for all parking spaces
designated for use of public electric vehicle charging stations, whether off-street or on-
street, there shall be an additional overstay charge of $1.00 per minute for any vehicle
that remains parked in the space beyond the maximum posted time allowed for charging
28
in that space. The overstay charge shall be imposed beginning five minutes after the
expiration of the maximum posted time allowed for charging in th e space. The maximum
overstay charge shall be $53.00. The overstay charge may be automatically charged to
the account being used by a vehicle to charge at a smart public electric vehicle charging
station.
SECTION 28. All parking rates and permit fees shall be per vehicle for the specified
period and non-refundable once issued.
SECTION 29. All permits shall incur replacement fees as follows:
1. First replacement for a stolen permit shall be free only with a copy of a police
report.
2. Second replacement for a stolen permit shall be 50% of the original permit
rate only with a copy of a police report.
3. Third replacement for a stolen permit, any replacement for a lost permit, or
replacement of a stolen permit without a copy of a police report shall be
replaced upon payment of the full rate.
SECTION 30. Parking passes or permits that are issued via access cards shall
require payment of an initial non-refundable fee of $10.00.
SECTION 31. All parking rates set forth in this Resolution include parking facility
tax.
29
SECTION 32. The City Manager, or the Director of the Planning and Community
Development Department, is hereby authorized to waive parking fees, other than the
overstay charge for parking spaces designated for use of public electric vehicle charging
stations, for those attending City meetings and City-sponsored events that are free and
open to the public, if the City Manager, or the Director of the Planning and Community
Development Department, determines that such waiver is in the City’s best interest, which
may include, but not be limited to: facilitating participation in the City’s public meetings,
furthering Council policies, and encouraging participation in the City-sponsored events.
SECTION 33. The City Manager, or the Director of the Planning and Community
Development Department, is hereby authorized to issue parking permits to other
governmental agencies to use in the course of business at no charge, if determined that
such waiver is in the City’s best interest.
SECTION 34. Resolution No. 11122 (CCS), adopted by the City Council on June
12, 2018, is repealed in its entirety as of the effective date of the parking rates set forth in
this Resolution, with the exception that to the extent any parking rates in this Resolution
are determined to require Coastal Commission approval, those parking rates as
previously set forth in Resolution No. 11122 (CCS) shall remain in effect until Coastal
Commission approval of those parking rates is obtained.
SECTION 35. If there are any conflicts between the parking rates adopted in this
Resolution and any parking rates adopted by prior resolution, the rates adopted in this
Resolution shall take precedence.
30
SECTION 36. 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
CITY OF SANTA M ONICA
EV Overstay Charge and
Program Review
CITY COUNCIL
January 14, 2020
Ariana Vito
Office of Sustainability
& the Environment
2
Purpose of Tonight’s Meeting
Review advances in the local and statewide EV landscape1
2 Receive direction on creating uniform EV charging network
3 Review user fee options
4 Adopt an Overstay Charge
5 Prioritize revenue reinvestment
EV Action Plan and
EV Market Update
•Pathway to Carbon Neutrality
•Local and State EV Adoption
•Council Actions
•Parking Impacts
•Annual Station Usage
EV
Landscape
1
•EV Action Plan Adoption: Nov. 2017
•Climate Action & Adaptation Plan
Update: May 2019
4
Pre-EV
Action
Plan
89 ports 140 ports 300 ports
Current
Dec.
2020
Goal
Pathway to Carbon Neutrality
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020
5
Pathway to Carbon Neutrality
6
-
500
1,000
1,500
2,000
2,500
3,000
2015 2016 2018
EV Share of Registered Vehicles in SM
1.4%1.8%
3.8%
LA County
1.5%
377,480
491,000
655,088
-
100,000
200,000
300,000
400,000
500,000
600,000
700,000
2017 2018 2019
CA EV Sales
EV Adoption is Accelerating
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020
•>2,700 EVs registered in
Santa Monica (2018 data)
Battery-Electric Vehicle
Plug-In Hybrid (PHEV)
Registered Electric Vehicles
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020
8
11/2017
EVAP adopted
3/2018
Authorized
ChargePoint
contract
10/2018
Authorized
overnight EV
charging in parks
2/2019
Expanded Clean
Air Vehicle parking
exemption
5/2019
Adopted Climate
Action &
Adaptation Plan
9/2019
Awarded DC fast
charging contract
to EVgo
Past Council Actions Supporting EV Adoption
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020
Existing: 310
•140 City-owned
•130 commercial
•Grocery stores,
hotels car
dealerships
Future: 167
•Pe nding: 110
•Po tential: 57
EV Charging Network
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020
10
EV Charging Energy Use in 2019
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020
•2019 expanded parking exe mption for on-
street EV parking
•FY19-20 meter revenue projection: $16.6M
•If EVs = 4% of vehicles on the road à $664k
in parking subsidies for EVs
•Few other cities subsidize EV parking
Revenue Impacts of City Subsidizing EV Parking
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020
Parking rates balance
supply and demand
Creating a Uniform EV
Charging Network
Network
Upgrade
2
•Networked vs. Non-Networked Stations
•Existing Network Breakdown
•Next Steps
13
Non-networkedNetworked
Station Capabilities NETWORKED NON-
NETWORKED
Payment collection
Usage reports
Maintenance alerts
Real-time charging
status updates
Overstay
notifications
Networked vs. Non-Networked Stations
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020
Station/Port Totals
•72 non-networked charge ports
•(55 stations);
•68 networked ports
•(38 stations)
Challenges with current system
•Different enforcement processes
•Different pricing structures
•No cost recovery at non-
networked stations
14
Existing Network
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020
•Develop a phased approach to replace non-networked
stations within 1-2 years.
•Estimated Costs to Upgrade
•$235k total system upgrade (not including installation)
•Estimated ROI with a $0.25/kWh user fee:
•Single-port: 2 years
•Dual-port: 1.5 years
15
Network Upgrade Recommendation
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020
1.Secure funding
2.Procure contractor services
3.Order new stations
4.Auction or reuse old stations
5.Replace within 1-2 years
16
Steps to Upgrade Network
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020
Review and comment on the proposed recommendation to
replace all City-owned non-networked charging stations with
networked charging stations, and direct staff to proceed with
procuring the necessary funding and contractual services.
Recommended Action
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020
Creating a Sustainable
Long-Te rm ProgramOperating
Costs &
User Fees
3
•Operating Costs
•User Fee Goals
•Regional User Fee Examples
•Next Steps
19
Operating Costs
$231,000
$84,000
$90,000
Est. Costs with 300 Networked Ports
Warranty
Network
•Current estimated operating costs
(direct) –140 ports: $147k/year
•Electricity, network services, warranty
•Not included: staff/admin costs
•To tal est. cost w/ 300 ports: $405k/year
•Est. cost per port per year: $1,350
Electricity
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020
All City-owned EV charging stations have
been free since the 90s.
•Manage user behavior
•Re coup operating costs
•Align mobility priorities
Walking, Biking,
Scooting
Low Emission
Tr ansit
Shared
Mobility
Services
Zero
Emission
Ve hicles
Non-
ZEVs
EV Action Plan
Shift to
Zero Emission
Ve hicles
Mobility Hierarchy
User Fee Goals
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020 21
City kWh User Fee
Glendale $0.20-0.34
Whittier $0.22-0.29
Beverly Hills $0.25
Huntington Beach $0.29
To rrance $0.30
Santa Clarita $0.32
Long Beach $0.59
City Pe r Hour User Fee
Manhattan Beach $0.75
Pa sadena $0-$1.25
Los Angeles $0-$2
We st Hollywood $1-2
Culver City $1.50-$2
Burbank $2-3
Most cities and EV charging site hosts charge user fees.
LA County User Fee Examples
1.Conduct fee study
2.Review fee study results with staff,
EV Subcommittee, and Task Force
3.Outreach and signage
4.Include proposed user fee with June
budget
22
How would a user fee be
collected?
•Automatically charged to the
driver ’s ChargePo int account
•Collected by ChargePo int;
remitted quarterly
User Fee Next Steps and Logistics
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020
Review and comment on the proposal to adopt a user fee.
1/23/2020 City of Santa Monica | Public Works Department |
Recommended Action
Incentivizing Station
Tu rnover
•Overstay charge amount
•Ordinance and resolutions
Overstay
Charge
4
•20-25% of sessions exceed posted
time limits
•Replaces the existing Overstay
Parking citation
•Re commendation: $1 per minute
after a 5-minute grace period (EV
Subcommittee)
25
City Overstay Charge
Beverly Hills $6/hr after first 2 hrs
To rrance $5/hr after 4 hrs
Santa Clarita $5/hr after 4 hrs
Culver City $3/hr after 4 hrs
Burbank $4/hr after 4 hrs
Overstay Charge Examples
Overstay Charge Recommendation
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020
1. Introduce for first reading the attached ordinance that:
a)adds new Santa Monica Municipal Code Section 3.16.242
Violation—Parking non-charging vehicle in a space designated
for use of a public electric vehicle charging station;
b)amends Santa Monica Municipal Code Section 3.04.035 to
permit overstay charges for off-street parking to be established
by resolution and adjusted by the City Manager; and
c)amends Santa Monica Municipal Code Section 3.16.170 to
permit overstay charges for on-street parking to be established
by resolution and adjusted by the City Manager;
26
Recommended Actions
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020
2.Adopt the attached parking fine resolution to amend the schedule
of civil penalties for parking violations to add the highlighted
penalty for violation of new Santa Monica Municipal Code Section
3.16.242;
3.Adopt the attached parking rate resolution to introduce an
automatic overstay charge of one dollar per minute for electric
vehicles (EVs) that exc eed posted time limits at smart EV charging
stations
27
…(Overstay Charge Recommended actions continued)
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020
Reinvesting Revenues
to Support EV Adoption
•Revenue Sources
•Project/Program Options
EV Charging
Revenues
5
Revenue Sources
Revenue Source Implementation Use
Low Carbon Fuel
Standard
Current New projects/programs
Overstay charge March 2020 Operating costs; new
projects/programs
User Fee July 2020 Operating costs
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020
Revenue Source Amount 300 Networked
Ports (estimate)
Low Carbon Fuel
Standard
Market-based $96,418+
Overstay charge
(Proposed)
$1/minute $540,000
User Fee $/kWh $409,050
To tal $1,045,469
Remaining after
Costs
$640,528*
Projections
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020
*Staff time/admin costs are not included; available revenue may be lower after
fee study results
•Future EV charging installations
•Advanced technologies: (e.g.
chargers w/ solar + storage)
•Multi-fa mily building EV charging
rebate program
•Wo rkplace charging rebate program
•Pe rsonal e-bike rebates
•Pilot new fleet vehicles (medium-
and heavy-duty vehicles)
31
EV Project and Program Priorities
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020
32
Review and comment on proposed recommendations for
the use of LCFS and other potential revenues fo r EV
charging projects and programs
Recommended Action
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020
1.Introduce for first reading the ordinance 3.16.242 that designates EV
charging spaces for EVs only; amend SMMC 3.04.35 and 3.16.170 to permit
overstay charges fo r off-street and on-street parking (respectively)
2.Adopt the parking fine resolution to add the penalty for violation of new
code section 3.16.242
3.Adopt the parking rate resolution to introduce an automatic overstay
charge of $1 per minute
4.Review and comment on the proposal to adopt a user fee
5.Review and comment on the proposal to replace all City-owned non-
networked charging stations with networked charging stations
6.Review and comment on the proposed program priorities for EV charging
revenue
33
Recommended Actions Recap
City of Santa Monica | Sustainable Santa Monica | Jan. 14, 2020
34
Additional Details
City of Santa Monica | Public Works Department –Sustainable Santa Monica | Jan. 14, 2019
Pe nding EV Pro jects
Location Po rt Count Project Description
Beach Lot 5 South 24 SCE Charge Ready Program
Ocean Park Curbside 16 Joint project with streetlight circuit
upgrades
Multiple off-street and
on-street locations
62 (subject to
change)
Willdan contract –electrical design
phase
Lot 29 4+DC Fast Chargers (EVgo)
Clover Park 4
To tal 110
35City of Santa Monica | Public Works Department –Sustainable Santa Monica | Jan. 14, 2019
Pending EV Projects
Est. station costs
includes:
•station, activation,
taxes, shipping
•Excludes installation
(costs TBD)
1/23/2020 City of Santa Monica | Public Works Department |36
Station Type Single-
Po rt
To
Purchase
Dual-Port To
Purchase
Station cost $4,500 12 $6,500 30
To tal Purchase
Cost
$54,000 $180,000
Surplus
Revenue
$2,124 $25,490 $4,248 $127,452
Pay back
Period
2.12 years 1.41 years
Costs to Upgrade
1/23/2020 City of Santa Monica | Public Works Department |37
Direct
Operating
Costs
Est.
Cost/port/
year
Existing
Costs/year -68
networked
ports; 72 non-
networked
Annual Cost-300
networked ports
Network Fees $280 $19,040 $84,000
Wa rranty $300 $20,400 $90,000
Utilities $754 $107,772 $230,940
To tal $1,334 $147,212 $404,940
Operating Costs
Potential
Revenues
Rate Est.
Revenues
per
Networked
Port per
Ye ar
Annual Potential
Revenue from
Existing Usage (68
networked ports)
Annual Revenue
Potential with
Network Upgrade
(140 networked
ports)
Full build-out
with Upgrade
(300 ports)
User Fee $0.25/kWh $1,350 $91,800 $193,050 $409,050
Overstay
Charge
$1.00/min $1,800* $122,400 $252,000 $540,000
LCFS $0.06/kWh $324 $22,032 $44,579 $96,418
To tal $3,474 $236,232 $489,629 $1,045,469
Remaining
after Costs $2,124 $89,020 $300,656 $640,528
38City of Santa Monica | Public Works Department –Sustainable Santa Monica | Jan. 14, 2019
Revenue Projections
Parking Rates at EV Charging Locations
# of
Locations
Location # Ports Parking Rate
6 VA P,Memorial Park, Airport,
curbside (Montana)
13 Free
2 Structure 6 and 9 34 Free for 90 min; then
$1-$1.50/hr
3 Civic Structure and Lot, Main
Library
70 Free for 30 min; then
$1/hr
3 Lots 7, 8, 9 10 $1/hr
1 Santa Monica Place 7 $1-$2/hr
1 Pier 4 $2.50-$3.75
1 Annenberg 2 $3/hr
City of Santa Monica | Public Works Department –Sustainable Santa Monica | Jan. 14, 2019