HomeMy WebLinkAboutPermit PL10-056 - CITY OF TUKWILA - ELECTRIC VEHICLE INFRASTRUCTURE CODE AMENDMENTSE10-019
LI 0-068
SEPA & CODE AMENDMENT
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PL1 0-056
City of Tukwila
Code Amendments
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ELECTRIC VEHICLE INFRASTRUCTURE CODE AMENDMENTS
PLI 0-056
E10-019
LI 0-068
SEPA & ZONING CODE AMENDMENT
COMPREHENSIVE LAND USE PLAN COMPREHENSIVE PLAN
City of Tukwila
Department of Community Development
6300 Southcenter Boulevard, Suite # 100
Tukwila, Washington 98188
Phone: 206-431-3670
Fax: 206-431-3665
Web site: http://www.ci.tukwila.wa.us
DETERMINATION OF NON -SIGNIFICANCE (DNS)
File Number: E10-019
Applied: 10/11/2010
Issue Date: 10/14/2010
Status: ISSUED
Applicant: CITY OF TUKWILA
Lead Agency: City of Tukwila
Description of Proposal:
Electric Vehicle Infrastructure Code Amendments
Location of Proposal:
Address:
Parcel Number:
Section/Township/Range:
0001
The City has determined that the proposal does not have a probable significant adverse impact on the environment. An
environmental impact statement (EIS) is not required under RCW 43.21c.030(2) (c). This decision was made after review of a completed environmental
checklist and other information on file with the lead agency. This information is available to the public on request.
This DNS is issued under WAC 197-11-340(2). Comments must be submitted by OCP 2' ) 2o ) 0 . The lead agency will not act
on this proposal for 14 days from the date below.
Jack Pace, Responsible Offial Date
City of Tukwila
6300 Southcenter Blvd
Tukwila, WA 98188
(206)431-3670
/0/ RI jZ2I 0
Any appeal shall be linked to a specific governmental action. The State Environmental Policy Act is not intended to create a cause of action
unrelated to a specific governmental action. Appeals of environmental determinations shall be commenced within the time period to
appeal the governmental action that is subject to environmental review. (RCW 43.21C.075)
rinn• n AICA /n7
01(1_1110 Drinfod• 1(1_1A2)n1n
STATE ENVIRONMENTAL POLICY ACT CHECKLIST
Please respond to all questions. Use separate sheets as necessary.
Applicant Responses:
A. BACKGROUND
1. Name of proposed project, if applicable:
Electric Vehicle Infrastructure Code Amendments
2. Name of Applicant:
City of Tukwila.
3. Date checklist prepared:
October 1, 2010
4. Agency requesting checklist:
City of Tukwila
5. Proposed timing or schedule (including phasing, if applicable):
The proposed code amendments are currently scheduled for the Planning
Commission review in October and the City Council review and adoption in the
first quarter of 2011.
6. Do you have any plans for future additions, expansion, or further
activity related to or connected with this proposal? If yes, explain.
N/A
7. List any environmental information you know about that has been
prepared, or will be prepared, directly related to this proposal.
Puget Sound Regional Council and the Washington State Department of
Commerce issued Electric Vehicle Infrastructure Model Guidance in July 2010.
The model ordinance and RCW 43.21C.110 and RCW 43.21C.410 anticipate the
installation of charging stations to be categorically exempt from SEPA.
8. Do you know whether applications are pending for governmental approvals of other
proposals directly affecting the property covered by your proposal? If yes, explain.
N/A. This checklist is for code amendments that have to be adopted by the City
Council and it is a non -project action.
H:\Electrical Vehicle Infrastructure\SEPA checklist.doc
Agency Comment,
Please respond to all questions. Use separate sheets as necessary.
Applicant Responses: Agency Comment;
9. List any government approvals or permits that will be needed for your proposal.
The proposed code amendments have to be reviewed by the Planning Commission
and then adopted by the City Council.
10. Give brief, complete description of your proposal, including the proposed uses and
the size of the project and site. There are several questions later in this checklist
that ask you to describe certain aspects of your proposal. You do not need to repeat
those answers on this page.
State legislation (House bill 1481) has mandated that local governments allow
electric vehicle (EV) infrastructure as a permitted use in all areas not zoned
residential, resource uses or critical areas. Additionally to create a consistent
regulatory framework that would help EV industry grow across Washington State,
the legislature required Puget Sound Regional Council and the Department of
Commerce to develop guidance for local governments. The proposed Zoning and
code amendments use the information from the Model regulations and are necessary
are to comply with the mandate.
11. Location of the proposal. Give sufficient information for a person to understand the
precise location of your proposed project, including a street address, if any, the tax
lot number, and section, township, and range. If a proposal would occur over a
range of area, provide the range or boundaries of the site(s). Provide a legal
description, site plan, vicinity map, and topographic map, if reasonably available.
While you should submit any plans required by the agency, you are not required to
duplicate maps or detailed plans submitted with any permit applications related to
this checklist.
This is a non -project action and the proposed code amendments shall be applicable
to all areas of the city.
12. Does the proposal lie within an area designated on the City's Comprehensive Land
Use Policy Plan Map as environmentally sensitive?
N/A
Please respond to all questions. Use separate sheets as necessary.
Applicant Responses:
B. ENVIRONMENTAL ELEMENTS
1. Earth
a. General description of the site (circle one): Flat, rolling, hilly, steep slopes,
mountainous, other
Not Applicable.
b. What is the steepest slope on the site (approximate percent slope)?
Not Applicable
c. What general types of soils are found on the site (for example, clay, sand, gravel,
peat, muck)? If you know the classification of agricultural soils, specify them and
note any prime farmland.
Not Applicable
d. Are there surface indications or history of unstable soils in the immediate vicinity?
If so, describe.
Not Applicable
e. Describe the purpose, type, and approximate quantities of any filling or grading
proposed. Indicate source of fill.
Not Applicable
Agency Comments
Please respond to all questions. Use separate sheets as necessary.
Applicant Responses: Agency Comments
f. Could erosion occur as a result of clearing, construction, or use?
If so, generally describe.
Not Applicable
g.
About what percent of the site will be covered with impervious surfaces after project
construction (for example, asphalt or buildings)?
Not Applicable
h. Proposed measures to reduce or control erosion, or other impacts to the earth, if any:
Not Applicable
2. Air
a. What types of emissions to the air would result from the proposal (for example,
dust, automobile odors, industrial wood smoke) during construction and when the
project is completed? If any, generally describe and give approximate quantities if
known.
The proposed code amendments are for electric vehicle infrastructure and the
electric cars help reduce emissions to the air.
b. Are there any off-site sources of emissions or odor that may affect your proposal? If
so, generally describe.
Not Applicable
Please respond to all questions. Use separate sheets as necessary.
Applicant Responses: Agency Comments
c. Proposed measures to reduce or control emissions or other impacts to air, if any:
The electric vehicles help reduce emissions and other impacts to the air and the
proposed code amendments are to allow infrastructure for electric vehicles.
3. Water
a. Surface:
1. Is there any surface water body on or in the immediate vicinity of the site
(including year-round and seasonal streams, saltwater, lakes, ponds, wetlands)?
If yes, describe type and provide names. If appropriate, state what stream or
river it flows into.
Not Applicable
2. Will the project require any work over, in, or adjacent to (within 200 feet) the
described waters? If yes, please describe and attach available plans.
Not Applicable
3. Estimate the amount of fill and dredge material that would be placed in or
removed from surface water or wetlands and indicate the area of the site that
would be affected. Indicate the source of fill material.
Not Applicable
Please respond to all questions. Use separate sheets as necessary.
Applicant Responses: Agency Comments
4. Will the proposal require surface water withdrawals or diversions? Give general
description, purpose, and approximate quantities, if known.
Not Applicable
5. Does the proposal lie within a 100 -year floodplain? If so, note location on the
site plan.
Not Applicable
6. Does the proposal involve any discharges of waste materials to surface waters?
If so, describe the type of waste and anticipated volume of discharge.
Not Applicable
b. Ground:
1. Will ground water be withdrawn, or will water be discharged to ground water?
Give general description, purpose, and approximate quantities, if known.
Not Applicable
Please respond to all questions. Use separate sheets as necessary.
Applicant Responses: Agency Comments
2. Describe waste materials that will be discharged into the ground from septic
tanks or other sources, if any (for example: Domestic sewage; industrial,
containing the following chemicals...; agricultural; etc). Describe the general
size of the system, the number of such systems, the number of houses to be
served (if applicable), or the number of animals or humans the system(s) are
expected to serve:
Not Applicable
c. Water Runoff (including storm water):
1. Describe the source of runoff (including storm water) and method of collection
and disposal, if any (include quantities, if known). Where will this water flow?
Will this water flow? Will this water flow into other waters? If so, describe.
Not Applicable
2. Could waste materials enter ground or surface waters? If so, generally describe.
Not Applicable
d. Proposed measures to reduce or control surface, ground, and runoff water impacts, if
any:
Not Applicable
Please respond to all questions. Use separate sheets as necessary.
Applicant Responses: Agency Comments
4. Plants
a. Check or circle types of vegetation found on the site:
b. What kind and amount of vegetation will be removed or altered?
Not Applicable
c. List threatened or endangered species known to be on or near the site.
Not Applicable
d. Proposed landscaping, use of native plants, or other measures to preserve or enhance
vegetation on the site, if any:
Not Applicable
Deciduous tree: alder, maple, aspen,
other
Evergreen tree: fir, cedar, pine, other
Shrubs
Grass
Pasture
Crop or grain
Wet soil plants: cattail, buttercup,
bulrush, skunk cabbage, other
Water plants: water lily, eelgrass,
milfoil, other
Other types of vegetation
b. What kind and amount of vegetation will be removed or altered?
Not Applicable
c. List threatened or endangered species known to be on or near the site.
Not Applicable
d. Proposed landscaping, use of native plants, or other measures to preserve or enhance
vegetation on the site, if any:
Not Applicable
Please respond to all questions. Use separate sheets as necessary.
Applicant Responses: Agency Comments
5. Animals
a. Circle any birds or animals which have been observed on or near the site or are
known to be on or near the site:
Birds:
Hawk, heron, eagle, songbirds, other:
Mammals
Deer, bear, elk, beaver, other:
Fish
Bass, salmon, trout, herring, shellfish, other:
Other
b. List any threatened or endangered species known to be on or near the site.
Not Applicable
c. Is the site part of a migration route? If so, explain.
Not Applicable
d. Proposed measures to preserve or enhance wildlife, if any:
Not Applicable
6. Energy and Natural Resources
a. What kinds of energy (electric, natural gas, oil, wood stove, solar) will be used to
meet the completed project's energy needs? Describe whether it will be used for
heating, manufacturing, etc.
No project is proposed at this time, however the proposed amendments will allow
electric vehicle infrastrure that will use electricity.
Please respond to all questions. Use separate sheets as necessary.
Applicant Responses: Agency Comments
b. Would your project affect the potential use of solar energy by adjacent properties? If
so, generally describe.
No project is proposed at this time. The proposed code amendments will allow
electric vehicle infrastructure. It is possible that future charging stations may be
solar powered.
c. What kinds of energy conservation features are included in the plans of this
proposal? List other proposed measures to reduce or control energy impacts, if any:
No project is proposed at this time and the proposed code amendments are to allow
electric vehicle infrasructure. It is possible that future charging stations may use
alternative forms of energy such as solar energy to reduce the impact to the electric
gird.
7. Environmental Health
a. Are there any environmental health hazards, including exposure to toxic chemicals,
risk of fire and explosion, spill, or hazardous waste, that could occur as a result of
this proposal? If so, describe.
No project is proposed at this time. Any future charging stations allowed under the
proposed code amendments shall meet all safety regulations.
1. Describe special emergency services that might be required.
Not applicable.
2. Proposed measures to reduce or control environmental health hazards, if any:
Not Applicable
Please respond to all questions. Use separate sheets as necessary.
Applicant Responses: Agency Comments
b. Noise
1. What types of noise exist in the area which may affect your project (for example:
traffic, equipment, operation, other)?
No project is proposed at this time. No noise impacts are anticipated from the future
charging stations approved under the proposed code.
2. What types and levels of noise would be created by or associated with the
project on a short-term or long-term basis (for example: traffic, construction,
operation, other)? Indicate what hours noise would come from the site.
Not Applicable
3. Proposed measures to reduce or control noise impacts, if any:
Not Applicable
8. Land and Shoreline Use
a. What is the current use of the site and adjacent properties?
Not Applicable
b. Has the site been used for agriculture? If so, describe.
Not Applicable
Please respond to all questions. Use separate sheets as necessary.
Applicant Responses: Agency Comments
c. Describe any structures on the site.
Not Applicable
d. Will any structures be demolished? If so, what?
Not Applicable
e. What is the current zoning classification of the site?
Not Applicable
f. What is the current comprehensive plan designation of the site?
Not Applicable
g. If applicable, what is the current shoreline master program designation of the site?
Not Applicable
h. Has any part of the site been classified as an "environmentally sensitive" area? If so,
specify.
Not Applicable
Please respond to all questions. Use separate sheets as necessary.
Applicant Responses:
i. Approximately how many people would reside or work in the completed project?
Not Applicable
j. Approximately how many people would the completed project displace?
Not Applicable
k. Proposed measures to avoid or reduce displacement impacts, if any:
Not Applicable
Agency Comments
1. Proposed measures to ensure the proposal is compatible with existing and projected
land uses and plans, if any:
No project is proposed at this time. The proposed code amendments to allow electric
vehicle infrastructure and the proposed development regulations shall be consistent
with other land uses and plans.
9. Housing
a. Approximately how many units would be provided, if any? Indicate whether high,
middle, or low-income housing?
Not Applicable
Please respond to all questions. Use separate sheets as necessary.
Applicant Responses: Agency Comments
b. Approximately how many units, if any, would be eliminated? Indicate whether high,
middle, or low-income housing.
Not Applicable
c. Proposed measures to reduce or control housing impacts, if any:
Not Applicable
10. Aesthetics
a. What is the tallest height of any proposed structure(s), not including antennas; what
is the principal exterior building material(s) proposed?
Not Applicable
b. What views in the immediate vicinity would be altered or obstructed?
Not Applicable
c. Proposed measures to reduce or control aesthetic impacts, if any:
Not Applicable
Please respond to all questions. Use separate sheets as necessary.
Applicant Responses: Agency Comments
11. Light and Glare
a. What type of light or glare will the proposal produce? What time of day would it
mainly occur?
Not Applicable
b. Could light or glare from the finished project be a safety hazard or interfere with
views?
Not Applicable
c. What existing off-site sources of light or glare may affect your proposal?
Not Applicable
d. Proposed measures to reduce or control light and glare impacts, if any:
Not Applicable
12. Recreation
a. What designed and informal recreational opportunities are in the immediate
vicinity?
Not Applicable
Please respond to all questions. Use separate sheets as necessary.
Applicant Responses: Agency Comments
b. Would the proposed project displace any existing recreational uses? If so, describe.
Not Applicable
c. Proposed measures to reduce or control impacts on recreation, including recreation
opportunities to be provided by the project or applicant, if any:
Not Applicable
13. Historic and Cultural Preservation
a. Are there any places or objects listed on, or proposed for, National, State, or Local
preservation registers known to be on or next to the site? If so, generally describe.
Not Applicable
b. Generally describe any landmarks or evidence of historic, archaeological, scientific,
or cultural importance known to be on or next to the site.
Not Applicable
c. Proposed measures to reduce or control impacts, if any:
Not Applicable
Please respond to all questions. Use separate sheets as necessary.
Applicant Responses:
14. Transportation
a. Identify public streets and highways serving the site, and describe proposed access
to the existing street system. Show on site plans, if any.
Not Applicable
b. Is the site currently served by public transit? If not, what is the approximate distance
to the nearest transit stop?
Not Applicable
c. How many parking spaces would the completed project have? How many would the
project eliminate?
This is a non -project action. However the proposed code amendments will allow for
electric vehicle charging space to be counted towards the total number of parking
spaces required for the project.
d. Will the proposal require any new roads or streets, or improvements to existing
roads or streets, not including driveways? If so, generally describe (indicate whether
public or private).
The proposed code amendments will not require any new roads or streets but may
allow on -street parking spaces to be used for electric vehicle charging and allow
other electric vehicle infrastructure in the existing public rights-of-way
e. Will the project use (or occur in the immediate vicinity of) water, rail, or air
transportation? If so, generally describe.
Not Applicable
Agency Comments
Please respond to all questions. Use separate sheets as necessary.
Applicant Responses: Agency Comments
f How many vehicular trips per day would be generated by the completed project? If
known, indicate when peak volumes would occur.
Not Applicable
g.
Proposed measures to reduce or control transportation impacts, if any:
The city's proposed amendments are required to be in compliance with the state
mandate, which is to encourage alternative modes of transportation.
15. Public Services
a. Would the project result in an increased need for public services (for example: fire
protection, police protection, health care, schools, other)? If so, generally describe.
Not Applicable
b. Proposed measures to reduce or control direct impacts on public services, if any.
Not Applicable
16. Utilities
a. Circle utilities currently available at the site:
electricity, natural gas, water, refuse service, telephone, sanitary sewer, septic
system
other:
Please respond to all questions. Use separate sheets as necessary.
Applicant Responses:
b. Describe the utilities that are proposed for the project, the utility providing the
service, and the general construction activities on the site or in the immediate
vicinity which might be needed.
There is no proposed project at this time. This a non -project action to allow
infrastructure for electric vehicle. The two electric companies that provide service in
the Tukwila area are Puget Sound Energy and Seattle City Light.
(NON -PROJECT PROPOSALS (E.G., SUBURBAN PLANS AND
ZONING CODE TEXT CHANGES) MUST COMPLETE THE
FOLLOWING PAGES).
C. SUPPLEMENTAL SHEET FOR NON -PROJECT PROPOSALS
(do not use this sheet for project actions)
Because these questions are very general, it may be helpful to read them in
conjunction with the list of elements of the environment.
When answering these questions, be aware of the extent the proposal, or
the types of activities likely to result from the proposal, would affect the
item at a greater intensity or at a faster rate than if the proposal were not
implemented. Respond briefly and in general terms.
Please respond to all questions. Use separate sheets as necessary.
Agency Comments
Applicant Responses: Agency Comments
1. How would the proposals be likely to increase discharge to water; emissions
to air; production, storage, or release of toxic or hazardous substances; or
production of noise?
The proposed code amendments are to allow electric vehicle infrastructure within
the city of Tukwila as mandated by state law (house bill 1481). The purpose of the
state law is to encourage the transition to electric vehicle use and to expedite the
establishment of a convenient and effective electric vehicle infrastructure, which
will reduce emissions to air.
Proposed measures to avoid or reduce such increases are:
The transition to allow electric vehicles will help reduce emission to air.
Please respond to all questions. Use separate sheets as necessary.
Applicant Responses:
Agency Comments
2. How would the proposal be likely to affect plants, animals, fish, or marine
life?
The proposed code amendments will allow electric vehicle infrastructure and
establish development standards and review process for such infrastructure. No
impacts to plants, animals, fish or marine are anticipated from the proposed code
amendments.
Proposed measures to protect or conserve plants, animals, fish, or marine life
are:
Any infrastructure approved under the proposed code shall be required to show
compliance with the City's Sensitive Areas Code, which shall address any impacts
to plants, animals, fish or marine life.
3. How would the proposal be likely to deplete energy or natural resources?
Proposed measures to protect or conserve energy and natural resources are:
The proposed code amendments will encourage transition to electric cars, which
shall reduce the reliance on oil (a natural resource).
4. How would the proposal be likely to use or affect environmentally sensitive
areas or areas designated (or eligible or under study) for governmental
protection; such as parks, wilderness, wild and scenic rivers, threatened or
endangered species habitats, historic or cultural sites, wetlands, floodplains, or
prime farmlands?
No changes are proposed to the City's Sensitive Areas Ordinance.
Proposed measures to protect such resources or to avoid or reduce impacts are:
Any future charging stations or other infrastructure that is approved shall be required
to demonstrate compliance with the City's Sensitive Areas Ordinance.
Please respond to all questions. Use separate sheets as necessary.
Applicant Responses:
Agency Comments
5. How would the proposal be likely to affect land and shoreline use, including
whether it would allow or encourage land or shoreline uses incompatible with
existing plans? Proposed measures to avoid or reduce shoreline and land use
impacts are:
The proposed code amendments to allow electric vehicle infrastructure are
compatible with the existing plans. The zoning regulations and regualtions as
established by the Shoreline Master Program will help avoid or reduce the shoreline
impacts.
6. How would the proposal be likely to increase demands on transportation or
public service and utilities? Proposed measures to reduce or respond to such
demand(s) are:
The proposed code amendments will allow electric vehicle infrastructure and
establish process for approving such infrastructure. The proposed amendments will
not directly impact transportation or utilities, but if electric vehicle infranstructure is
built and the number of electric vehicles increases over time then there could be
additional demand for electricity. It is likely that if the demand for electricity
increases substantially alternative means of energy will be explored.
Please respond to all questions. Use separate sheets as necessary.
Applicant Responses:
7. Identify, if possible, whether the proposal may conflict with Local, State, or
Federal laws or requirements for the protection of the environment.
The code amendments are being proposed to be in compliance with the state
mandate (House Bill 1481). No changes are proposed to any environmental laws.
D. SIGNATURE
Under the penalty of perjury the above answers under ESA Screening Checklist and State
Environmental Policy Act Checklist are true and complete to the best of my knowledge. I
understand that the lead agency is relying on them to make its decision.
Signature: "
Date Submitted: 11 20 / 0
Agency Comments
Citi of J ufiwita
Department Of Community Development
AFFIDAVIT OF DISTRIBUTION
I, Minnie Dhaliwal HEREBY DECLARE THAT:
Project Name: Electric Vehicle Infrrastructure Code Amendments
Notice of Public Hearing
x
Determination of Non -Significance
Notice of Public Meeting
Mitigated Determination of Non -
Significance
Board of Adjustment Agenda
Packet
Determination of Significance &
Scoping Notice
Board of Appeals Agenda
Packet
Notice of Action
Planning Commission
Agenda Packet
Official Notice
Short Subdivision Agenda
Notice of Application
Shoreline Mgmt Permit
Notice of Application for Shoreline
Mgmt Permit
_
_
FAX To Seattle Times
Classifieds
Mail: Gail Muller Classifieds
PO Box 70 - Seattle WA
98111
Other:
Was mailed to each of the addresses listed/attached
on this _ 15 day of October in the year 2010
W:\USERS\TERIWFFIDAVIT OF DISTRIBUTION.DOC
Project Name: Electric Vehicle Infrrastructure Code Amendments
Project Number: P L 10 — o C—b -el v -oil
Mailing requested by:
Mailer's signature: 4,(A..„_—____P
W:\USERS\TERIWFFIDAVIT OF DISTRIBUTION.DOC
City of Tukwila
Washington
Ordinance No. a3 ay
AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF TUKWILA,
WASHINGTON, AMENDING SECTIONS OF TITLES 9, 18 AND 21 OF
THE TUKWILA MUNICIPAL CODE REGARDING ELECTRIC VEHICLE
INFRASTRUCTURE AND TO ADOPT REGULATIONS RELATED TO
ELECTRIC VEHICLE INFRASTRUCTURE; PROVIDING FOR
SEVERABILITY; AND ESTABLISHING AN EFFECTIVE DATE.
WHEREAS, during the 2009 session the Washington State Legislature passed
House Bill 1481 "HB 1481", an Act relating to electric vehicles, and the bill addressed
electric vehicle infrastructure including the structures, machinery, and .equipment
necessary and integral to support an electric vehicle, including battery charging stations,
rapid charging stations, and battery exchange stations; and
WHEREAS, the purpose of HB 1481 is to encourage the transition to electric vehicle
use and to expedite the establishment of a convenient and cost-effective electric vehicle
infrastructure that such a transition necessitates, and the Legislature agreed that the
development of a convenient infrastructure to recharge electric vehicles is essential to
increase consumer acceptance of these vehicles; and
WHEREAS, greenhouse gas emissions related to transportation constitute more
than 50 percent of all greenhouse gas emissions in the State of Washington; and
WHEREAS, the use of electricity from the Northwest as a transportation fuel instead
of petroleum fuels results in significant reductions in the emissions of pollutants,
including greenhouse gases, and reduces the reliance of the state on imported sources
of energy for transportation; and
WHEREAS, broad-based installation of new universally compatible charging stations
is intended to ensure that plug-in electric vehicles will be a viable alternative to gasoline -
powered vehicles; and
WHEREAS, RCW 35.63.126 requires the City of Tukwila to allow electric vehicle
infrastructure as a use in all areas except those zoned for residential or resource use or
critical areas by July 1, 2011; and
WHEREAS, most of the recharging for private electric vehicles will be done in
residential settings and, therefore, allowing electric vehicle infrastructure in these areas
W:\Word Processing\Ordinances\ Electric Vehicle Infrastructure.doc
MD:mrh Page 1 of 7
is in the public interest and will provide opportunities for Tukwila residents to have safe
and efficient personal electric charging stations located in their place of residence; as
businesses may want to install electric vehicle infrastructure to serve their customers
and employees, allowing this infrastructure in commercial and industrial areas is also in
the public interest; and
WHEREAS, pursuant to RCW 35.63.126, this ordinance proposes to amend
development regulations found in Tukwila Municipal Code Titles 9, 18 and 21 to allow
electric vehicle infrastructure; and
WHEREAS, on October 14, 2010, the City's State Environmental Policy Act (SEPA)
Responsible Official issued a Determination of Non -Significance on the proposed
amendments; and
WHEREAS, on October 28, 2010, the Tukwila Planning Commission, following
adequate public notice, held a public hearing to receive testimony concerning amending
the Tukwila Municipal Code and adopted a motion recommending the proposed
changes; and
WHEREAS, on February 1, 2011, the City was informed by the Washington State
Department of Commerce that it had met the Growth Management Act notice
requirements under RCW 36.70A.106; and
WHEREAS, on February 14, 2011, the Tukwila City Council, following adequate
public notice, held a public hearing to receive testimony concerning the
recommendations of the Planning Commission;
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF TUKWILA,
WASHINGTON, HEREBY ORDAINS AS FOLLOWS:
Section 1. Definition Added. A new definition is added to Tukwila Municipal Code
(TMC) Chapter 18.06 to read as follows:
"Battery charging station" means an electrical component assembly or cluster of
component assemblies designed specifically to charge batteries within electric vehicles
and that meets or exceeds any standards, codes, and regulations set forth by chapter
19.28 RCW and is consistent with rules adopted under RCW 19.27.540.
Section 2. Definition Added. A new definition is added to TMC Chapter 18.06 to
read as follows:
"Battery exchange station" means a fully automated facility that will enable an
electric vehicle with a swap -able battery to enter a drive lane and exchange the
depleted battery for a fully charged battery through a fully automated process that
meets or exceeds any standards, codes, and regulations set forth by chapter 19.27
RCW and is consistent with rules adopted under RCW 19.27.540.
Section 3. Definition Added. A new definition is added to TMC Chapter 18.06 to
read as follows:
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"Charging levels" means the standardized indicators of electrical force, or voltage, at
which an electric vehicle's battery is recharged. The terms "Level 1, 2, and 3" are the
most common EV charging levels and include the following specifications:
1. Level 1 is considered slow charging.
2. Level 2 is considered medium charging.
3. Level 3 is considered fast or rapid charging.
Section 4. Definition Added. A new definition is added to TMC Chapter 18.06 to
read as follows:
"Electric vehicle" means any vehicle that operates, either partially or exclusively, on
electrical energy from the grid, or an off -board source, that is stored on -board for motive
purpose. "Electric vehicle" includes: (1) a battery electric vehicle; (2) a plug-in hybrid
electric vehicle; (3) a neighborhood electric vehicle; and (4) a medium -speed electric
vehicle.
Section 5. Definition Added. A new definition is added to TMC Chapter 18.06 to
read as follows:
"Electric vehicle charging station" means a public or private parking space that is
served by battery charging station equipment that has as its primary purpose the
transfer of electric energy (by conductive or inductive means) to a battery or other
energy storage device in an electric vehicle
Section 6. Definition Added. A new definition is added to TMC Chapter 18.06 to
read as follows:
"Electric vehicle charging station—restricted" means an electric vehicle charging
station that is (1) privately owned and has restricted access (e.g., single-family home,
executive parking, designated employee parking) or (2) publicly owned and restricted
(e.g., fleet parking with no access to the general public).
Section 7. Definition Added. A new definition is added to TMC Chapter 18.06 to
read as follows:
"Electric vehicle charging station—public" means an electric vehicle charging station
that is (1) publicly owned and publicly available (e.g., Park & Ride parking, public library
parking lot, on -street parking) or (2) privately owned and publicly available (e.g.,
shopping center parking, non -reserved parking in multi -family parking lots).
Section 8. Definition Added. A new definition is added to TMC Chapter 18.06 to
read as follows:
"Electric vehicle infrastructure" means structures, machinery, and equipment
necessary and integral to support an electric vehicle, including battery charging stations,
rapid charging stations, and battery exchange stations.
Section 9. Definition Added. A new definition is added to TMC Chapter 18.06 to
read as follows:
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"Electric vehicle parking space" means any marked parking space that identifies the
use to be exclusively for the parking of an electric vehicle.
Section 10. Definition Added. A new definition is added to TMC Chapter 18.06 to
read as follows:
"Rapid charging station" means an industrial grade electrical outlet that allows for
faster recharging of electric vehicle batteries through higher power levels and that
meets or exceeds any standards, codes, and regulations set forth by chapter 19.28
RCW and is consistent with rules adopted under RCW 19.27.540.
Section 11. New Regulations Established. New regulations regarding electric
vehicle parking, to be codified at TMC Section 9.28.037, are hereby adopted to read as
follows:
9.28.037 Electric Vehicle Parking. The following regulations apply to
enforcement of non -electric vehicles that park in electric vehicle charging station
spaces and for electric vehicles parked out of compliance with posted days and hours
of charging operation. These regulations are applicable for electric vehicle charging
station spaces that are publicly accessible (e.g., on -street parking, municipal garages,
park-and-ride Tots, shopping centers etc.). Signage regulations for enforcement are
included in Title 18, Chapter 18.56, Off -Street Parking and Loading Regulations.
1. Electric vehicle charging stations are reserved for parking and charging
electric vehicles only.
2. Electric vehicles may be parked in any space designated for public parking
subject to the restrictions that would apply to any other vehicle that would park in that
space.
3. When a sign authorized under Tukwila Municipal Code Chapter 18.56
provides notice that a space is a designated electric vehicle charging station, no person
shall park or stand any non -electric vehicle in a designated electric vehicle charging
station space. Any non -electric vehicle is subject to fine or removal.
4. Any electric vehicle in a designated electric vehicle charging station space
and not electrically charging, or parked beyond the days and hours designated on
regulatory signs posted at or near the space, shall be subject to a fine and/or removal.
For purposes of this subsection, "charging" means an electric vehicle is parked at an
electric vehicle charging station and is connected to the charging station equipment.
5. Upon adoption by the City of Tukwila, the City engineer shall cause
appropriate signs and marking to be placed in and around electric vehicle charging
station spaces, indicating prominently thereon the parking regulations. The signs shall
define time limits and hours of operation, as applicable, shall state that the parking
space is reserved for charging electric vehicles and that an electric vehicle may only
park in the space for charging purposes. Violators are subject to a fine and/or removal
of their vehicle.
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6. Violations of this section shall be punishable as infractions. Punishment shall
be by a fine not to exceed the fine prescribed in accordance with Tukwila Municipal
Code Section 9.28.040. Each day such violation is committed shall constitute a
separate offense and shall be punishable as such. Any commissioned police officer or
Tukwila Police Department volunteer authorized by the Police Chief or other designated
law official in the manner and subject to the requirements of TMC Section 9.20.090 is
authorized to issue electric vehicle parking infractions.
7. In addition to a fine, a vehicle left parked or standing in violation of TMC
Section 9.28.037, upon a publicly accessible electric vehicle charging space that is
appropriately marked and posted, is subject to being removed from the charging space
by any commissioned police officer or Tukwila Police Department volunteer authorized
by the Police Chief or other designated law official in the manner and subject to the
requirements of TMC Section 9.20.090.
Section 12. New Regulations Established. New regulations regarding charging
station locations, to be codified at TMC Section 18.50.140, are hereby adopted to read
as follows:
18.50.140 Charging Station Locations. Level 1 and Level 2 charging stations are
allowed as an accessory use in the predominantly residential zones LDR, MDR and
HDR. Level 1 and Level 2 charging stations are allowed as a permitted use in all other
zones. Level 3 charging stations, battery exchange stations, and rapid charging
stations are allowed as a permitted use in all zones that allow other automotive services
such as gas stations, and are allowed as an accessory use in all other zones.
Section 13. New Regulations Established. New regulations regarding electric
vehicle charging station spaces, to be codified at TMC Section 18.56.135, are hereby
adopted to read as follows:
18.56.135 Electric Vehicle Charging Station Spaces.
A. Applicability. Regulations are applicable to all parking lots or garages, except
those that include restricted electric vehicle charging stations.
B. Number of stations. No minimum number of charging station spaces is
required.
C. Minimum Parking Requirements. An electric vehicle charging station space
may be included in the calculation for minimum required parking spaces that are
required pursuant to other sections of this chapter.
D. Location and Design Criteria. The provision of electric vehicle parking will vary
based on the design and use of the primary parking lot. The following required and
additional locational and design criteria are provided in recognition of the various
parking lot layout options.
1. Where provided, parking for electric vehicle charging purposes is required to
include the following:
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a. Signage. Each charging station space shall be posted with signage
indicating the space is only for electric vehicle charging purposes. Days and hours of
operation shall be included if time limits or tow away provisions are to be enforced.
Refer to the Manual on Uniform Traffic Control Devices for electric vehicle and parking
signs (and as depicted in Exhibit A).
b. Maintenance. Charging station equipment shall be maintained in all
respects, including the functioning of the charging equipment. A telephone number or
other contact information shall be provided on the charging station equipment for
reporting when the equipment is not functioning or when other problems are
encountered.
c. Accessibility. Where charging station equipment is provided within an
adjacent pedestrian circulation area, such as a sidewalk or accessible route to the
building entrance, the charging equipment shall be located so as not to interfere with
accessibility requirements of WAC 51-50-005.
d. Lighting. Where charging station equipment is installed, adequate site
lighting shall exist, unless charging is allowed during daytime hours only.
2. Charging station spaces for electric vehicles should also consider the
following signage information:
a. Information on the charging station, identifying voltage and amperage
levels and any time of use, fees, or safety information.
b. Installation of directional signs at the parking lot entrance and at
appropriate decision points to effectively guide motorists to the charging station
space(s). Refer to the Manual on Uniform Traffic Control Devices for electric vehicle
and directional signs (and as depicted in Exhibit A).
Section 14. Ordinance Nos. 2173 §1 and 1331 §10, as codified at TMC Section
21.04.080, are hereby amended to read as follows:
21.04.080 Categorical exemptions and threshold determinations - Adoption by
reference. The City adopts the following sections of WAC Chapter 197-11 and RCW
43.21C.410, as now existing or as may be amended hereafter, by reference as
supplemented in this chapter:
WAC 197-11-300 Purpose of this part
WAC 197-11-305 Categorical exemptions
WAC 197-11-310 Threshold determination required
WAC 197-11-315 Environmental checklist
WAC 197-11-330 Threshold determination process
WAC 197-11-335 Additional information
WAC 197-11-340 Determination of Non -Significance (DNS)
WAC 197-11-350 Mitigated DNS
WAC 197-11-355 Optional DNS process
WAC 197-11-360 Determination of Significance (DS)/initiation of scoping
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WAC 197-11-390 Effect of threshold determination
RCW 43.21 C.410 Battery charging and exchange station installation
Section 15. Severability. If any section, subsection, paragraph, sentence, clause
or phrase of this ordinance or its application to any person or situation should be held to
be invalid or unconstitutional for any reason by a court of competent jurisdiction, such
invalidity or unconstitutionality shall not affect the validity or constitutionality of the
remaining portions of this ordinance or its application to any other person or situation.
Section 16. Effective Date. This ordinance or a summary thereof shall be
published in the official newspaper of the City, and shall take effect and be in full force
and effect five (5) days after passage and publication as provided by law.
PASSED BY THE CITY COUNCIL F THE CITY OUKWILA, WASHINGTON, at
a Regular Meeting thereof this day of e b fila! ul , 2011.
ATTEST/AUTHENTICATED:
r
Christy O'Flah'rty, City Clerk
APPROVE
aggerto�f or
BY:
Shelley M. Kers, City Attorney
Filed with the City Clerk: D-/ 641
Passed by the City Council: a - -1 1
Published: 2,-(a-/)
Effective Date: 3-5--n
Ordinance Number: a y
Attachment: Exhibit A — Electric Vehicle Charging Station Signage
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Page 7 of 7
18.56.235.1.a. Examples of charging station signage.
12"x12"
12" x 18"
11111 HOUR
CHARGING
7AM ro 6PM
12" x 18"
Exhibit A
18.56.235.2.b. Examples of electric vehicle charging station directional signage.
12"x12"
12"x6"
nVIA,k
12"x12"
r
W:\Word Processing\Ordinances\ Electric Vehicle Infrastructure — Exhibit A.doc
MD:mrh
12" x 6"
Page 1 of 1
City of Tukwila Public Notice of Ordinance Adoption for Ordinances 2323-2325.
On February 22, 2011 the City Council of the City of Tukwila, Washington, adopted the
following ordinances the main points of which are summarized by title as follows:
Ordinance 2323: AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF
TUKWILA, WASHINGTON, REPEALING ORDINANCE NO. 1917 §1, AS CODIFIED AT
TUKWILA MUNICIPAL CODE CHAPTER 5.20, "CERTAIN GAMBLING ACTIVITIES
PROHIBITED"; PROHIBITING SOCIAL CARD ROOMS CONDUCTED AS A
COMMERCIAL STIMULANT EFFECTIVE JANUARY 1, 2016; AMENDING
ORDINANCE NO. 1809 §1 (PART) AS CODIFIED AT TUKWILA MUNICIPAL CODE
SECTION 3.08.080 "PAYMENT OF TAX — PENALTY FOR LATE PAYMENTS";
TERMINATING THE MORATORIUM ESTABLISHED BY ORDINANCE NO. 2279 AND
EXTENDED BY ORDINANCE NO. 2307; PROVIDING FOR SEVERABILITY; AND
ESTABLISHING AN EFFECTIVE DATE.
Ordinance 2324: AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF
TUKWILA, WASHINGTON, AMENDING SECTIONS OF TITLES 9, 18 AND 21 OF THE
TUKWILA MUNICIPAL CODE REGARDING ELECTRIC VEHICLE INFRASTRUCTURE
AND TO ADOPT REGULATIONS RELATED TO ELECTRIC VEHICLE
INFRASTRUCTURE; PROVIDING FOR SEVERABILITY; AND ESTABLISHING AN
EFFECTIVE DATE.
Ordinance 2325: AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF
TUKWILA, WASHINGTON, REPEALING ORDINANCE NOS. 639 §2 AND 2046 §1, AS
CODIFIED AT TUKWILA MUNICIPAL CODE 2.38.020, REGARDING LAW
ENFORCEMENT OFFICERS AND CITY POLICE OFFICERS; PROVIDING FOR
SEVERABILITY; AND ESTABLISHING AN EFFECTIVE DATE.
The full text of this ordinance will be provided upon request.
Christy O'Flaherty, CMC, City Clerk
Published Seattle Times: February 28, 2011
Department of Community Development
City Council Public hearing
February 14, 2011
Electrical Vehicle Infrastructure Code
EV Infrastructure
• HB 1481 Laws of 2009 Regarding Electric
Vehicles- Codified in the GMA as RCW
36.70A.695.
• All cities and counties "must allow electric vehicle
infrastructure (or battery charging stations) as a use in all
areas except those zoned for residential or resource use or
critical areas."
• Purpose: encourage the transition to electric vehicle use and
expedite the establishment of cost effective EV
infrastructure.
• Create a consistent regulatory framework that would help
the EV industry grow across Washington State.
IIII .
EV Infrastructure
Level 3 Charging and Battery Exchange Stations
Charge NW distributors for
Coulomb Technologies
Electric Vehicles are Here, More are Coming
• 2010 -10 major auto
manufacturers with 10
production models
• 2012 - over 20
production models
available
• Industry Consensus - 3
Million Plug-in Cars in
use by 2015 worldwide
BMW Mini E
Citroen C -Zero Fisker Karma
Ford Transit Connect Daimler Smart EV Nissan Leaf
Hyundai i10
Toyota Prius
GM Chevrolet Volt
BYD F3DM
Ford Focus EV
Mitsubishi iMiEV
ChargePoint Network
Coulomb Technologies ChargePoint® Network
Service Station
Levet III
Rest Stop
Level III
Curbside
Level I Et II
Taxi Fleet
Levet 111
Postal Fleet
Level 11
Workplace
Level II
Home
Levet 11
ChargePoint Installations
ChargePoint Install Options
Pole Mount
Wall Mount
Bollard
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NORTHWEST
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k'4 Project
Charging Infastructure Locations
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• 8,300 Electric Vehicles
• 15,000 charging stations
• 16 metro areas in six
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NORTH AMERICA
EV Infrastructure
For all areas except those zoned for residential,
resource use or critical areas:
July 2010 -Allow EV Infrastucture
Cities: Arlington, Bellevue. Bothell, Des Moines. DuPont, Everett
t Federal Way, Fife, Issaquah, Kent, Kirkland, Lacey, Lakewood, Lynnwood,
amine, area Marysville. Mercer Island. Milton. Mountlake Terrace, Olympia. Redmond.
1 mile buffer ym p
Renton. Sea Tac. Seattle. Shoreline. Tacoma, Tumwater
Coumies: IGng, Pierce, Snohomish, and Thurston, within a cnemile
buffer of 1-5 , 1-405, SR 520 and 1-90
' July 2011 -Allow EV Infrastucture
Cities: All does In Kang, Pierce. Snohomish and Thurston counties
hMg'. area inge bullar adjacent to 1.5. 1.90, 1-405 and SR -520 under 20,000 population.
and all cities In the rest of the state adjacent to 1-5 and 1-90.
Counties: Adams. Clark. Cowlitz. Grant. Krtbtas, Lebis, Lincoln, Skagit.
Spokane and Whatoom, within a 1 mile butter of 1-5 end 1-90
July 2011 -Allow Battery Charging Stations
L
1- — i Remainder of cues and county unincorporated areas
ones =rites In Washington State
cities
cities
Proposed Level 2 Electric Vehicle Charging Sites for 2011
King County, C-7 NewEnergy Partnership, Charge NW & City of Seattle
September 20, 2010
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EVI Model Ordinance -
July 2010 Model Ordinance
includes: Model ordinance
language, guidance, and
example code sections
including Definitions,
Vehicles and Traffic, Zoning,
Streets, Sidewalks, Public
Places, etc.
Electric Vehicle Infrastructure
ciur
EV infrastructure
The model development regulations and
guidance are written so that individual
sections can be tailored to the particular
needs and characteristics of a community,
while still providing cross jurisdictional
consistency for some standards.
EV infrastructure
At a minimum Tukwila must adopt:
• Definitions related to EV infrastructure
• Specify in what zones to allow it and
under what conditions
• Additional regulations to ensure usable
and effective infrastructure.
EV infrastructure
Proposed -Amendments:
1. Definitions of various types of infrastructure.
2. Enforcement of electric vehicle parking spaces.
3. Allowing Level 1 and Level 2 charging stations as an
• Accessory use in LDR, MDR and HDR zones.
• Permitted use in all other zones
4. Allowing Level 3 charging stations, battery exchange stations and rapid
charging stations in all zones that currently allow gas stations -NCC, RC,
RCM, TUC, C/LI, LI, HI, MIC/L, MIC/H, TVS and TSO; and accessory use in
all other zones.
5. Amendments to parking chapter to allow EV parking to be counted towards
minimum parking requirements and have locational, signage, accessibliity
and lighting standards.
6. Add State Law reference related to exemptions to SEPA chapter.
EV infrastructure
Community Affairs and Parks Committee
Section 4: Check to see if there is a distinction between neighborhood
electric vehicles and medium -speed electric vehicles.
Section 5: Delete the last line from the definition of electric vehicle
charging station
Section 11: Check with the Police Department to see if the
enforcement of electric vehicle parking regulations could be
extended to spaces located on private property, similar to
enforcement of handicap accessible parking regulations.
Section 12: Allow Level 3 charging stations as an accessory use in all
other zones where not previously listed.
EV infrastructure
Any other questions??
Electric Vehicle Infrastructure
JULY 2010
Model Ordinance, Model Development Regulations, and Guidance Related to
Electric Vehicle Infrastructure and Batteries per RCW 47.80.090 and 43.31.970
Department of Commerce Puget Sound Regional Council
Innovation is in our nature.
PSRC
TECHNICAL ADVISORY COMMITTEE MEMBERS
The following people were members of the technical advisory committee and contributed to the preparation of this report:
Ivan Miller, Puget Sound Regional Council, Co -Chair
Gustavo Collantes, Washington Department of Commerce, Co -Chair
Dick Alford, City of Seattle, Planning
Ray Allshouse, City of Shoreline
Ryan Dicks, Pierce County
Jeff Doyle, Washington State Department of Transportation
Mike Estey, City of Seattle, Transportation
Ben Farrow, Puget Sound Energy
Rich Feldman, Ecotality North America
Anne Fritzel, Washington Department of Commerce
Doug Griffith, Washington Labor and Industries
David Holmes, Avista Utilities
Stephen Johnsen, Seattle Electric Vehicle Association
Ron Johnston -Rodriguez, Port of Chelan
Bob Lloyd, City of Bellevue
Dave Tyler, City of Everett
CONSULTANT TEAM
Anna Nelson, Brent Carson, Katie Cote — GordonDerr LLP
Dan Davids, Jeanne Trombly, Marc Geller — Plug In America
Jim Helmer — LightMoves
Funding for this document provided in part by member jurisdictions, grants from U.S. Department of Transportation, Federal
Transit Administration, Federal Highway Administration and Washington State Department of Transportation. PSRC fully
complies with Title VI of the Civil Rights Act of 1964 and related statutes and regulations in all programs and activities. For more
information, or to obtain a Title VI Complaint Form, see http://www.psrc.org/about/public/titlevi or call 206-464-4819. Sign
language, and communication material in alternative formats, can be arranged given sufficient notice by calling 206-464-7090.
TDD\TTY: 206-464-5409.
This is an ARRA Funded Project, and was supported by Grant No. DE-EE0000849 awarded by US Department
of Energy (USDOE). Points of view in this document do not necessarily represent the official position or
policies of the US Department of Energy. Grant funds are administered by the Energy Policy Division,
Washington State Department of Commerce.
For additional copies of this document please contact:
Cover photo: Nissan Leaf
Puget Sound Regional Council • Information Center
1011 Western Avenue, Suite 500 • Seattle, WA 98104-1035
206-464-7532 • fax 2o6-587-4825 • info@psrc.org • www.psrc.org
Washington Department of Commerce • Energy Policy Division
1011 Plum Street SW • Olympia, WA 98504-2525
360-725-3000 • www.commerce.wa.gov
PREPARED WITH ASSISTANCE FROM:
GordonDerr Plug In
ATTORNEYS AT LAW'''.
Land Matters , America.
LightMoves
Table of Contents
Summary 3
Introduction 5
The Purpose of These Model Provisions 7
Identification of Existing Codes 8
State Law 8
Relationship to Other Codes and Standards 9
Section 1. Model Ordinance 11
Section 2. Model Development Regulations and Guidance 15
Chapter 1. Definitions 16
Chapter 2. Vehicles and Traffic 20
Chapter 3. Zoning 22
Chapter 4. Streets, Sidewalks, and Public Places 28
Chapter S. SEPA 32
Chapter 6. State Battery, Building, and Electrical Provisions 33
Section 3. Resources 37
Resource Documents 37
Glossary of Terms 40
Footnotes 42
Appendices (under separate cover)
Appendix A. House Bill 1481 as Codified in Revised Code of Washington
Appendix B. Model Installation Guides for Charging Stations
Appendix C. Model Electric Vehicle Charging Station Installation Checklist
Appendix D. Research Memoranda
Model Development Regulations and Guidance 1
Summary
Model Ordinance, Model Development Regulations, and Guidance Related to
Electric Vehicle Infrastructure and Batteries per RCW 47.80.090 and 43.11.970
Electric vehicles and electric vehicle charging stations are coming to Washington State. In 2009 the
Washington State Legislature recognized this as both an economic and environmental priority and with the
support of the Governor, enacted a new law designed to encourage electric vehicles.
To create a consistent regulatory framework that would help this industry grow across Washington State, the
legislature required the Puget Sound Regional Council and Department of Commerce to develop guidance
for local governments.
To meet this requirement, the Puget Sound Regional Council and Department of Commerce formed a
broad-based technical advisory committee made up of local governments, charging equipment vendors,
utilities, ports, state agencies, and consumer interests.
The state's new electric vehicle law requires that all local governments in Washington State allow electric
vehicle charging stations in most of their zoning categories. Allowing charging stations creates the need to
address a number of issues beyond zoning. These include on -street and off-street signage, charging station
design standards, parking enforcement, accessibility for all users, SEPA exemptions, and more. These issues
are addressed in this document.
The guidance includes the following:
• A discussion of the context within which charging stations are provided (Introduction).
• A model ordinance (Section 1).
• Model development regulations and, for topics where regulations may not be required or standards do
not yet exist, information that is provided as guidance (Section 2).
• A set of resource documents and glossary (Section 3).
• Under a separate cover, the guidance includes a set of appendices that include templates, checklists, and
research findings.
By addressing topics beyond allowed uses and zoning, the guidance provides options for local governments
that want to go further than the minimum to support an efficient roll-out of electric vehicles and electric
vehicle charging stations in their jurisdiction.
Model Development Regulations and Guidance 3
Introduction
In 2009 the Washington State Legislature passed and the Governor signed into law House Bill 1481 an Act
relating to electric vehicles' The law addresses electric vehicle infrastructure which are defined as the struc-
tures, machinery, and equipment necessary and integral to support an electric vehicle, including battery
charging stations, rapid charging stations, and battery exchange stations.
The purpose of the law is to encourage the transition to electric vehicle use and to expedite the establish-
ment of a convenient and cost-effective electric vehicle infrastructure that such a transition necessitates.
The Legislature agreed that the development of a convenient infrastructure to recharge plug-in electric
vehicles is essential to increase consumer acceptance of these vehicles.
As the state agency with expertise in land use and electric vehicle infrastructure, Section 18 of HB 1481 (cod-
ified as RCW 43.31.970) requires the Washington State Department of Commerce (Commerce) to distribute
to local governments model ordinances, model development regulations, and guidance for local govern-
ments for siting and installing electric vehicle infrastructure, in particular battery charging stations, and for
appropriate handling, recycling, and storage of electric vehicle batteries and equipment.
The law requires that local government development regulations allow electric vehicle infrastructure as a
use in all zones except those zoned for residential, resource, or critical areas. This guidance extends the per-
mitted use to these zones as well, although with some restrictions and limitations. The requirements apply
to local jurisdictions as follows:
By July 1, 2010, municipalities greater than 20,000 in population in King County that are adjacent to Inter-
state 5, Interstate 90, Interstate 405, or State Route 520, and all municipalities adjacent to 1-5 in Pierce,
Snohomish and Thurston Counties, must allow electric vehicle infrastructure (these municipalities are
shown in red on the map on the following page).
By July 1, 2011, municipalities less than 20,000 in population in King County that are adjacent to these
freeways, and all municipalities statewide adjacent to 1-5 and 1-90 statewide, are required to allow electric
vehicle infrastructure (shown in yellow).
• The remaining municipalities across the state are required to allow battery charging stations by July 1, 2011
(shown in green).
• For unincorporated county lands, the law imposes similar 2010 and 2011 deadlines for electric vehicle in-
frastructure, but only within a 1 -mile buffer around these freeways (shown in red and yellow hatch -marks).
For battery charging stations, the entire area of the county is affected — except those zoned for residen-
tial, resource, or critical areas — by 2011.
For both cities and counties, the law allows jurisdictions to adopt incentives programs as well as other devel-
opment regulations that do not have the effect of precluding the siting of electric vehicle infrastructure in
areas where that use is allowed.
Comment: For the jurisdictions required to allow electric vehicle infrastructure, the definition includes
Battery Charging Stations (referred to as Level 1, Level 2, and Rapid charging), Rapid Charging Stations
(referred to as Level 3 or Fast charging), and Battery Exchange Stations. For the jurisdictions required to
allow Battery Charging Stations, the definition does not include Battery Exchange Stations (see Section
2, Chapter 1: Definitions).
Model Development Regulations and Guidance 5
Figure 1. Electric Vehicle Infrastructure Requirements for Cities and Towns (per RCW 35.63.126, 35A.63.107,
36.70A.695) and for Counties (per RCW 36.70.695, 36.70A.695, 35.63.127)
Snoh
King
Thurston
Pierce
For all areas except those zoned for residential,
resource use or critical areas:
Mc July 2010 -Allow EV Infrastucture
Cities: Arlington Bellevue. Barnett Des Manes. DuPont. Everett
1 I Federal My Fife Issaquah. Kent Kirkland'Lecey, Lakewood, Lynnwood,
hare MM. arca
Marysville Mercer Island. Milton, Mountlake Terrace. Olympia Redmond,
t core buaer Renton Sea Tac Seattle Shoreline, Tacoma, Tumwater
Counties. i4ng. Pierce. Snohonnish. and Thurston. within a one -mile
buffer 01-5 , 4405, SR 5:0 and 1-90
• July 2011 -Allow EV Infrastucture
carr
cin
1 Cities: Al Maes in Kin Pierce. Snohomish and Thurston counties
umrc. urs adiacem to 1.5, 490. 1.405 and SR -520 Under 20000 population,
1"1° ba" and all citiesin the rest of the state adjacent to 1.5 and 490.
Counties: Adams Clark Cowlitz Grant tonnes Lewis, Lincoln. Skagit.
Spokane and N,hatoom. within a 1 mile buffer 011-5 and I-90
July 2011 -Allow Battery Charging Stations
I T— Remainder of cities and county a incorporated seas
roma. In N6shlington State
An additional requirement under Section 7 (codified as RCW 43.19.648) is that by June 2015 local govern-
ments and state agencies must satisfy 100% of their fuel usage for operating publicly owned vessels,
vehicles, and construction equipment from electricity or biofuel, to the extent determined practicable by
rules adopted by Commerce (RCW 43.325.080). An interim requirement of 40% is set for state agencies for
June 2013. Commerce has not yet initiated this rulemaking; however, Commerce is considering strategies to
implement Section 7 as part of the State Energy Strategy (SES) update currently underway.'
To assist local jurisdictions in meeting the requirements set for them under the law, Section 2 (codified as
RCW 47.80.090) requires that the Puget Sound Regional Council, in collaboration with representatives from
the Department of Ecology, the Department of Commerce, local governments, and the Office of Regulatory
Assistance, seek federal or private funding for the planning for, deployment of, or regulations concerning
electric vehicle infrastructure. In particular, Section 2 of 47.80.090 includes the development of model ordi-
nances and guidance for local governments for siting and installing electric vehicle infrastructure, in particu-
lar battery charging stations, and appropriate handling, recycling, and storage of electric vehicle batteries
and equipment. When completed, PSRC is to submit the guidance to the state legislature, local jurisdictions
within its jurisdiction, and to Commerce for distribution statewide.
In the fall of 2009, Commerce identified Energy Efficiency Community Block Grant (EECBG) funds to be-
gin planning for deployment of and regulations for electric vehicle infrastructure. With the assistance of a
consultant team, a Technical Advisory Committee representative of key stakeholders and jurisdictions from
across the state (see inside of front cover for a list of committee members), and input from a broader set of
6 Model Development Regulations and Guidance
public and private entities in the electric vehicle industry and state agencies including the Department of
Transportation, Department of Ecology, State Building Code Council, and Labor & Industries, PSRC and Com-
merce prepared model guidance. The model ordinance, model development regulations, and guidance is
written so that individual sections can be lifted out and modified to suit local government needs while still
meeting the requirements of the new law.
The Purpose of These Model Provisions
Several car manufacturers are preparing to commercialize electric -drive vehicle models. By 2012, an esti-
mated 10 to 12 models of highway capable electric vehicles (EVs) will be available to consumers. Electric
vehicle infrastructure (EVI) is necessary to serve this growing consumer base, and HB 1481 recognizes this
need by requiring that local governments allow EVI. A review of local government codes indicates that there
does not currently seem to be prohibitions to EVI. However, there is a need for local governments to adopt
regulations to provide for consistency in the installation of EVI across the state to assist in quicker transition
to electric vehicle use. In addition to development regulations, local governments may want to consider the
use of guidance documents and other written materials that explain EVs and EVI (see Appendix B. Model
Installation Guides for Charging Stations).
To assist local governments in meeting the purpose and requirements of the new law, the model provisions
in this document include three key sections. These sections, and the use of "Comments"within each of
these sections, are explained further below.
• Model Ordinance (Section 1). This section provides language that jurisdictions may include in their
adopting ordinances for electric vehicle infrastructure. This language can be used unchanged or may be
modified to suit local government needs. The model ordinance includes "Whereas" findings for both "fully
planning" and "partially planning" jurisdictions.'
• Model Development Regulations and Guidance (Section 2). These regulations and guidance include
and build on provisions in statute (see Appendix A for where the sections of HB 1481 have been codified
in the RCW). The model regulations and guidance are summarized in Table 1 and include regulations that
are designed to ensure that a local jurisdiction is consistent with the required provisions in RCW. In some
cases, they include options which jurisdictions may choose to include in their development regulations
that provide for additional allowance of EVI (for example, allowing for EVI in areas including those zoned
for residential and some critical areas).
Table 1. Suggested Model Regulations and Guidance
CHAPTER
REGULATION
EV and EVI related terms
GUIDANCE
Definitions
None
Vehicles and Traffic
EV Enforcement
None
Zoning
Allowed Uses
Off-street Parking Design
Accessibility
Off-street Signage
Street, Sidewalks and Public Places
On -street Parking Design
On -street Signage
Buildings and Utilities
None
Battery Recycling and Handling
State EVI Rules
SEPA
Categorical exemptions
None
Model Development Regulations and Guidance
7
• Comments. The guidance also includes a variety of comments that provide supporting information and
serve as a resource to local government for consideration in the adoption of development regulations and
guidance for EVI. The comments generally provide information as to why the model development regula-
tion and/or guidance are necessary and what the source is (e.g., best practice or regulation from another
jurisdiction which has EVI).
• Resources (Section 3). This section contains a listing of all the supporting resource documents, a
glossary of terms, and the footnotes.
• Appendices. These support the model ordinance, model development regulations, and guidance.
It includes the research documents, including a code compilation and listing of practices for local, re-
gional, and state agencies identified from the code compilation, interview results, battery research, and
a web -based EV driver survey. Appendix B includes EVI Model Installation Guides for single family and
commercial parking lots that local jurisdictions can use at their permit counters.
Identification of Existing Codes
The consultant team researched codes, ordinances, incentives, state laws, standards, white papers, and
other guiding documents from past efforts of jurisdictions and other agencies across the country, as well
as some international, national, and local jurisdictions. The task included examining the known universe of
ordinances, regulations, and guidance and evaluating which aspects of the research would be most useful
for inclusion in the models and guidance.4 Part of this research also included identification of those codes
that would provide the highest value for follow-up with agencies to discuss and document best practices
and lessons learned.' Once this research was completed, PSRC and Commerce convened a meeting with
a Technical Advisory Committee to review the results of the research and begin the process of identifying
what to include in the model ordinance, model development regulations, and guidance. The TAC included
representatives of local governments, charging station vendors, utilities, state agencies, ports, and consumer
groups working on deployment of electric vehicles in Washington State.
State Law
The consultant team also assessed any unique provisions of planning laws and regulations in states or
provinces identified from the document research described above and compared them to Washington's
planning statutes. This assessment included identification of any necessary adaptations statewide, given
Washington's planning statutes. Based on a review of the documents, the consultant team concluded that
none of the adopted or draft codes poses major conflicts with Washington planning statutes, such as the
various planning enabling acts (including the Growth Management Act (GMA), and the State Environmental
Policy Act (SEPA). However, as discussed, these statutes contain procedural requirements for the adoption of
development regulations.
Growth Management Act
The legislation applies to all local governments in Washington State, including those planning under
Washington's GMA, and those planning under other statutes. For GMA "Fully Planning" jurisdictions, the
development regulations must be consistent with its comprehensive plan 6 and therefore GMA's procedural
requirements for comprehensive plans may affect the timing of a jurisdiction's adoption of development
regulations for EVI.
8 Model Development Regulations and Guidance
Local governments planning under GMA should ensure that their comprehensive plans include policies that
support the adoption of the proposed regulations. EVI considerations could affect several different elements
of the comprehensive plan, including land use, capital facilities, utilities, and transportation. If the compre-
hensive plan already includes such policies or the policies are broadly stated to support EVI, the jurisdiction
can adopt the proposed regulations at any time. However, if the comprehensive plan does not include
such policies, the plan may need to be amended before the adoption of development regulations. Because
the GMA generally allows comprehensive plan amendments to be adopted only once a year,' jurisdictions
should plan ahead and evaluate the need for a comprehensive plan amendment well in advance of the
adoption of development regulations for EVI.
In the situation where a jurisdiction wishes to implement the regulations outside the annual cycle, GMA
allows amendments or revisions whenever an emergency exists or to resolve an appeal.8 It is possible that
an amendment outside the regular annual cycle could be justified by an "emergency" need to ensure
consistency between the comprehensive plan, development regulations, and the requirements imposed
by RCW 36.70A.695. In declaring such an emergency, the jurisdiction should be sure to adopt findings
explaining the reasons for its declaration.
State Environmental Policy Act
SEPA requires state and local agencies to give proper consideration to environmental matters before taking
major actions. If the initial environmental review of a proposed action (the "threshold determination") indi-
cates that the action will have probable and significant adverse environmental impacts, a detailed environ-
mental impact statement (EIS) must be prepared.9 SEPA's procedural requirements, including the require-
ment to prepare a threshold determination, apply to "proposals for legislation and other major actions."t0
"Actions" include "[n]ew or revised agency rules, regulations, plans, policies, or procedures."" Thus, before
adopting development regulations for EVI, jurisdictions must first prepare a threshold determination under
SEPA. Given the limited scope of the suggested model regulations and anticipated minor impacts associ-
ated with the adoption of such regulations, SEPA review would not likely require the preparation of an EIS.
Rather, it is anticipated jurisdictions would complete a non -project SEPA checklist that results in a Determi-
nation of Non -Significance or Mitigated Determination of Non -Significance.
It should also be noted that SEPA amendments (RCW 43.21C.410) provide that battery charging stations and
battery exchange stations will not lose their categorically exempt status under the SEPA rules as a result of
their being part of a larger proposal. This amendment regarding exemption status will be relevant when
jurisdictions review proposals to construct projects that include battery charging stations and battery ex-
change stations. Model development regulations are provided in this document in regard to this categorical
exemption (see Section 2, Chapter 5: SEPA).
Relationship to Other Codes and Standards
As noted above, the model ordinance, model development regulations, and guidance are written so that
individual sections can be tailored to the particular needs and characteristics of a community, while still pro-
viding for cross -jurisdictional consistency for some standards (e.g., signage) to provide for the establishment
of convenient, cost-effective electric vehicle infrastructure. Additionally, the code structure of local govern-
ments varies and the model development regulation text may need to be modified for local government
use (for example, some jurisdictions have permitted uses in table format, others utilize text format, while
others use a combination of both formats. Additionally, some public works standards are contained within
code or in a separate design manual, or a mix of both). For development and construction permit reviews,
local jurisdictions also rely upon state and national standards (see Section 2, Chapter 6: State Battery, Build-
ing and Electrical Provisions).
Model Development Regulations and Guidance 9
In regard to incentives for electric vehicles and infrastructure, potential conflicts with the constitutional pro-
hibition against the gifting or lending of public funds could be raised,12 for example in the context of various
incentives offered to encourage the use of EVs, such as providing free parking spaces to EV users. Washing-
ton courts have held, however, that if public funds are being expended to carry out a fundamental purpose
of the government, then no gift of public funds has been made.13 The Legislature addressed a component
of this issue in 2007 with the passage of Engrossed Second Substitute Bill 1303, section 206 (codified at
RCW 43.01.250), which specifically authorizes the state to purchase electric power for the purpose of charg-
ing electric vehicles atstate office locations for state vehicles or private vehicles of those conducting busi-
ness with the state.
The potential impact of the regulatory authority of the Washington State Utilities and Transportation Com-
mission, which has broad authority to regulate the rates, services, and practices of companies providing
electricity service in Washington was also assessed'^ This regulatory authority could be implicated by cer-
tain aspects of EVI and incentives. For example, private companies that charge customers for electricity
provided at EV charging stations could be subject to the UTC's jurisdiction. UTC staff indicated verbally that
they have not yet addressed this issue, which could require rulemaking by UTC or legislation in order to clar-
ify that operators of EVI are not subject to UTC jurisdiction. Other states, such as Hawaii and California, have
addressed this issue by passing laws that exclude operators of EVI from the definition of "public utility."15
Electric utilities that are subject to UTC jurisdiction may be constrained in their ability to charge preferential
rates or subsidies for electricity used by EVs. In an analogous context, the UTC has previously ruled that elec-
tric utilities may not impose a surcharge on its users to subsidize construction costs for compressed natural
gas vehicle refueling stations 76 This issue may also require clarification through UTC rulemaking or legisla-
tion. It should be noted that the UTC recently adopted rules (WAC 480-100-505) requiring electric utilities to
submit periodic reports evaluating certain "smart grid" technologies, including EVs." These reports will assist
the UTC in evaluating EVI issues and provide additional information that may be helpful to local and state
government entities attempting to encourage EV use.
10 Model Development Regulations and Guidance
Section 1. Vodel Ordinance
Regarding Electric Vehicle Infrastructure and Batteries.
Purpose of this Section. This section provides ordinance language that jurisdictions may utilize for their
adopting ordinances. The language from the model ordinance can be used unchanged or modified to
suit local government needs. The model ordinance includes "Whereas" findings for both "fully planning"
and "partially planning" jurisdictions.
Proposed Ordinance No.
Revisions to Title [Insert List of Amended Titles] for the Purpose of Compliance with (Insert RCW
Sections Applicable to Jurisdiction] and the Development of Electric Vehicle Infrastructure.
Comment: See Appendix A for list of RCWs affected under HB 1481.
"Whereas" text for jurisdictions to use in their adopting ordinances is suggested in the language shown
below. Local governments may also choose to add language from the following original bill finding:
"The legislature finds the development of electric vehicle infrastructure to be a critical step in creating
jobs, fostering economic growth, reducing greenhouse gas emissions, reducing our reliance on foreign
fuels, and reducing the pollution of Puget Sound attributable to the operation of petroleum-based
vehicles on streets and highways. Limited driving distance between battery charges is a fundamental
disadvantage and obstacle to broad consumer adoption of vehicles powered by electricity. In order to
eliminate this fundamental disadvantage and dramatically increase consumer acceptance and usage of
electric vehicles, it is essential that an infrastructure of convenient electric vehicle charging opportunities
be developed. The purpose of this act is to encourage the transition to electric vehicle use and to expedite
the establishment ofa convenient, cost-effective, electric vehicle infrastructure that such a transition
necessitates. The state's success in encouraging this transition will serve as an economic stimulus to the
creation of short-term and long-term jobs as the entire automobile industry and its associated direct and
indirect jobs transform over time from combustion to electric vehicles."
Whereas, During the 2009 session the Washington State Legislature passed House Bill 1481 (HB 1481),
an Act relating to electric vehicles. The Bill addressed electric vehicle infrastructure includ-
ing the structures, machinery, and equipment necessary and integral to support an electric
vehicle, including battery charging stations, rapid charging stations, and battery exchange
stations.
Whereas, The purpose of HB 1481 is to encourage the transition to electric vehicle use and to expe-
dite the establishment ofa convenient and cost-effective electric vehicle infrastructure that
such a transition necessitates. The Legislature agreed that the development of a convenient
infrastructure to recharge electric vehicles is essential to increase consumer acceptance of
these vehicles. The State's success in encouraging this transition will serve as an economic
stimulus to the creation of short-term and long-term jobs as the entire automobile industry
and its associated direct and indirect jobs transform over time from combustion to electric
vehicles.
Model Development Regulations and Guidance 11
Whereas, Greenhouse gas emissions related to transportation constitute more than fifty percent of all
greenhouse gas emissions in the State of Washington.
Whereas, The use of electricity from the Northwest as a transportation fuel instead of petroleum fuels
results in significant reductions in the emissions of pollutants, including greenhouse gases,
and reduces the reliance of the state on imported sources of energy for transportation.
Whereas, With the potential emerging market for plug-in electric vehicles, new industry standards
have been adopted to ensure universal compatibility between vehicle manufacturers.
Broad-based installation of new universally compatible charging stations is intended to en-
sure that plug-in electric vehicles will be a viable alternative to gasoline -powered vehicles.
Whereas, This ordinance regarding electric vehicle infrastructure and batteries, revising [Local gov-
ernment to insert list of amended Titles], contains [Local government to insert # of sections, as
applicable to jurisdiction standard practice] sections of findings, as follows:
Section I — Procedural and Substantive Findings
Comment: Text below to be modified by local governments, as applicable. For example, not all
jurisdictions that are required to allow EVi are fully planning GMA jurisdictions so the "Whereas" findings
related to GMA are not applicable to those jurisdictions. Also, some jurisdictions, after evaluating their
Comprehensive Plans, may determine that no amendments to their comprehensive plans are required in
order to adopt development regulations to implement EVI. For those jurisdictions, a "Whereas" finding in
that regard would be provided.
Additionally, jurisdictions may choose to provide text regarding regional and state coordination
(e.g., countywide planning policies and development regulations that implement these policies). Last,
while the statute provides an exception for areas zoned for residential or resource use or critical areas,
allowing electric vehicle infrastructure in these zones may be appropriate and beneficial. As such, these
"Whereas" statements can be revised to identify the zones in which the infrastructure will be allowed.
Whereas, [insert section ofRCW] requires that [insert jurisdiction name] must allow electric vehicle in-
frastructure as a use in all areas except those zoned for residential or resource use or critical
areas by [insert deadline for compliance with RCW]; and
Whereas, because most of the recharging for private electric vehicles will be done in residential
settings, which includes residences in residential as well as some resource areas or critical
areas, and therefore allowing electric vehicle infrastructure in these areas is in the public
interest; and
Whereas, because businesses in resource areas and in some critical areas may want to install electric
vehicle infrastructure and therefore allowing this infrastructure in these areas is in the pub-
lic interest; and
Whereas, pursuant to [insert section of RCW], this ordinance proposes to amend development regula-
tions found in (insert Title(s) and Chapter(s) of local code containing development regulations]
to allow electric vehicle infrastructure as a use in [local government to insert where EVI is
allowed]; and
12 Model Development Regulations and Guidance
Whereas, an amendment to the [insert GMA jurisdiction name] Comprehensive Plan is required in order
to ensure consistency with the proposed development regulations, as required by RCW
36.70A.040; and
Whereas, RCW 36.70A.130(2)(b) authorizes the adoption of comprehensive plan amendments outside
the normal annual cycle for such amendments "whenever an emergency exists," after ap-
propriate public participation; and
Whereas, [jurisdiction name] finds that the need to amend the [insert GMA jurisdiction name] Compre-
hensive Plan to ensure consistency with the proposed development regulations constitutes
an emergency under RCW 36.70A.130(2)(b);
Comment: It should be noted that an "emergency" under RCW 36.70A.130(2)(b) is not the same as
other types of emergencies that may be declared by cities and counties, such as "public" emergencies
under RCW 35A.12.130 or "nondebatable" emergencies under RCW 36.40.180. A finding of "emergency"
under RCW 36.70A.130(2)(b) allows local government to amend the comprehensive plan outside of the
normal annual cycle and to limit public participation to what is "appropriate" under the circumstances.
For example, see Clark Revocable Living Trust v. City of Covington, WWGMHB Case No. 02-3-005
(September 27, 2002) (holding that amendments within the exception of RCW 36.70A.130(2)(b) are
not subject to normal GMA process requirements). However, unlike a finding of "public" emergency
under RCW 35A.12.130 or a finding of "nondebatable" emergency under RCW 36.40.180, a finding of
"emergency" under RCW 36.70A.130(2)(b) does not make the ordinance effective upon adoption or
automatically allow action to be taken without a hearing or public notice.
Section 11 — Attachments
[Local government to add amended or new sections of code, as applicable]
Now, Therefore, be it Ordained as Follows:
Adopted this day of , 2010, at
[Insert local government signature block]
Model Development Regulations and Guidance 13
Section 2. Vodel Development
Regulations and Guidance
Regarding Electric Vehicle Infrastructure and Batteries
Purpose of this Section. Except for RCW 43.19.648 which addresses usage of electricity as a fuel source,
public agencies or private entities are not required to install EVI. Instead, these model regulations and
guidance are provided to assist jurisdictions to efficiently and effectively allow EVI. In some cases, they
include and go beyond "must allow" for EVI by including development regulations that provide for ad-
ditional allowance of EVI (see Chapter 3: Zoning: allow for EVI in areas including those zoned for residential
and some critical areas, such as aquifer recharge areas).
Some provisions also provide options for local governments. For example, if a jurisdiction wishes to
utilize an enforcement mechanism that prevents internal combustion engine cars from parking in electric
vehicle charging stations, regulations are provided. And, in some chapters, a section of guidance is pro-
vided. These are topics where either there may not be clearly defined standards (such as accessibility) or
there are clear standards (such as signage) and there is nothing a local jurisdiction needs to adopt in their
development regulations.
Chapters: Chapter 1. Definitions
Chapter 2. Vehicles and Traffic
Chapter 3. Zoning
Chapter 4. Streets, Sidewalks, and Public Places
Chapter 5. SEPA
Chapter 6. State Battery, Building, and Electrical Provisions
Model Development Regulations and Guidance 15
Chapter 1. Definitions
Definitions. This Chapter ensures that terms are defined consistently with the RCW and with other regu-
latory documents. Additionally, local governments may choose to develop user-friendly written materials
that explain EVI (see Appendix B: "Model Installation Guides for Charging Stations"). All such documents
should utilize the definitions and terminology below for consistent understanding.
To improve consistency across jurisdictions, these definitions should also be considered for adoption at
the state level.
A. Regulations
1.1: "Battery charging station" means an electrical component assembly or cluster of component assem-
blies designed specifically to charge batteries within electric vehicles, which meet or exceed any standards,
codes, and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.
Comment: As defined in HB 1481 (codified as RCW 35.63.126(5)(a), RCW 35.63.127(5)(a),
RCW 35A.63.107(5)(a), RCW 36.70.695(5)(a), RCW 36.70A.695(5)(a) and RCW 4Z80.090(3)(a).
Battery charging stations include Level 1, Level 2, and Level 3 charging stations (see definition 1.4).
1.2: `Battery electric vehicle (BEV)" means any vehicle that operates exclusively on electrical energy from
an off -board source that is stored in the vehicle's batteries, and produces zero tailpipe emissions or pollution
when stationary or operating.
Comment: Definition is a subcategory of electric vehicles (see "Electric Vehicle" below).
1.3: "Battery exchange station" means a fully automated facility that will enable an electric vehicle with
a swappable battery to enter a drive lane and exchange the depleted battery with a fully charged battery
through a fully automated process, which meets or exceeds any standards, codes, and regulations set forth
by chapter 19.27 RCW and consistent with rules adopted under RCW 19.27.540.
Comment: As defined in HB 1481 (codified as RCW 35.63.126(5)(b), RCW 35.63.127(5)(b), RCW
35A.63.107(5)(b), RCW 36.70.695(5)(b), RCW 36.70A.695(5)(b) and RCW 47.80.090(3)(b).
"Charging levels" means the standardized indicators of electrical force, or voltage, at which an electric
vehicle's battery is recharged. The terms 1, 2, and 3 are the most common EV charging levels, and include
the following specifications:
• Level 1 is considered slow charging.
• Level 2 is considered medium charging.
• Level 3 is considered fast or rapid charging.
Comment: Definitions provided for consistent use and understanding of various charging levels and
are modified from definitions and usage in various resource documents.1° Level 1 is present in homes
and businesses and typically operates on a 15- or 20 -amp breaker on a 120 -volt Alternating Current (AC)
circuit and standard outlet. Level 2 is expected to become the standard for home and public charging
and typically operates on a 40 -amp to 100 -amp breaker on a 208 or 240 -volt AC circuit.
Level 3 is primarily for commercial and public applications (e.g., taxi fleets and charging along freeways)
and typically operates on a 60 -amp or higher dedicated breaker on a 480 -volt or higher three-phase
circuit with special grounding equipment. Note that the term "Level 3" is recommended to identify the
increased power need in a numerical fashion (i.e., "3"), but the Level 3 charging level is also sometimes
16 Model Development Regulations and Guidance
referred to as "Fast" charging,19 and "Rapid" charging (see definition of Rapid Charging Station below).
Use of "Level 3" also appears in other EVI documents (e.g., see page 25 of the "Report of the Alternative
Fuel Vehicle Infrastructure Working Group").20
It is important to note that only the terms "Level 1" and "Level 2" are consistently used between industry
and consumers. The use of "Level 3" is not consistently used at this time. Once a consistent term is
defined, local governments should adopt amendments to adopted definitions. Opportunities for
amendments to development regulations include a jurisdiction's annual evaluation and amendment
process or as part of the required GMA periodic update process (RCW 36.70A.130).
1.5: "Electric scooters and motorcycles" means any 2 -wheel vehicle that operates exclusively on electri-
cal energy from an off -board source that is stored in the vehicle's batteries and produces zero emissions or
pollution when stationary or operating.
Comment: These vehicles are defined as being distinct from "electric vehicle" to enable local
governments to treat parking and charging locations for them separately.
-1.6: "Electric vehicle" means any vehicle that operates, either partially or exclusively, on electrical energy
from the grid, or an off -board source, that is stored on -board for motive purpose. "Electric vehicle" includes:
(1) a battery electric vehicle; (2) a plug-in hybrid electric vehicle; (3) a neighborhood electric vehicle; and
(4) a medium -speed electric vehicle.
Comment: This definition provides for inclusion of a variety of electric vehicles and is modeled after
a definition used in the State of Minnesota21 and is designed for regulatory purposes, so that factors
such as signage are not required to call out detailed differences among BEVs, PHEVs, NEVs, and MSEVs.
Note that extended range electric vehicles (EREV) are not separately defined but are included in the
definitional components for PHEV (i.e., runs on electricity from its battery, and then it runs on electricity
it creates from gas). Other terms, such as Grid Enabled Vehicle (GEV), are also sometimes used when
referring to PHEVs and EVs together.
X1.7: "Electric vehicle charging station" means a public or private parking space that is served by battery
charging station equipment that has as its primary purpose the transfer of electric energy (by conductive or
inductive means) to a battery or other energy storage device in an electric vehicle. An electric vehicle charg-
ing station equipped with Level 1 or Level 2 charging equipment is permitted outright as an accessory use
to any principal use.
Comment: This definition is modeled after a definition for "electric vehicle parking space" used in the
City of Davis.22 The Davis definition has been modified to combine the parking and battery charging
characteristics into one definition as these features are functionally related. As the electric vehicle
charging station facility is not a parking facility, its interaction with accessibility provisions is different
from that of a parking space (see Section 3.3).
Regarding allowed uses, Level 1 and Level 2 charging are expected to be a secondary use, not the
principal use. However, Level 3 (i.e., Rapid or Fast) may be a primary use given their size and scale, as
well as their potential to generate traffic and vehicle queuing, and therefore the need to mitigate the
associated impacts. As such, Level 3 is to be permitted differently (see section 3.1).
The inclusion of permitted uses in the definition is meant to allow a jurisdiction to add EV charging
stations categorically to existing allowed uses tables (see Section 3.1, Option 2). If a jurisdiction adds a
new Allowed Uses table for the different types of Electric Vehicle Infrastructure (see Section 3.1, Option 1),
inclusion of permitted uses in the definition may not be necessary.
Model Development Regulations and Guidance 17
1.8: "Electric vehicle charging station — restricted" means an electric vehicle charging station that is
(1) privately owned and restricted access (e.g., single-family home, executive parking, designated employee
parking) or (2) publicly owned and restricted (e.g., fleet parking with no access to the general public).
Comment: This definition is provided to clarify that the off-street parking requirements Chapter 3:
Zoning, do not apply to "restricted" EV charging stations. (See subsection 3.2.O1A).
\,1.9: "Electric vehicle charging station — public" means an electric vehicle charging station that is
(1) publicly owned and publicly available (e.g., Park & Ride parking, public library parking lot, on -street park-
ing) or (2) privately owned and publicly available (e.g., shopping center parking, non -reserved parking in
multi -family parking lots).
Comment: This definition is provided to clarify the variety of charging stations that are anticipated to be
publicly available.
1.10: "Electric vehicle infrastructure" means structures, machinery, and equipment necessary and inte-
gral to support an electric vehicle, including battery charging stations, rapid charging stations, and battery
exchange stations.
Comment: As defined in H8 1481 (codified as RCW 35.63.126(5)(c), RCW 35.63.127(5)(c),
RCW 35A.63.107(5)(c), RCW 36.70.695(5)(c), RCW 36.70A.695(5)(c) and RCW 4780.090(3)(c). Per these
definitions, this term is broader than Electric Vehicle Service Equipment (ESVE) which refers to the
charging equipment, cable and connector.
1.11: "Electric vehicle parking space" means any marked parking space that identifies the use to be
exclusively for the parking of an electric vehicle.
Comment: While this term is not used other than in this chapter, it provides the potential for a space
to be designated, perhaps as an incentive by a private company, for electric vehicles even if charging
equipment is not provided.
1.12: "Medium -speed Electric Vehicle" means a self-propelled, electrically powered four -wheeled motor
vehicle, equipped with a roll cage or crush -proof body design, whose speed attainable in one mile is more
than 25 miles per hour but not more than 35 miles per hour and otherwise meets or exceeds the federal
regulations set forth in 49 C.F.R. Sec. 571.500.
Comment: Definition ofa subcategory of electric vehicles (see "Electric Vehicle" above). Definition from
RCW 46.04.295, as amended in 2010 by SS8 6346.
1.13: "Neighborhood Electric Vehicle" means a self-propelled, electrically powered four -wheeled motor
vehicle whose speed attainable in one mile is more than 20 miles per hour and not more than 25 miles per
hour and conforms to federal regulations under Title 49 C.F.R. Part 571.500. '2
Comment: Definition ofa subcategory of electric vehicles (see "Electric Vehicle" above). Definition from
RCW 46.04.357
1.14: "Non -Electric Vehicle" means any motor vehicle that does not meet the definition of "electric vehicle."
1.15: "Plug-in hybrid electric vehicle (PHEV)" means an electric vehicle that (1) contains an internal com-
bustion engine and also allows power to be delivered to drive wheels by an electric motor; (2) charges its
battery primarily by connecting to the grid or other off -board electrical source; (3) may additionally be able
to sustain battery charge using an on -board internal -combustion -driven generator; and (4) has the ability to
travel powered by electricity.
Comment: Definition ofa subcategory of electric vehicles (see "Electric Vehicle" above).
18 Model Development Regulations and Guidance
"Rapid charging station" means an industrial grade electrical outlet that allows for faster recharging
of electric vehicle batteries through higher power levels and that meets or exceeds any standards, codes,
and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.
Comment: As defined in HB 1481 (codified as RCW 35.63.126(5)(d), RCW 35.63.127(5)(d), RCW
35A.63.107(S)(d), RCW 36.70.695(5)(d), RCW 36.70A.695(5)(d) and RCW 47.80.090(3)(d).
Model Development Regulations and Guidance 19
Chapter 2. Vehicles and Traffic
Vehicles and Traffic. This Chapter provides model regulations for when a local jurisdiction chooses to
authorize enforcement for non -electric vehicles that park in electric vehicle charging station spaces or
for electric vehicles parked out of compliance with posted days and hours of charging operation. These
model regulations are only for electric vehicle charging station spaces located in publicly owned and/
or operated parking areas (e.g., on -street parking, municipal garages, park-and-ride lots, etc.). Signage for
enforcement is included in Chapter 4: Street, Sidewalks and Public Places.
A. Regulations
Section 2.1: Electric Vehicle Charging Stations — Generally
2.1.01: Electric vehicle charging stations are reserved for parking and charging electric vehicles only.
2.1.02: Electric vehicles may be parked in any space designated for public parking, subject to the restric-
tions that would apply to any other vehicle that would park in that space.
Comment: The purpose of adopting enforcement provisions for electric vehicle charging station spaces
is to maximize the use of limited EV public infrastructure.
Section 2.2: Prohibitions
2.2.01: Pursuant to Section 2.4, when a sign authorized under Section 2.3 provides notice that a space is
a designated electric vehicle charging station, no person shall park or stand any non -electric vehicle in a
designated electric vehicle charging station space. Any non -electric vehicle is subject to fine or removal.
Comment: The purpose of adopting enforcement provisions for non -electric vehicles parking in electric
vehicle charging station spaces is to ensure that the space is available for EV drivers. As found in a recent
EV driver survey, 22% of the problems encountered at public charging stations were attributed to EV
spaces being occupied by non-EVs.23
2.2.02: Pursuant to Section 2.4, any electric vehicle in any designated electric vehicle charging station space
and not electrically charging or parked beyond the days and hours designated on regulatory signs posted
at or near the space, shall be subject to a fine and/or removal. For purposes of this subsection, "charging"
means an electric vehicle is parked at an electric vehicle charging station and is connected to the charging
station equipment.
Comment: In regard to assessing whether an electric vehicle is not charging, being plugged in and
connected to the charging station equipment serves as the charging indicator.
Section 2.3: Noticing of Electric Vehicle Charging Stations
2.3.01: Upon adoption by the (insert jurisdiction], the [insert jurisdiction] engineer shall cause appropriate signs
and marking to be placed in and around electric vehicle charging station spaces, indicating prominently
thereon the parking regulations. The signs shall define time limits and hours of operation, as applicable, shall
state that the parking space is reserved for charging electric vehicles and that an electric vehicle may only
park in the space for charging purposes. Violators are subject to a fine and/or removal of their vehicle.
Comment: Wherever possible, MUTCD signage standards should be used.2" Also, see signage guidance
in Chapter 4: Streets, Sidewalks and Public Places. Note that these signage recommendations are
included as guidance as they contain a combination of MUTCD and non -recognized MUTCD signs.
Also, adopting time limits will be a local choice. Jurisdictions may define time limits for reasons other
than just charging (e.g., for turnover of parking adjacent to businesses, such as retail).
20 Model Development Regulations and Guidance
Section 2.4: Violations -Penalties
2.4.01: Violations of this chapter shall be punishable as infractions. Punishment shall be by a fine not to
exceed the fine prescribed in accordance with section of the [insert jurisdiction] code. Each day
such violation is committed shall constitute a separate offense and shall be punishable as such.
2.4.02: In addition to a fine, a person who has parked or left a vehicle standing upon a street, alley, or
[insert jurisdiction] parking lot or garage in violation of this article is subject to having the vehicle removed
from the street, alley, or [insert jurisdiction] parking lot or garage by any member of the police department
authorized by the police chief or designated law official in the manner and subject to the requirements of
the . [insert]
Comment: All of the above sections ore modeled after regulations adopted by the City of Davis.
(See footnote 22.)
Model Development Regulations and Guidance 21
Chapter 3. Zoning
Zoning. This Chapter ensures that local governments meet the requirements in HB 1481 to allow electric
vehicle infrastructure as a "use" in all areas, except those zoned for residential or resource use or criti-
cal areas. It also includes regulations for when they choose to also to allow Level 1, Level 2, and Level 3
charging stations (with some limitations) in residential and resource zones and critical areas, given that the
statute contains no prohibition on allowing this infrastructure in any zones.
This chapter also contains guidance related to accessible use of EV charging stations for all users, and clari-
fies how these stations are different than typical parking spaces in terms of accessibility regulations. Addi-
tionally, this Chapter includes model development regulations and guidance that a jurisdiction may impose
to provide guidance when a private property owner chooses to provide electric vehicle charging stations.
A. Regulations
Section 3.1: Allowed Uses
OPTION 1:
Comment: As many local governments list their use regulations in a table format, this format is provided
below. While the reference to the specific applicable types of zones will vary in comparison to the broad
zone category listed below, the zones in which the use must be allowed and the related development
standard should be common across jurisdictions. The table below includes highlighting for purpose of
quickly identifying where EVI must be allowed (i.e., as a use in all areas except those zoned for residential
or resource use or critical areas, consistent with the statute.
Jurisdictions should also consider adopting the other provisions in the table below to support efficient
and effective transition to electric vehicles. An example, as noted in a number of Resource documents
at the end of this Guidance, the majority of charging will occur in homes. This is why electric vehicle
infrastructure in residential and mixed-use areas is included in the allowed uses table.
EVI TYPE
ZONING DISTRICT
LOW-DENSITY HIGH-DENSITY
RESIDENTIAL RESIDENTIAL MIXED-USE COMMERCIAL INDUSTRIAL INSTITUTIONAL
EV Charging Station 1, z P3
P3
P
P
P
P
P3
Rapid Charging Station 4 P5 P5, 6 P or P6 P
Battery Exchange Station P
P
P
P
P
P3
P: Use is permitted.
Absence of 'P": Use is not allowed in the given zoning district.
DEVELOPMENT STANDARDS
1. Level 1 and Level 2 charging only.
2. Level 1 and Level 2 charging are permitted in aquifer recharge areas and in other critical areas when serving an
existing use.
3. Allowed only as accessory to a principal outright permitted use or permitted conditional use.
4. The term "Rapid" is used interchangeably with Level 3 and Fast Charging.
5. Only "electric vehicle charging stations - restricted" as defined in Chapter 1, subsection A.1.8.
6. Local governments may choose to allow Level 3 charging stations as an outright permitted use or may determine
that it is appropriate to adopt development standards applicable to the mixed-use or high density residential
zoning districts. For example, there may be instances where this type of charging station would require screening
or placement within a parking garage to meet other objectives of the mixed-use zone (e.g., a pedestrian friendly
environment) or high-density residential zone.
22 Model Development Regulations and Guidance
OPTION 2:
Comment: Add battery exchange stations and rapid charging stations (also known as Level 3 charging
and Fast charging) as an allowed use in all zones, except those zoned for residential or resource use or
critical areas. Note that installation of these uses must be consistent with the rules for EVI requirements
adopted by the State Building_Code Council, and the rules adopted by the DepartmentQf Labor and
Industries for the installation of EVI, including all wires and equipment that convey electric current
and any equipment to be operated by electric current, in, on, or about buildings or structures (RCW
19.27540 and RCW 19.28.281) — see Chapter 6: State Battery, Building and Electrical Provisions. Local
governments may choose to modify the suggested Allowed Use model regulations below and adopt
development regulations which reference this consistency requirement.
Note that Level and Level2 battery charging stations, defined as "electric vehicle charging station" in
Chapter 1: Definitions, are not listed as an allowed use in this Allowed Uses option. This is because these
types of charging stations are similar to other building and street infrastructure (e.g., parking meters)
and do not function as a separate land use. However, since the statute states, in part, that jurisdictions
"must allow electric vehicle infrastructure as a use," and the definition of EVi includes battery charging
stations, the definition of "electric vehicle charging station" in Chapter 1 provides that these types of
battery charging stations are allowed as accessory to the specific principal use that they serve.
3.1.01: Rapid Charging Stations
Rapid charging stations in Vacaville, California. Photos: Darell Dickey.
3.1.02: Battery Exchange Stations
To view a video of a battery exchange station,
follow this link to Better Place:
http://www.betterplace.com/global-progress-japan
Battery Exchange Station in Tokyo. Photo: Better Place.
Model Development Regulations and Guidance
23
Section 3.2: Off Street Parking — Electric Vehicle Charging Stations
To ensure an effective installation of electric vehicle charging stations, the regulations in this subsection
provide a framework for when a private property owner chooses to provide electric vehicle charging stations
(also, see Appendix C: Model Electric Vehicle Charging Station Installation Checklist).
3.2.01: Electric Vehicle Charging Station Spaces
A. Purpose. For all parking lots or garages, except those that include restricted electric vehicle charging stations.
B. Number. No minimum number of charging station spaces is required.
C. Minimum Parking Requirements. An electric vehicle charging station space may be included in the
calculation for minimum required parking spaces that are required pursuant to other provisions of code.
D. Location and Design Criteria. The provision of electric vehicle parking will vary based on the design and
use of the primary parking lot. The following required and additional locational and design criteria are
provided in recognition of the various parking lot layout options.
1. Where provided, parking for electric vehicle charging purposes is required to include the following:
a. Signage. Each charging station space shall be posted with signage indicating the space is only for
electric vehicle charging purposes. Days and hours of operations shall be included if time limits or
tow away provisions are to be enforced.
b. Maintenance. Charging station equipment shall be maintained in all respects, including the
functioning of the charging equipment. A phone number or other contact information shall be
provided on the charging station equipment for reporting when the equipment is not function-
ing or other problems are encountered.
c. Accessibility. Where charging station equipment is provided within an adjacent pedestrian circula-
tion area, such as a sidewalk or accessible route to the building entrance, the charging equipment
shall be located so as not to interfere with accessibility requirements of WAC 51-50-005.
d. Lighting. Where charging station equipment is installed, adequate site lighting shall exist, unless
charging is for daytime purposes only.
2. Parking for electric vehicles should also consider the following:
a. Notification. Information on the charging station, identifying voltage and amperage levels and
any time of use, fees, or safety information.
b. Signage. Installation of directional signs at the parking lot entrance and at appropriate decision
points to effectively guide motorists to the charging station space(s).
E. Data Collection. To allow for maintenance and notification, the local permitting agency will require the
owners of any private new electric vehicle infrastructure station that will be publicly available (see defi-
nition "electric vehicle charging station — public") to provide information on the station's geographic
location, date of installation, equipment type and model, and owner contact information.
B. Guidance
Section 3.3: Accessible Electric Vehicle Charging Stations
Comment: Accessibility standards specific to electric vehicle infrastructure are not currently established
in the WAC. As such, this guidance is provided to assist local jurisdictions in establishing compliance with
the Americans with Disabilities Act and its enactment through the WAC, as appropriate to the unique
characteristics of this infrastructure given their function as charging facilities. Generally, as Electric
Vehicle Charging Stations are provided where ADA accessible parking is already provided, a key issue
is for the equipment itself to have accessible heights, controls, and operating mechanisms that allow
24 Model Development Regulations and Guidance
the disabled to use it. For local jurisdictions, the responsibility is for permitting agencies to ensure the
equipment meets the requirements and, in on -street and off-street environments, to ensure that there be
-an accessible route from the electric vehicle charging stations to the building or path of travel.
The accessibility guidance below is comparable to accessibility provisions that require that some percent-
age of hotel rooms be accessible (i.e., an accessible hotel room can be used by anyone, but is located and
designed for persons with disabilities). Similarly, some percentage of EV charging stations should be acces-
sible to all users because they offer a service to the general public. The percentage is shown below, as are
provisions describing different options for siting accessible EV charging stations. Until such time as the state
amends WAC 51-50-005 with regard to barrier -free access for EVI (see RCW 19.2Z540), this guidance will assist
local governments in ensuring that reasonable accommodation is provided for EV drivers with disabilities.
3.3.01: Quantity and Location
Where electric vehicle charging stations are provided in parking lots or parking garages, accessible electric
vehicle charging stations shall be provided as follows:
A. Accessible electric vehicle charging stations shall be provided in the ratios shown on the following table.
Comment: Recognizing that an ADA accessible stall will already
be available in the parking lot or garage, the table at right reflects
the approach of some of the federally -funded electric vehicle
infrastructure projects, the currently limited market penetration
rates of electric vehicles, current information regarding
automakers plans for vehicle types and sizes that will be publicly
available in the next few years, and information from the survey
of current EV drivers regarding accessibility. As the market
share grows for electric vehicles and as new vehicles are made
available, the ratio of stations shown in the table above should be re-evaluated. As previously noted, this
guidance exists until and unless the state amends WAC 51-50-005 to specifically address EVI.
NUMBER OF
EV CHARGING STATIONS
MINIMUM ACCESSIBLE
EV CHARGING STATIONS
1-50
1
51-100
2
101-150
3
151-200
4
201-250
5
251-300
6
B. Accessible electric vehicle charging stations should be located in close proximity to the building or
facility entrance and shall be connected to a barrier -free accessible route of travel. It is not necessary
to designate the accessible electric vehicle charging station exclusively for the use of disabled persons.
Below are two options for providing for accessible electric vehicle charging stations.
Figure: Off -Street Accessible Electric Vehicle Charging Station — Option 1
Whadstaris
-r-
Regular
Regulr Re 4 RpOr
Peking Pstine Park Eng
Space Specs Span
Accessible EV Charging Station —s►
• Includes charging equipment, signage.
and barrier free routes to charging —a I `sli,,,ae
equipment and the building. -- , Guidance
• The Darner free area adjacent to the
Accessible EV Station shall be striped and
be a minimum of 44' wide.
EV Charging Station
• Charging equipment and signage
Puget Sound area parking garage. Photo: Ecotaliry North America.
Model Development Regulations and Guidance
25
Figure: Off -Street Accessible Electric Vehicle Charging Station — Option 2
/Mall
T ,
—I — I
Rioter { Regis'
Parking Parking
$psc. space I
Accents Spas
nth wC n S6•
acreasbn alae
1
t,EV Charging Station
• Includes charging equipment, signage,
and barrier tree routes to charging
equipment and the building.
• The barrier tree area adjacent to me
Designated Accessible Space shall De
striped and De 60" or 96" wide.
EV Charging Station
• Charging equipment and signage
Fashion Island Shopping Mall, Newport Beach, CA. Photo: Lightmoves.
Comment: The illustrations and photos above show two options for providing accessible EV charging
stations. Option 1 is a likely scenario for installation in existing parking lots. By using an existing wider
end parking stall or restriping, an accessible EV charging station may be more cost effectively installed.
Where feasible, a wider clear area around the equipment (60") is preferable. Additionally, this location
away from the near building prime parking has a better likelihood of being available for disabled
persons, since the accessible charging station is not exclusively reserved for disabled persons. Option 2
provides a location that has a shorter travel distance for disabled persons and can be easily installed in a
new parking lot. This option may allow the installer to provide a wider, more fully -compliant aisle.
While other options, depending on the specific layout of the new or reconfigured parking area, are
likely, at a minimum, an accessible EV charging station must be located within accessible reach of the
barrier -free access aisle (minimum 44 -inch width) and the electric vehicle and connect to a barrier -free
route of travel. However, because the charging station facility is not a parking facility, the accessible
charging station does not need to be located immediately adjacent to the building entrances or reserved
exclusively for the use of disabled persons.
3.3.02: Definitions
A. Designated Accessible Space. A WAC 51-50-005 required accessible parking space designated for the
exclusive use of parking vehicles with a State Disabled Parking Permit.
B. Accessible Electric Vehicle Charging Station. An electric vehicle charging station where the battery
charging station equipment is located within accessible reach of a barrier -free access aisle (minimum
44 -inch width) and the electric vehicle.
26 Model Development Regulations and Guidance
Section 3.4: Signage
3.4.01: Directional — Off-street Parking Lot or Parking Garage
Comment: The directional sign for an on-site parking lot or
parking garage should be used in the parking facility with a
directional arrow at all decision points.
Section 3.4.02: Off-street EV Parking — Parking Space with
Charging Station Equipment
Comment: Combination sign identifying space as an electric
vehicle charging station, prohibiting non -electric vehicles, with
charging time limits. The use of time limits is optional. The blue/
white and red/black signs define that only an electric vehicle that
is charging can use the spaces. The green sign defines time limits
for how long an electric vehicle can be in the space during the
specified hours. Outside of the specified hours, electric vehicles
can charge for an indefinite period of time.
r
ELECTRIC
VEHICLE
CHARGING
STATION
1111111111111111111111*
1
ELECTRIC
VEHICLE
CHARGING
STATION
EXCEPT FOR
ELECTRIC
VEHICLE
CHARGING
F HOUR
CHARGING
7AM ro 6PM
12" X 12"
12"X6"
12" X 12"
12" X 18"
12" X 18"
Model Development Regulations and Guidance 27
Chapter 4. Streets, Sidewalks, and Public Places
Streets, Sidewalks, and Public Places. This Chapter provides model regulations for when a jurisdiction
chooses to install electric vehicle charging station stations in publicly owned and/or operated parking
areas (e.g., on -street parking, municipal garages, park-and-ride lots, etc.).
Signage for way -finding (i.e., directional signage), and regulatory and general service signage for the EV
charging space is also provided. Note that use of the directional signage that identifies the level of charg-
ing available at the charging station is not an approved sign and is subject to future FHWA approval.
A. Regulations
Section 4.1: On -street Electric Vehicle Charging Stations — Generally
A. Purpose. Curbside electric vehicle charging stations adjacent to on -street parking spaces are reserved
for charging electric vehicles.
B. Size. A standard size parking space may be used as an electric vehicle charging station.
C. Location and Design Criteria.
1. Where provided, parking for electric vehicle charging purposes is required to include the following:
a. Signage. Each charging station space shall be posted with signage indicating the space is only for
electric vehicle charging purposes. Days and hours of operations shall be included if time limits or
tow away provisions are to be enforced.
b. Maintenance. Charging station equipment shall be maintained in all respects, including the
functioning of the charging equipment. A phone number or other contact information shall be
provided on the charging station equipment for reporting when the equipment is not function-
ing or other problems are encountered.
c. Accessibility. Charging station equipment located within a sidewalk shall not interfere with acces-
sibility requirements of WAC 51-50-005.
d. Clearance. Charging station equipment mounted on pedestals, light posts, bollards or other
devices shall be a minimum of 24 inches clear from the face of curb.
e. Lighting. Where charging station equipment is installed, adequate site lighting shall exist, unless
charging is for daytime purposes only.
f. Charging Station Equipment. Charging station outlets and connector devices shall be no less than
36 inches or no higher than 48 inches from the top of surface where mounted, and shall contain a
retraction device and/or a place to hang permanent cords and connectors sufficiently above the
ground or paved surface.
g. Charging Station Equipment Protection. When the electric vehicle charging station space is per-
pendicular or at an angle to curb face and charging equipment, adequate equipment protection,
such as wheel stops or concrete -filled steel bollards shall be used. Appropriate signage indicating
if backing in is allowed or not shall be posted.
28 Mode! Development Regulations and Guidance
2. Parking for electric vehicles should also consider the following:
a. Notification. Information on the charging station identifying voltage and amperage levels and any
time of use, fees, or safety information.
b. Signage. Installation of directional signs at appropriate decision points to effectively guide motor-
ists to the charging station space(s).
c. Location. Placement of a single electric vehicle charging station is preferred at the beginning or
end stall on a block face.
D. Data Collection. To allow for maintenance and notification, the local permitting agency will require the
owners of any private new electric vehicle infrastructure station that will be publicly available (see defi-
nition "electric vehicle charging station — public") to provide information on the station's geographic
location, date of installation, equipment type and model, and owner contact information.
Figure: Electric Vehicle Charging Station — On Street
1 11f s iii 1 LLL
S reetlight
No Parking s
Near Corner
CHARGING
STATION I
PEDESTAL
MOUNTED
CHARGING
EQUIPMENT
On -street charging near end of block.
Comment: On -street EV charging stations should first be installed at either end ofa row of regular
on -street parking spaces. Subsequent EV charging stations should be installed adjacent to existing EV
charging stations. Several factors that suggest an end -stall as the preferred location include, but are not
limited to: proximity to electrical service, adjacency to existing no -parking zone, better accessibility for
all users, higher lighting levels and less clearance and obstruction issues with existing parking spaces.
The charging station equipment should be installed in a well -lit area, on a hard surface, near the front of
the designated space, and have adequate clearance from the face of curb (24") and leave a barrier -free
sidewalk clearance (36" or other applicable distance). Signage shall be at or near the charging station.
All regulatory signs shall comply with visibility, legibility, size, shape, color and reflectivity requirements
contained within the Federal Manual on Uniform Traffic Control Devices.
Model Development Regulations and Guidance 29
B. Guidance
Section 4.2: Signage.
4.2.01: Directional — Highways and Freeways
Comment: The directional sign (MUTCD 09-11b) for highways
and freeways should be installed at a suitable distance in
advance of the turn-off point or intersecting highway. if used at
an intersection or turn-off point, it shall be accompanied by a
directional arrow. As the symbol on the sign at right appears to
be a gasoline pump, this sign may also be supplemented with the
sign below (MUTCD D9-11 bP) to avoid confusion with liquid fuel
stations for early EV drivers.
ELECTRIC
VEHICLE
CHARGING
30" X 24"
Figure: New Experimental Electric Vehicle Signs Under Consideration
ELECTRIC
VEHICLE
CHARGING
STATION
ELECTRIC
VEHICLE
CHARGING
STATION
30" X 30"
30" X 12"
Comment: To address some of the limitations of the existing approved sign, and to provide for clearer
direction to EV drivers, WSDOT and the City of Seattle are considering Federal Highway Administration
experimentation15 of a new international iconic white/blue sign. Oregon is already undergoing a sign
experimentation process as well and, as these experiments move forward, efforts will be made to
coordinate such that consistent signage is provided (see signs above).
The long-term objective of the revised iconic sign is to have a consistent symbol from the federal
highway, to state highways, to local streets, and finally at the charging station. Use of one federal symbol
is the simplest way to accomplish this end. A current federal study of a symbol for EV charging stations
should have preliminary results in September. Recognizing that the experimentation process may
result in revisions to the signs shown below, the currently approved federal iconic signage shown on the
previous page should be utilized by local government and installers during the experimentation period.
One potential revision that may be proposed from Washington State is that the sign include information
on the charging level (i.e., Level 1, Level 2, and Level 3) provided at the station.
30 Model Development Regulations and Guidance
4.2.02: Directional — Local Street
Comment: The directional sign for local streets should be installed
at a suitable distance in advance of the intersection or charging
station facility. If used at an intersection or parking lot entrance,
it shall be accompanied by a directional arrow. As the symbol on
the sign at right appears to be a gasoline pump, this sign may also
be supplemented with the sign below (MUTCD D9-11 bP) to avoid
confusion with liquid fuel stations for early EV drivers.
ELECTRIC
VEHICLE
CHARGING
24" X 18"
4.2.03: On -Street Parking Space with Charging Station
Equipment
Comment: Combination sign identifying space as an electric
vehicle charging station, prohibiting non -electric vehicles, with
charging time limits. The use of time limits is optional and is
included to allow the charging equipment to be available for
more than one use during the day. For example, a jurisdiction
may want to utilize time limits in areas where the on -street
charging station spaces would turn over consistent with
whatever time limits might otherwise be posted on a block
(e.g., 2 -hour time limits). The design of the time limit charging
sign is modeled after the existing R7-108 sign in the federal
MUTCD. If time limits are used, suggested enforcement
regulations are provided in Chapter 2: Vehicles and Traffic. if the
jurisdictions wishes to allow dual use of the space (i.e., the spaces
is for electric vehicles only during a certain period of time, but
then allow all vehicles to park after specified hours), the time
limits would need to be added to the red/black/white sign rather
than the green sign.
r
1111111111111111111111
ELECTRIC
VEHICLE
CHARGING
STATION
EXCEPT FOR
ELECTRIC
VEHICLE
CHARGING
HOUR
CHARGING
TAM ropPM
24" X 24"
24" X 9"
12" X 12"
12" X 18"
12"X18"
Model Development Regulations and Guidance 31
Chapter 5. SEPA
SEPA. This Chapter ensures that local government SEPA regulations include the SEPA categorical ex-
emption language contained in RCW 43.21C.410. This model document includes two alternative ways
to accomplish this. One is for the jurisdiction to simply add the reference to RCW 43.21C.410 in the same
way that many jurisdictions adopt by reference other RCW and WAC categorical exemptions. The second
alternative is to interpret RCW 4321C.410 and add the following as a new categorical exemption category.
A. Model Regulations
OPTION 1:
Comment: Add the reference to RCW 43.21C.410 in the "Categorical Exemptions and Threshold
Determinations" section of local government SEPA rules in the same way that many jurisdictions adopt
by reference other RCW and WAC categorical exemptions. See existing SEPA regulations below with
RCW 43.21C.410 added,
Section 5.1: Categorical Exemptions and Threshold Determinations — Purpose of This Part and
Adoption by Reference
This part contains the rules for deciding whether a proposal has a "probable significant, adverse environ-
mental impact" requiring an environmental impact statement (EIS) to be prepared. This part also contains
rules for evaluating the impacts of proposals not requiring an EIS. The [insert jurisdiction] adopts the follow-
ing sections by reference, as supplemented in this part:
RCW 43.21C.410 Battery charging and exchange station installation.
WAC 197-11-300 Purpose of this part.
WAC 197-11-305 Categorical exemptions.
OPTION 2:
Comment: The second alternative is to interpret RCW 43.21C.410 and add the following as a new
categorical exemption category. Definitions for "Battery charging station" and "Battery exchange station"
are included, but if these are adopted elsewhere in the local government code, these could be deleted.
Section 5.1: Categorical Exemptions for Battery Charging and Exchange Station Installation
5.1.01: The construction of an individual battery charging station or an individual battery exchange station,
that is otherwise categorically exempt shall continue to be categorically exempt even if part of a larger
proposal that includes other battery charging stations, other battery exchange stations, or other related
utility networks.
5.1.02: The definitions in this subsection apply throughout this section unless the context clearly requires
otherwise.
A. "Battery charging station" means an electrical component assembly or cluster of component assemblies
designed specifically to charge batteries within electric vehicles, which meets or exceeds any standards,
codes, and regulations set forth by Chapter 19.28 RCW and consistent with rules adopted under
RCW 19.27.540.
B. "Battery exchange station" means a fully automated facility that will enable an electric vehicle with a
swappable battery to enter a drive lane and exchange the depleted battery with a fully charged battery
through a fully automated process, which meets or exceeds any standards, codes, and regulations set
forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.
32 Model Development Regulations and Guidance
Chapter 6. State Battery, Building, and Electrical Provisions
State Battery, Building and Electrical Provisions. This Chapter provides guidance for appropriate
handling, recycling, and storage of electric vehicle batteries and equipment. This Chapter also provides
guidance regarding the applicability of existing rules and regulations for the installation of EVI, including
battery exchange stations.
A. Guidance
Section 6.1: Battery Recycling and Handling Provisions
Lithium -ion Battery. Batteries in electric vehicles differ from batteries currently used with internal combus-
tion engine (ICE) vehicles. ICE vehicles utilize a battery (normally 12V) to provide cranking power to start
the engine as well as to deliver low voltage to accessories such as the lights and ignition. The ICE battery is
recharged with the aid of an alternator when the engine is running. The much more powerful battery in an
electric vehicle (EV) or plug-in hybrid electric vehicle (PHEV) serves as the source of power and propulsion
for the vehicle. Lithium -ion batteries are currently the accepted next -generation of energy storage for EVs
and PHEVs. They are lighter, more compact and more energy dense than nickel -metal hydride and other
batteries currently available. Batteries used in EVs and PHEVs discharge energy during vehicle use and are
primarily recharged by connecting to the grid or other off -board electrical source, and in some cases are
able to sustain a charge using an on -board internal -combustion -driven generator. Because an electric motor
powered by a battery pack is about three times as energy efficient as an internal combustion engine, an
EV can travel much farther than a conventional gas -powered car on the energy equivalent of one gallon of
gasoline. Lithium -ion batteries also provide the benefit of multiple reuse options and high recyclability.
Battery Chemical Composition. The lithium -ion cells in new electric vehicles meet the requirements set
forth by the Directive on the Restriction of the Use of Certain Hazardous Substances in Electrical and Elec-
tronic Equipment 2002/95/EC (commonly referred to as the Restriction of Hazardous Substances Directive or
RoHS). In contrast to lead acid batteries used in ICE vehicles, lithium -ion batteries do not contain lead, mer-
cury, cadmium, or any heavy metals or federally defined toxic materials. However, as potentially dangerous
waste, businesses seeking to dispose of batteries must go through the EPA designation process before they
may be safe for landfill disposal. Also, as described below, Washington Department of Ecology regulations
may be more stringent than EPA regulations.
Battery Recycling. In terms of recycling, the parts, chemicals and components of lithium -ion batteries
are highly recyclable. Given the toxicity of lead acid batteries, state law (RCW 70.95) and state regulations
(WAC 173-331) tightly regulate the recycling and disposal of lead acid batteries. As described more fully in
the Department of Ecology section below, these laws and regulations do not apply to lithium -ion batter-
ies. Once a lithium -ion battery reaches its ultimate end of life, it can be processed at a commercial facility
by being shredded and separated into its recyclable components. Metals and other compounds can be
sold and the lithium may either be recycled back to battery manufacturers or disposed of as a nonhazard-
ous material. Efforts are underway by industry groups and the federal government to develop increased
capabilities for recycling lithium from EV batteries. The U.S. Department of Energy recently issued a grant to
Toxco, a California company, to build the first recycling facility for lithium -ion batteries in the U.S.. Toxco has
been recycling single -charge and rechargeable lithium batteries used in other devices at a facility in Trail,
British Columbia.
Battery Re -use. When an electric vehicle battery reaches the end of life in its primary application, it may be
possible to use it for a time in other purposes. These include standby power and utility load leveling where
battery performance is not as demanding as a vehicle application. As such, opportunities for the reuse of
Model Development Regulations and Guidance 33
lithium -ion batteries after the end of their normal vehicle life are expected to be widely established in the
near future. Automobile manufacturers will determine when a battery is no longer able to carry a sufficient
charge to be used in the vehicle. It is anticipated that, at that point, lithium -ion batteries will still retain
70-80% of their residual capacity and could be reused for energy storage. In October 2009, Nissan Motors
and Sumitomo Corporation announced joint plans for a new company, expected to be operational by late
2010 in Japan and the United States, to create a market for second -life EV batteries in such applications as
back-up energy storage for solar photovoltaic systems, back-up power supplies, uninterruptable power sup-
plies and load leveling for the electric grid. It has been reported that General Motors is studying similar reuse
business models for EV batteries.
Battery Handling and Storage. As an identified nonhazardous material (as noted previously), handling
and storage of EV batteries will likely fall under typical fire and safety codes established by the State Building
Code Council (see below). One unique EV battery concept is battery exchange stations, which are intended
to be strategically located automated facilities that can enable an EV with a swappable battery to quickly
exchange a depleted battery with a fully charged battery. These have been identified as providing possible
EV consumer opportunities in addition to battery charging stations. If battery exchange stations are imple-
mented, those stations would presumably remove from the exchange pool any batteries that are beyond
their useful life and would find opportunities for reuse and recycling of these batteries as noted above.
Rules and regulations for the handling and storage of batteries, in settings such as car dealerships that may
have multiple charged batteries on site, automotive parts stores, and in the context of a battery exchange
station, are described below.
Section 6.2: State Department of Ecology
Existing Rules and Regulations. RCW 70.95 and WAC 173-331 address vehicle batteries. The WAC was last
updated in 1991 and, as defined in WAC 173-331-100 (14), this code does not apply to electric/hybrid bat-
teries as the core does not consist of a lead element. WAC 173-331-100 (14) states: "Vehicle battery means
any battery used or capable of use, without modification, in any vehicle, truck, mobile home, recreational
vehicle, boat, airplane, or utility vehicle, having a core of elemental lead, with the capability to produce six or
more volts. For purposes of application of the core charge only, a vehicle battery shall be a replacement bat-
tery and the core charge shall not apply to original battery installations."(Emphasis added). RCW 70.95.610(4)
also defines batteries as including a core of elemental lead.
All batteries can be managed as a universal waste under WAC 173-303, Dangerous Waste Regulations, and
under Federal Regulations. Electric/hybrid batteries may or may not be a dangerous waste (DW). Such a de-
termination would be made through the designation process described below. At this time, the only appar-
ent outlets that are likely to accept batteries are the vehicle dealerships/manufacturers. These outlets could
be designated as a universal waste destination facility, a universal waste handler, a recycler, or a regulated
generator, depending on how they manage the batteries. For example, when a car is brought to a dealer,
and the dealer replaces the battery, the dealer becomes the generator of the spent battery taken out of the
car. The dealer can manage that battery as a fully regulated DW or can manage the battery as a condition-
ally regulated DW battery under a process that the state (and EPA) calls universal wastes.
There are advantages to the generator to managing batteries as universal waste. They can become what
are referred to as a universal waste handler, which has fewer regulations to follow than a dangerous waste
generator. Under the universal waste regulations the battery can be recycled or disposed. With regard to
transportation of the battery material, no hazardous waste manifest is required. However the battery may be
regulated under Department of Transportation regulations as a hazardous material if it meets the criteria for
one or more hazard classes specified in 40 Code of Federal Regulations 173.2.
Below is a link to the EPA website which discusses batteries.
http://www.epa.gov/osw/hazard/wastetypes/universal/batteries.htm
34 Model Development Regulations and Guidance
Designation Process for Businesses Handling Batteries. Businesses in Washington State (whether in this
case a battery recycler, vehicle dealership, or auto repair shop taking back or replacing batteries) are re-
sponsible for knowing what and how much dangerous waste they generate. The Dangerous Waste Regula-
tions (Chapter 173-303 WAC) describe the characteristics/properties (e.g., flammable, corrosive) that cause a
waste to be considered dangerous and what amounts of waste would cause a business to be regulated as a
dangerous waste generator. The designation process leads the business through the steps to take to make
the determination on whether they generate a dangerous waste that would be subject to special handling
requirements. There are exclusions for certain waste streams. The link below provides a tool that would help
a business go through the designation process.
http://www.ecy. wa.gov/programs/hwtr/reg_comp_guide/pages/des_intro. html
Prior to making a determination that the battery is safe for landfills, a business must go through the des-
ignation process. They may be safe for landfill disposal after treatment, but more information is needed.
Also, Washington State Regulations may be more stringent than EPA regulations.
Section 6.3: State Building Code Council
Section 16_of HB 1481 (codified as RCW 19.27.540) requires the State Building Code Council to adopt rules for
electric vehicle infrastructure (EVI) requirements. Such rules must consider applicable national and inter-
national standards and be consistent with rules adopted under RCW 19.28.281 (Department of Labor and
Industries, discussed in next section). Battery charging stations and rapid charging stations are likely to be
freestanding facilities that are adjacent to a building but are not inside a building, and therefore would be
regulated under Labor and Industry rules;Battery exchange stations, on the other hand, will be inside
' buildings and therefore are regulated under the rules set by the State Building Code Council.
In recognition of the directive in the RCW, the State Building Code Council has reviewed the existing rules
in Chapters 51-50, 51, 52 and 54 of the WAC and determined that the rules provide for the regulation of EVI.
With regard to building construction, current building codes and building occupancy classifications would
allow for the installation of battery exchange stations, as discussed further below.
As with any commercial building, a building permit application for a battery exchange station would be
accompanied with building plans designed by a registered professional and would include a proposed
applicable occupancy classification. This occupancy classification would be reviewed and confirmed by the
responsible Building Official and Fire Code Official.
The Building Official must classify by occupancy group the intended use of a proposed new or existing
building as the first step to determine applicable technical requirements. The building code defines each
occupancy and provides a list of specific included uses with the caveat "but not limited to" giving the
building official flexibility to interpret inclusion of similar unstated uses.
A battery exchange station would most likely to be classified as a Group S-1 use (motor vehicle repair
garages complying with the maximum allowable quantities of hazardous materials). However, given the rela-
tive size of possible associated occupancies such as Group B (motor vehicle showrooms) or Group M (motor
fuel dispensing facilities), it could be deemed an accessory occupancy to one of these two. All three of these
general occupancies (Storage Group S-1, Mercantile Group M and Business Group B) are often co -located in
"mixed use" buildings and, as such, the building code deems them to be of similar fire hazard resulting in no
need for physical fire separations between them.
In this regard, building code requirements can be determined for proposed battery exchange stations un-
der existing code language. Current understanding of the operational scope of these stations indicates that
they can most likely be constructed within the hazardous material thresholds allowed for the occupancy
groups noted above and therefore would not be subject to the costly requirements of high -hazard Group H
occupancies.
Model Development Regulations and Guidance 35
Simply stated, under the current building code, battery exchange stations can be introduced and readily
accommodated in a new or existing commercial "strip" development, or as a stand-alone facility, at a rea-
sonable cost. As a general rule, any proposed change of occupancy classification in existing buildings will
require compliance with current technical requirements of the building code.
Section 6.4: State Department of Labor and Industries
Section 17 of HB 1481 (codified as RCW 19.28.281) requires the director of Labor and Industries to adopt rules
for the installation of EVI. The rules must be consistent with rules adopted under RCW 19.27.540 (State Build-
ing Code Council, discussed previously).
Labor and Industries has reviewed the existing electrical laws in Chapter 19.28 RCW, rules in WAC 296-46B,
and requirements in NFPA 70 (National Electrical Code), including Article 625 that specifically covers Elec-
tric Vehicle Charging Stations, and determined that these standards are comprehensive and applicable to
the installation of electric vehicle charging systems as written. They meet the intent of RCW 19.28.281 and
therefore there is no need for additional rule writing at this time. If any future rule revisions are needed and
can be substantiated, the department has an established process which is consistent with the requirements
of RCW 34.05 Administrative Procedure Act.
The local building official, fire protection authority or other building authority having jurisdiction (AHJ) will
classify the occupancy and conditions of use in the environment where the charging equipment is installed.
Once classified, the property owner or licensed electrical contractor (employing certified electricians) will
purchase an electrical work permit from the electrical inspection AHJ, and install the electrical equipment
in compliance with the appropriate wiring standards for the location. The electrical inspection will verify the
electrical installation conforms to the applicable wiring standards for the designated environment.
Manufacturers who provide equipment in Washington must ensure that it is properly identified or labeled
as conforming to appropriate safety standards to be approved by an electrical inspector. This means that
the equipment will have a mark from an approved testing laboratory that has been applied at the factory or
by a laboratory employee who performs an onsite field evaluation. Ultimately it is the responsibility of the
equipment owner, however, to ensure that electrical equipment is properly identified and approved prior to
energizing the equipment. A list of laboratories approved in Washington State can be found at:
http://tni.wa.gov/TradesLicensing/Electrical/Install/ProdTest/defau lt.asp
36 Model Development Regulations and Guidance
Section 3. Resources
Regarding Electric Vehicle Infrastructure and Batteries
Resource Documents
• City of Austin, Texas, Resolution No. 050301-48 (04-12-94). "Buy Green, Drive Clean Program."
• City of Austin, Texas, Electric Vehicle Incentives — Guidelines, Dealerships, and Vehicles (2008).
• City of Boise, Idaho Administrative Services Manager (John Eichmann) Memorandum to Mayor and
Council recommending approval of Zero Emission Vehicle (ZEV) Parking Ordinance amending Boise City
Code 10-17 to enable limited free parking at parking meters for Zero Emission Vehicles (2008).
• City of Davis, California Municipal Code 22.16.0 Electric Vehicles.
• City of Houston, Texas, Project Get Ready: Preparing Cities for the Plug-in Electric Vehicle: Power of the Plug-in
Program (11-17-09).
• City of Indianapolis, Indiana, Project Get Ready: Preparing Cities for the Plug-in Electric Vehicle — Indianapolis
Region: Project Plug -IN (2010).
• City of Minneapolis, Minnesota, John Bailey, David Morris, Electric Vehicle Policy For the Midwest — A Scoping
Document. Prepared for the RE -AMP Network, New Rules Project (12-09).
• City of New York, PIaNYC Exploring Electric Vehicle Adoption in New York City (01-10).
• City of Sacramento, California, Resolution No. 94189 of the Sacramento City Council Supporting Electric Vehicle
Readiness Program (04-12-94).
• City of San Diego, California, Council Policy 600-27 Affordable Housing/In-Fill Housing and Sustainable Building
Expedite Program (05-20-03); Council Policy 900-14, Sustainable Building Policy (05-20-03); Resolution No. 715-00
(07-28-00).
• City and County of San Francisco, California, Resolution No. 715-00, File No. 001399; Resolution encouraging
California Governor Gray Davis to uphold the existing California Air Resources Board zero emission vehicle
mandate, which requires that at least four percent of the 2003 model year passenger cars and light duty trucks
offered for sale in California be zero emission vehicles (08-07-00).
• City of San Jose, California, Resolution No. 74769 — A Resolution of the Council of the City of San Jose
Amending the Master Parking Rate Schedule to Increase Flexibility in Setting Parking Rates at the Convention
Center and Almaden/Woz Parking Lots for Events at the Convention Center; and Repeal Resolution No. 74210
Effective on July 1, 2009 (01-27-09).
• City of Tacoma, Washington, Community and Economic Development Dept., Annual Amendment
Application No. 2010-08, Electric Vehicle Infrastructure (01-25-10).
• City of Toronto, Ontario, Canada, The Toronto Atmospheric Fund — Fleetwise Program (1998-2010).
• City of Vacaville, California, City of Vacaville's Electric Vehicle (EV) Program (2004).
• City of Vancouver, British Columbia, Canada, Building By -Law No. 9936 amending Building By-law No. 9419
513.2.1 Electric Vehicle Charging; 513.2.1.1 Parking Stalls; 513.2.1.2 Electrical Room (04-20-11).
Model Development Regulations and Guidance 37
• City of Vancouver, British Columbia, Canada, Policy Report Development and Building Report on Electric
Vehicle Charging (06-22-09).
• County of Sonoma, California, Building Green Policy, Resolution No. 08-0947 (11-04-08). Draft Resolution
Adopting Guidelines, Rating Systems and Compliance Thresholds for the Sonoma County Green Building
Program proposed to be adopted 02-2010.
• David Diamond, Ph.D., LMI Research Institute, Impact of High Occupancy Vehicle (HOV) Lane Incentives for
Hybrids in Virginia (2008).
• Don Chandler, Past President, Vancouver Electric Vehicle Association, Pulling the Copper (November 2009).
• Electric Transportation Engineering Corporation, sponsored by Natural Resources Canada, Electric Vehicle
Charging Infrastructure Deployment Guidelines British Columbia (July 2009).
• eTec, an ecotality company, Electric Vehicle Charging Infrastructure Deployment Guidelines for The Central
Puget Sound Area (April 2010).
• Great London Authority, London's Electric Vehicle infrastructure Strategy (December 2009).
• Kelly Sims Gallagher and Erich J. Muehlegger, John F. Kennedy School of Government, Harvard University,
Giving Green to Get Green? Incentives and Consumer Adoption of Hybrid Vehicle Technology (October 2007).
• National Electrical Code Handbook, Article 625, Electric Vehicle Charging System (2008).
• Oregon Advisory Team, The EV Project, Summary of Localization Findings (02-05-10).
• Plug In America, Charged Up & Ready to Roll, The Definitive Guide to Plug -In Electric Vehicles, 151 Edition
(January 2010).
• State of California Department of General Services Division of the State Architect: DSA — California Access
Compliance Policy 97-03 Interim Disabled Access Guidelines for Electrical Vehicle Charging (06-05-97).
• State of California Public Utilities Commission, Policy and Planning Division, Staff White Paper Light -Duty
Vehicle Electrification in California: Potential Barriers and Opportunities (05-22-09).
• State of California Public Utilities Commission, Order Instituting Rulemaking to ConsiderAlternative-Fueled
Vehicle Tariffs, Infrastructure and Policies to Support California's Greenhouse Gas Emissions Reductions Goals
(08-24-09).
• State of California, San Francisco Bay Area Mayors, Mayor News Release Mayors Aim to Make San Francisco
Bay Area the Electric Vehicle Capital of the U.S. (11/20/08).
• State of California Vehicle Code § 22511, Zero -Emission Vehicles: Display of Decal (01-01-03).
• State of Delaware, Senate Bill No. 153 An Act to Amend Title 26 of the Delaware Code Relating to Customer
Sited Energy Resources (06-09-09).
• State of Florida, draft Electric Automobile Incentives Bill, (3) Tax Credits for Installation of Public Charging
Stations (2010).
• State of Florida, draft Electric Vehicle lncentives Bill (Proposal) (2009).
• State of Hawaii, Act 290 (S.B. 1160), A Bill for an Act Relating to Electric Vehicles (07-01-97).
• State of Hawaii, Revised Statutes §291-71 Designation of parking spaces for electric vehicles; charging units and
5291-72 Parking spaces reserved for electric vehicles; penalties (2009) (effective 01-01-12).
• State of Hawaii, S.B. No. 1202, A Bill for an Act relating to Transportation Energy Initiatives (2009).
38 Model Development Regulations and Guidance
• State of Hawaii, S.B. 2231 § 196 Placement of electric vehicle charging system (2010).
• State of Minnesota, Chapter 134-H.F. No. 1250, An act relating to transportation; regulating electric vehicle
infrastructure; amending Minnesota Statutes 2008, sections 16C 137, subdivision 1; 169.011, by adding subdivision;
216802, subdivision 4; 2168-241, subdivision 9; Laws 2006, chapter245, section 1; Laws 2008, chapter 287, article 1,
section 118; proposing coding for new law in Minnesota Statutes, chapter 325F (05-21-09).
• State of Oregon, Building Codes Division, Statewide Alternate Method No. OESC 09-01 (Ref: ORS 455.060)
Approval of the use of a demand factor table for calculating Electric Vehicle charging equipment services and
feeders (09-04-09).
• State of Oregon, Department of Consumer and Business Services, Building Codes Division, Division 311,
Miscellaneous Electrical Rules (Effective 10-01-09).
• State of Oregon, Department of Consumer and Business Services Press Release New building codes
standards support electric vehicle growth (10-14-08).
• State of Oregon, Dennis Clements, Chief Electrical Inspector, Building Codes Division, Expediting the permit
process for installation of EVSE (02-12-10).
• State of Oregon, Alternative Fuel Vehicle Infrastructure Working Group, Report of the Alternative Fuel Vehicle
Infrastructure Working Group (January 2010).
• Teal Brown, John Mikulin, Nadia Rhazi, Joachim Seel, and Mark Zimring, Goldman School of Public Policy,
University of California, Berkeley, Renewable & Appropriate Energy Laboratory (RAEL) Policy Brief, Bay Area
Electrified Vehicle Charging Infrastructure: Options for Accelerating Consumer Access, (June 2010).
• The Massachusetts Division of Energy Resources, Installation Guide for Electric Vehicle Charging Equipment
(September 2000).
• The Royal Academy of Engineering, London, England, Electric Vehicles: charged with potential (May 2010).
Model Development Regulations and Guidance 39
Glossary of Terms
• AC — Alternating Current, an electric current which changes direction with a regular frequency.
• AFV — Alternative Fuel Vehicle.
• AHJ — Authority Having Jurisdiction, a term used in National Electric Code to denote lead jurisdiction on
electrical matters.
• BEV — Battery Electric Vehicle (see definitions Chapter in Model Regulations).
• Circuit Breaker — A device designed to open and close a circuit by non -automatic means and to open
the circuit automatically on a pre -determined overcurrent without damage to itself when properly applied
within its rating.
• Commerce — Washington State Department of Commerce.
• Continuous Load — A load where the maximum current is expected to continue for 3 hours or more.
• Current — The flow of electricity commonly measured in amperes.
• DC — Direct Current, an electric current that moves in one direction from anode to cathode.
• DOE — United States Department of Energy.
• DOT — United States Department of Transportation.
• DW — Dangerous Waste, under Ecology rules.
• Ecology — Washington State Department of Ecology.
• EPRI — Electric Power Research Institute, a utilities industry -based research group.
• EREV — Extended Range Electric Vehicle (see PHEV).
• EV — Electric Vehicle (see definitions Chapter in Model Regulations).
• EVI — Electric Vehicle Infrastructure (see EVSE).
• EVSE — Electric Vehicle Supply Equipment, industry acronym for charging hardware located at charging
stations provided for the purpose of charging electric vehicle batteries.
• FHWA — US Federal Highways Administration.
• GHG — Greenhouse Gases.
• GMA — Washington State Growth Management Act.
• HB 1481 — Second Substitute House Bill 1481, from the 2009 session of the Washington State Legislature.
• ICE — Internal Combustion Engine.
• Inverter — An electrical device which is designed to convert direct current into alternating current.
• J1772 — Industry -wide standard EV connector.
• JARI — Japan Automobile Research Institute.
• kWh — Kilowatt hour, a unit of energy commonly used for measuring the energy capacity of a battery.
This is the normal quantity used for metering and billing electricity customers.
• Lithium -ion — The type of chemistry used in a majority of modern electric vehicles. Lithium -ion
batteries are lighter in weight and have higher energy density than previous types of batteries designed
40 Model Development Regulations and Guidance
to power these vehicles. Unlike prior generations of rechargeable batteries, lithium -ion batteries lose
very little energy when stored or not in use, and are considered to be highly recyclable due to their
construction with generally non -hazardous materials.
• L&I — Washington State Department of Labor and Industries (also, LNI).
• MUTCD — Manual on Uniform Traffic Control Devices, maintained by the U.S. Department of
Transportation (Federal Highway Administration).
• NEC — National Electrical Code. A code/guideline used for the safeguarding of people and property
from hazards related to the use of electricity. It is sponsored and regularly updated by the National Fire
Protection Association.
• NEV — Neighborhood electric vehicle, largely synonymous with LSV, for low speed vehicle.
• NiMH — Nickel metal hydride, a popular battery type for hybrid electric vehicles.
• NREL — National Renewable Energy Laboratory, a Colorado -based unit of the U.S. Department of Energy.
• Phase — Classification of an AC circuit, usually single-phase, two wire, three wire, or four wire; or three-
phase, three wire, or four wire.
• PHEV — Plug-in hybrid electric vehicle (see definitions Chapter in Model Regulations).
• PSRC — Puget Sound Regional Council.
• RCW — Revised Code of Washington.
• SAE — SAE International, formerly the Society of Automotive Engineers.
• SEPA — Washington State Environmental Policy Act.
• TEPCO — Tokyo Electric Power Company.
• TOU — Time of Use, an electricity billing method with rates based upon the time of usage during the day.
• UTC — Washington State Utilities and Trade Commission.
• VMT — Vehicle Miles Traveled.
• Volt — The electrical potential difference or pressure across a one ohm resistance carrying a current of
one ampere.
• Volt Ampere — A unit of apparent power equal to the mathematical product of a circuit voltage and
amperes. Here, apparent power is in contrast to real power. On AC systems the voltage and current will
not be in phase if reactive power is being transmitted. Usually abbreviated VA.
• V2G — VehicleTo-Grid, the concept of using electric vehicles as energy storage devices for the electric grid.
• Watt — A unit of power equal to the rate of work represented by a current of one ampere under a
pressure of one volt.
• WAC — Washington Administrative Code.
• WEVA — World Electric Vehicle Association, a group with local affiliates including the Seattle and Tacoma
Electric Vehicle Associations.
• WSDOT — Washington State Department of Transportation.
• ZEV — Zero Emission Vehicle.
Model Development Regulations and Guidance 41
Footnotes
Washington State Legislature, 6151 Legislature, 2009 Regular Session, Chapter 459, Laws of 2009,
Electric Vehicles, (07/26/09).
2 State of Washington Department of Commerce, State Energy Strategy, update due December 2010,
http://www.commerce.wa.gov/site/1327/defaultaspx.
3 State of Washington Department of Commerce, Local Government Division, Growth Management
Services, Keeping Your Comprehensive Plan and Development Regulations Current, "A Guide to the Periodic
Update Process under the Growth Management Act," (April 2010).
4 March 22, 2010 Memorandum from Plug In America on Electric Vehicle Infrastructure Code Research.
5 March 22, 2010 Memorandum from LightMoves on Local Government Electric Vehicle Infrastructure
Phone Interviews.
6 RCW 36.70A.130(1)(d).
7 RCW 36.70A 130(2)(a).
8 RCW 36.70A.130(2)(b).
9 RCW 43.21C.031.
10
11
RCW 43.21C.030(2)(c).
WAC 197-11-704(1).
12 The Washington Constitution prohibits state and local governments from giving or loaning public funds
to private individuals, companies, or associations. Const. art. VII, §§ 5, 7.
Citizens Protecting Resources v. Yakima County, 152 Wn. App. 914, 920, 219 P.3d 730 (2009) and RCW
40.01.250(1).
Washington State Attorney General's Office v. Washington Utilities, 128 Wn. App. 818, 116 P.3d 1064 (2005).
See Resource Documents in Section 3.
13
14
15
16
17
18
19
Washington Utilities and Transportation Commission v. Washington Natural Gas Company, Third Supplemental
Order Granting Motion to Dismiss Public Refueling Station Schedule, Docket No. UG -920840 (March 12,1993).
WAC 480-100-505 (Adopted February 25, 2010. Commission filed its Adoption Order with the Code
Reviser on March 24, 2010. Effective April 24, 2010.).
eTec, Final Electric Vehicle Charging Infrastructure Deployment Guidelines for The Central Puget Sound Area
(April 2010). Also See Plug In America, Charged Up & Ready to Roll, The Definitive Guide to Plug -In Electric
Vehicles, 151 Edition (January 2010).
See sources cited at note 18.
20 State of Oregon, Alternative Fuel Vehicle Infrastructure Working Group, Report of the Alternative Fuel Vehicle
Infrastructure Working Group (January 2010).
State of Minnesota, Chapter 134-H.F. No. 1250, An act relating to transportation; regulating electric vehicle
infrastructure; amending Minnesota Statutes 2008, sections 16C 137, subdivision 1; 169.011, by adding subdivision;
216802, subdivision 4; 2168-241, subdivision 9; Laws 2006, chapter 245, section 1; Laws 2008, chapter 28Z article 1,
section 118; proposing coding for new law in Minnesota Statutes, chapter 325F (05-21-09).
21
22 City of Davis, California Municipal Code 22.16.0 Electric Vehicles.
42 Model Development Regulations and Guidance
23 May 4, 2010 Memorandum from Plug In America on Web -based Electric Vehicle Consumer Survey.
24 U.S. Department of Transportation, Manual on Uniform Traffic Control Devices for Streets and Highways:
2009 Edition, http://mutcd.fhwa.dot.gov/pdfs/2009/mutcd2009edition.pdf (2009).
25 Federal Highway Administration Transportation Pooled Fund Program TPF -5(065) Traffic Control Device
(TCD) Consortium http://www.pooledfund.org/projectdetails.asp?id=281&status=4 (Jan -Mar 2010)
Model Development Regulations and Guidance 43
Department of Commerce
Innovation is in our nature.
Washington Department of Commerce
Energy Policy Division
iaii Plum Street SW
Olympia, WA 98504-2525
360-725-4000 • www.commerce.wa.gov
Puget So® Regional Council
Puget Sound Regional Council
1011 Western Avenue, Suite 500
Seattle, WA 98104-1035
206-464-7532 • www.psrc.org
From:
To:
Date:
Subject:
Attachments:
"Jonson, Jared"
"Jonson, Jared"
09/16/2010 4:47 PM
Get Plug-in Ready NOW - EV Workshop Sept. 20 - Registration Confirmation
Hello Workshop Attendees!
Thank you for registering to participate in the "Get Plug-in Ready NOW!" workshop. On behalf of Puget
Sound New Energy Solutions (PSNES) and Puget Sound Energy (PSE) and all our co-sponsors, we would
like to applaud the work of everyone involved in this effort. We are excited to announce that nearly 200
community leaders, private companies, utilities companies, cities, state agencies and elected officials will
gather for this one -day event to help our region prepare for this fall's market arrival of electric vehicles. A
full agenda is attached to this email. Directions and parking information are below. Please let me know if
you have further questions. See you on Monday!
«AGENDA.pdf)>
EVENT DETAILS:
Agenda — SEE Attachment
Directions
Take 1-405 N from the North or South. Once you get into Bellevue, take the NE 4th St Ramp at exit 13A. As you
go onto the off ramp, proceed West on NE 4th Street and head up the hill toward downtown Bellevue. Take a
LEFT onto 110th and an immediate RIGHT into the building parking garage. You will veer to the right again to get
a ticket and then find parking on any parking level.
Take the East building elevator (there are two elevators - one for EAST, one for PSE) to the lobby where you will
find the registration desk for the event.
Parking
Attendees will need to pay for their own parking in our garage. Attendees can park anywhere in the garage but
the best floors are P3 to P6. Those with EV's that they would like to showcase should park in the designated area
by the East Building elevators on P6.
Registration
Registration will start at 8 a.m. Coffee will be available for folks while they network and visit with vendors who
have displays.
\ PUGET SOUND
.""""••\ NEW ENERGY SOLUTIONS
Department of Commerce
Innovation is in our nature.
• PUGET SOUND ENERGY
s
King County
WASHINGTON
TECHNOLOGY
Get Plug-in Ready --Now!
A regional, one -day workshop to help public and private entities
prepare for the arrival of electric vehicles this fall.
September 20, 2010
Puget Sound Energy Auditorium
335 110th Ave. NE, Bellevue, Washington
9:00 am - 4:00 pm
Agenda
(Some items subject to change)
8:00 — 9:00
Registration
Check-out the new charging stations!
9:00 - 10:30 Introductions and Overview of Issues
Overview of Workshop: Mike Grady, Chair PSNES/NOAA Green Team
Welcome: Kimberly Harris (PSE), Bellevue Mayor Don Davidson, King County Executive
Dow Constantine
Implications for Transportation, Economic Development and Climate Change:
Dennis McLerran (EPA Region 10 Administrator)
Page 1 oft
10:30 - 10:45 - Break: Photo opportunity for media
10:45 - 11:45 Government Programs to Catalyze the Market
State Programs: Dr. Gustavo Collantes (Washington Department of Commerce)
Regional Programs: Ron Posthuma (King County)
Local Programs: Leslie Stanton (Clean Cities Coalition) and Jill Simmons (Seattle Office of
Sustainability)
11:45 - 1:30 p.m. - Hosted Box Lunch
Lunch Discussion - Charging stations and vehicles --what's ready NOW?
Moderator: Mike Grady, (NOAA/PSNES)
ECOtality: Rich Feldman (Ecotality North America)
ChargeNW: James Billmaier (Charge Northwest)
Nissan: Russell Vare (Nissan)
1:30-2:30 All you need to know about installing charging stations:
Moderator: Ben Farrow (PSE)
End User perspective: Dan Davids, (President of Plug -In America)
Installer perspective: Jeremy Smithson, (EV Support)
Utility requirements: Chris Heimgartner, (Snohomish PUD)
Local government requirements: Ivan Miller, (PSRC)
2:30 - 3:30 Policy and Public Outreach Considerations
Moderator: Will Einstein (PSE)
The Green Highway: Jeff Doyle (WSDOT) and Charlie Allcock (PGE)
Local perspective: Sheida Sahandy (Bellevue) and Fred Chun (Tacoma)
Electrification of Transportation—Regional, national and international implications:
Congressman Jay Inslee
3:30-4:00
Role of PSNES and industry: Mike Grady and Jan Greylorn (WTIA)
Wrap-up Q/A
Take home products: maps, model ordinances and permitting processes
Next steps:
Page 2 of 2
Department of Commerce
nnovat on is in our nature.
Home I Community Services 1 Energy Policy 1 Housing 1 International Trade & Economic Development 1 Local Government 1
Public Works Board
Home > Laws and Rules
Commerce Rules and Laws
Washington Administrative Code
State Building Code Council
Energy Facility Site Evaluation Council
Current Rulemaking Agenda
WAC Citation
Subject Matter/Purpose of Rule
Current Activity/
Approx. Filing Date
New Rule within
Chapter 365
WAC
Creating a new chapter to develop rules for determining
projects of statewide significance, due to changes in
RCW 43.157 (SB 5473 — Chapter 421, Laws of 2009).
CR -101 filing anticipated in August
2010 with final rule adoption in
November 2010
365-198
Providing an alternative to an inter -local agreement to
cities and counties participating in the regional transfer of
development rights (TDR) program for Central Puget
Sound. The rule would provide terms and conditions that
they may adopt by reference in lieu of an inter -local
agreement to transfer development rights.
RCW authorization: RCW 43.362.050
The CR -102 was filed June 2, 2010.
The public hearing is on July 14,
2010, written comments are due by
July 22, 2010.
We hope to adopt the rule by
August 11, 2010.
365-212
Updating rules pertaining to the Manufactured Housing
Relocation program for procedural purposes and to
correct out-of-date and incorrect information.
RCW authorization: RCW 59.21
CR -101 filing anticipated in August
2010 with final rule adoption in
November 2010
365-230
Updating the lead based paint abatement & renovation,
repair, and painting rules, and the pre -renovation
information distribution requirements to ensure alignment
with federal laws and rules.
CR -101 anticipated in July 2010 with
final rule adoption in fall of 2010
365-196
365-190
To bring the rules into conformance with legislative
changes occurring in 2009 and 2010.
To adopt rules guiding implementation of RCW
36.70A.540 (Affordable Housing Incentive Programs)
To address a petition to the agency requesting
modifications to WAC 365-190-050 (Agricultural
Resource Lands) and WAC 365-196-425 (Rural
Element).
CR -102 filing anticipated in July
2010 with final adoption in fall of
2010.
New Rule within
Chapter 365
Per RCW 43' 325.080)the department shall define
practicabill rid clarify how state agencies and local
CR -101 filing anticipated in August
2010 with final rule adoption in
IWAC
government subdivisions will be evaluated in determining
hether they have met the goals set out in RCW
3.19.648.
November 2010.
More information
Growth Management Act Administrative Guidelines Update Project
GMA Update Public Hearings Schedule
Energy Policy Citations - RCW 43.21F.015
State Energy Office - RCW 43.21F
Energy Supply Emergencies, Alerts - RCW 43.21G
Transfer of state energy office - Appointment of assistant director - RCW 43.330.904
The Department of Commerce (Energy) - WAC 194
Fuel Mix - RCW 19.29A
Voluntary Green Power Reporting - RCW 19.29A.040
Electric Utility Resource Plans - RCW 19.280
Energy Independence Act (1-937) - RCW 19.285
Washington State Utility Resource Plans (HB1010) - RCW 19.280
Energy Freedom Program - RCW 43.325
Appliance Efficiency (HB1004) - RCW 19.260
Energy Code - WAC 51-11
Community Services Division Citations
365-18 Long-term care ombudsman program, department of community, trade, and economic development.
365-90 Supplemental law enforcement resources for border areas.
365-140 State funding of local emergency food programs.
365-205 Individual development accounts.
365-220 Developmental disabilities endowment trust fund.
WAC we work with through an Interagency Agreement:
388-310-1100 WorkFirst--Work experience.
388-310-1300 Community jobs.
388-310-1400 WorkFirst--Community service.
192-33 Workforce development.
388-310-2000 Individual development accounts (IDA).
Housing Division Citations
365-120 State funding of local emergency shelter and transitional housing, operating and rent programs.
365-180 Energy matchmakers.
365-200 The affordable housing program
365-210 Manufactured housing installer training and certification program.
365-212 Manufactured housing relocation
365-230 Accreditation of lead-based paint training programs and the certification of firms and individuals
conducting lead-based paint activities.
Public Works Board Citations
WAC 399.10 General Provisions
399-10-010Organization and operation of the public works board.
399-10-020Board meetings.
399-10-030Communications with the board.
WAC 399.20 Public records
399-20-010Purpose.
39 9-20-02 0 D e fi n i t i o n s.
399-20-030Public records available.
Inside the Legislature
* Find Your Legislator
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Calendars
* Bill Information
* Laws and Agency Rules
* Legislative Committees
* Legislative Agencies
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Center
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(Listserv)
* Students' Page
* History of the State
Legislature
Outside the Legislature
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Washington
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WASHINGTON STATE LEGI S LATU
Access
41Wshingtonm
QStccal 21SM Gav•cnmoal WiLvim
RCWs > Title 43 > Chapter 43.325 > Section 43.325.080
43.325.070 « 43.325.080 » 43.325.090
RCW 43.325.080
Electricity and biofuel usage goals — Rules.
By June 1, 2010, the department shall adopt rules to define practicability and clarify how
state agencies and local government subdivisions will be evaluated in determining whether
they have met the goals set out in RCW 43.19.648(1). At a minimum, the rules must address:
(1) Criteria for determining how the goal in RCW 43.19.648(1) will be met by June 1,
2015;
(2) Factors considered to determine compliance with the goal in RCW 43.19.648(1),
including but not limited to: The regional availability of fuels; vehicle costs; differences
between types of vehicles, vessels, or equipment; the cost of program implementation; and
cost differentials in different parts of the state; and
(3) A schedule for phased -in progress towards meeting the goal in RCW 43.19.648(1) that
may include different schedules for different fuel applications or different quantities of
biofuels.
[2007 c 348 § 204.]
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Inside the Legislature
* Find Your Legislator
* Visiting the Legislature
* Agendas, Schedules and
Calendars
* Bill Information
* Laws and Agency Rules
* Legislative Committees
* Legislative Agencies
* Legislative Information
Center
* E-mail Notifications
(Listserv)
* Students' Page
* History of the State
Legislature
Outside the Legislature
* Congress - the Other
Washington
* TVW
* Washington Courts
* OFM Fiscal Note Website
WASHINGTON STATE LEGISLATU
Access
.i4 Washingtonm
QTlhclil Watt. G r4arnma"1'. Vivclib
RCWs > Title 43 > Chapter 43.19 > Section 43.19.648
43.19.647 « 43.19.648 » 43.19.651
RCW 43.19.648
Publicly owned vehicles, vessels, and
construction equipment — Fuel usage — Tires.
(1) Effective June 1, 2015, all state agencies and local government subdivisions of the state,
to the extent determined practicable by the rules adopted by the *department of community,
trade, and economic development pursuant to RCW 43.325.080 are required to satisfy one
hundred percent of their fuel usage for operating publicly owned vessels, vehicles, and
construction equipment from electricity or biofuel.
(2) In order to phase in this transition for the state, all state agencies, to the extent
determined practicable by the *department of community, trade, and economic development
by rules adopted pursuant to RCW 43.325.080, are required to achieve forty percent fuel
usage for operating publicly owned vessels, vehicles, and construction equipment from
electricity or biofuel by June 1, 2013. The department of general administration, in
consultation with the *department of community, trade, and economic development, shall
report to the governor and the legislature by December 1, 2013, on what percentage of the
state's fuel usage is from electricity or biofuel.
(3) Except for cars owned or operated by the Washington state patrol, when tires on
vehicles in the state's motor vehicle fleet are replaced, they must be replaced with tires that
have the same or better rolling resistance as the original tires.
(4) By December 31, 2015, the state must, to the extent practicable, install electrical
outlets capable of charging electric vehicles in each of the state's fleet parking and
maintenance facilities.
(5) The department of transportation's obligations under subsection (2) of this section are
subject to the availability of amounts appropriated for the specific purpose identified in
subsection (2) of this section.
(6) The department of transportation's obligations under subsection (4) of this section are
subject to the availability of amounts appropriated for the specific purpose identified in
subsection (4) of this section unless the department receives federal or private funds for the
specific purpose identified in subsection (4) of this section.
(7) The definitions in this subsection apply throughout this section unless the context
clearly requires otherwise.
(a) "Battery charging station" means an electrical component assembly or cluster of
component assemblies designed specifically to charge batteries within electric vehicles,
which meet or exceed any standards, codes, and regulations set forth by chapter 19.28 RCW
and consistent with rules adopted under RCW 19.27.540.
(b) "Battery exchange station" means a fully automated facility that will enable an electric
vehicle with a swappable battery to enter a drive lane and exchange the depleted battery with
a fully charged battery through a fully automated process, which meets or exceeds any
standards, codes, and regulations set forth by chapter 19.28 RCW and consistent with rules
adopted under RCW 19.27.540.
[2009 c 459 § 7; 2007 c 348 § 202.]
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Electric Vehicle Infrastructure
Model Ordinance, Model Development Regulations, and Guidance Related to
Electric Vehicle Infrastructure and Batteries per RCW 47.80.090 and 43.31.970
Department of Commerce Puget Sound Regional Council
PSRC
Innovation is in our nature.
TECHNICAL ADVISORY COMMITTEE MEMBERS
The following people were members of the technical advisory committee and contributed to the preparation of this report:
Ivan Miller, Puget Sound Regional Council, Co -Chair
Gustavo Collantes, Washington Department of Commerce, Co -Chair
Dick Alford, City of Seattle, Planning
Ray Allshouse, City of Shoreline
Ryan Dicks, Pierce County
Jeff Doyle, Washington State Department of Transportation
Mike Estey, City of Seattle, Transportation
Ben Farrow, Puget Sound Energy
Rich Feldman, Ecotality North America
Anne Fritzel, Washington Department of Commerce
Doug Griffith, Washington Labor and Industries
David Holmes, Avista Utilities
Stephen Johnsen, Seattle Electric Vehicle Association
Ron Johnston -Rodriguez, Port of Chelan
Bob Lloyd, City of Bellevue
Dave Tyler, City of Everett
CONSULTANT TEAM
Anna Nelson, Brent Carson, Katie Cote — GordonDerr LLP
Dan Davids, Jeanne Trombly, Marc Geller — Plug In America
Jim Helmer — LightMoves
Funding for this document provided in part by member jurisdictions, grants from U.S. Department of Transportation, Federal
Transit Administration, Federal Highway Administration and Washington State Department of Transportation. PSRC fully
complies with Title VI of the Civil Rights Act of 1964 and related statutes and regulations in all programs and activities. For more
information, or to obtain a Title VI Complaint Form, see http✓/www.psrc.org/about/public/titlevi or call 206-464-4819. Sign
language, and communication material in alternative formats, can be arranged given sufficient notice by calling 206-464-709o.
TDD\TTY: 206-464-5409.
This is an ARRA Funded Project, and was supported by Grant No. DE-EE0000849 awarded by US Department
of Energy (USDOE). Points of view in this document do not necessarily represent the official position or
policies of the US Department of Energy. Grant funds are administered by the Energy Policy Division,
Washington State Department of Commerce.
For additional copies of this document please contact: Puget Sound Regional Council • Information Center
1011 Western Avenue, Suite 500 • Seattle, WA 98104-1035
206-464-7532 • fax 2o6-587-4825 • info@psrc.org • www.psrc.org
Washington Department of Commerce • Energy Policy Division
1011 Plum Street SW• Olympia, WA 98504-2525
360-725-3000 • www.commerce.wa.gov
Cover photo: Nissan Leaf
PREPARED WITH ASSISTANCE FROM:
6ONonDe` rr Plug In
ATTORNEYS AT LAW`
•
Land Pvlaattters..
America.
LightMoues
Appendices
Regarding. EiectricVehicle Infrastru'
tire and Batteries
(PDF PAGE #)
Appendix A. House Bill 1481 as Codified in Revised Code of Washington Page 5
This appendix describes where the sections of HB 1481 have been codified in
the Revised Code of Washington.
Appendix B. Model Installation Guides for Charging Stations Page 9
This appendix contains two installation guides that local jurisdictions can tailor.
The guides are for (1) Electric Vehicle Charging at Single Family Homes, and (2)
Electric Vehicle Charging at Commercial or Employee Parking Lots.
Appendix C. Model Electric Vehicle Charging Station Installation Checklist Page 19
This appendix provides an optional checklist that jurisdictions can use as part
of the permitting process to ensure that electric vehicle charging stations are
efficiently installed.
Appendix D. Research Memoranda Page 21
This appendix contains all the research memoranda that formed the basis for
developing the Model Guidance. It also contains the memoranda from a sub-
committee of the technical advisory committee that was formed to research
and consider issues related to the collection and analysis of data from charging
infrastructure. These memoranda are provided for background and informa-
tional purposes only.
Model Development Regulations and Guidance—Appendices 3
Appendix A. House Bill 1481 as Codified
in the Revised Code of Washington
SECTION REVISED CODE OF WASHINGTON
SUMMARY OF SECTION
1
RCW 47.80.090
Regional transportation planning organizations -
Electric vehicle infrastructure - Findings.
(Title 47.80 - Public highways and transportation -
Regional transportation planning organizations)
The purpose of HB 1481 is to encourage the transition to electric
vehicle use and to expedite the establishment of a convenient
and cost-effective electric vehicle infrastructure that such a
transition necessitates. The Legislature agreed that the develop-
ment of a convenient infrastructure to recharge plug-in electric
vehicles is essential to increase consumer acceptance of these
vehicles. The state's success in encouraging this transition will
serve as an economic stimulus to the creation of short-term and
long-term jobs as the entire automobile industry and its associ-
ated direct and indirect jobs transform over time from combus-
tion to electric vehicles.
2
RCW 47.80.090
Regional transportation planning organizations –
Electric vehicle infrastructure.
(Title 47.80 – Public highways and transportation –
Regional transportation planning organizations)
The Puget Sound Regional Council (PSRC) is required to seek
federal or private funding related to planning for electric vehicle
infrastructure deployment. These efforts should include:
• Development of short-term and long-term plans for how state
and local governments may include electric vehicle infrastruc-
ture in parking facilities;
• Consultations with the State Building Code Council and
the Department of Labor and Industries to coordinate state
standards to ensure that appropriate electric circuitry may be
installed to support electric vehicle infrastructure;
Consultation with the Workforce Development Council and
the Higher Education Coordinating Board to ensure the devel-
opment of educational and training opportunities related to
electric vehicles;
Development of an implementation plan for counties over
500,000 in population to achieve 10 percent electric vehicle -
ready parking by December 31, 2018; and
• Development of model ordinances and guidance for local
governments related to the siting and installation for electric
vehicle infrastructure.
Any plans and recommendations developed by PSRC must be
submitted to the Legislature by December 31, 2010, or as soon
as practicable after securing any federal or private funding.
Priority will be given to the development of model ordinances
and guidance for local governments related to the siting and
installation of electric vehicle infrastructure.
3
RCW 82.29A.125
Exemptions - Electric vehicle infrastructure.
(Expires January 1, 2020.)
(Title 82.29A - RCW Excise taxes - Leasehold
excise tax)
Electric vehicle infrastructure is exempt from leasehold excise tax.
Model Development Regulations and Guidance — Appendices
5
SECTIONREVISED CODE OF WASHINGTON
SUMMARY OF SECTION
4
RCW 82.08.816
Exemptions — Electric vehicle batteries and
infrastructure. (Expires January 1, 2020.)
(Title 82.08 — Excise taxes — Retail sales tax)
The sale of electric vehicle batteries or the installation of electric
vehicle infrastructure is exempt from retail sales and use tax.
5
RCW 82.12.816
Exemptions — Electric vehicle batteries and
infrastructure. (Expires January 1, 2020.)
(Title 82.12 — Excise taxes — Use tax)
The sale of electric vehicle batteries or the installation of electric
vehicle infrastructure is exempt from retail sales and use tax.
6
RCW 79.13.100
Battery charging, battery exchange and rapid
charging stations.
(Title 79.13 — Public lands — Land leases)
State and local governments may lease public property for elec-
tric vehicle infrastructure.
7
RCW 43.19.648
Publicly owned vehicles, vessels, and construction
equipment — Fuel usage — Tires.
(Title 43.19 — State government — Executive —
Department of general administration)
By June 2015, all state agencies and local government subdivi-
sions of the state, to the extent determined practicable by
the rules adopted by the department of commerce, pursuant
to RCW 43.325.080, are required to satisfy one hundred per -
cent of their fuel usage for operating publicly owned vessels,
vehicles, and construction equipment from electricity or biofuel.
State agencies must achieve 40 percent by June 1, 2013. Per
43.325.080, Commerce is to adopt rules by June 2010.
8
RCW 43.21C.410
Battery charging and exchange station installation.
(Title 43.21c — State government — Executive —
State environmental policy)
Battery charging stations and battery exchange stations will not
lose their categorically exempt status under the State Environ -
mental Policy Act (SEPA) as a result of their being parts of a
larger proposal under the SEPA rules.
9
RCW 35.63.126
Development regulations — Jurisdictions specified
— Electric vehicle infrastructure — City retrofitting
incentive programs.
(Title 35.63 — Cities and towns — Planning
commissions)
See Figure 1: Map of Requirements for Local Governments Under
HB 1481.
By July 1, 2010, electric vehicle infrastructure must be allowed
under the development regulations of a local jurisdiction if:
(1) the jurisdiction is adjacent to Interstate 5 (1-5), Interstate 90
(1-90), Interstate 405 (1-405), or State Route 520 (SR 520) and has a
population of over 20,000 in a county with a population of over
one million five hundred thousand; (2) the jurisdiction is adja-
cent to 1-5 and is located in a county with a population greater
than 600,000; or (3) the jurisdiction is adjacent to 1-5 and located
in a county with a state capitol within its borders.
By July 1, 2011, or six months after a model ordinance is distrib-
uted, whichever is later, all jurisdictions adjacent to 1-5,1-90,1-405,
or SR 520 must allow electric vehicle infrastructure and battery
charging stations under their development regulations as a use
in all areas, except those areas zoned for residential, resource
use, or critical areas. A jurisdiction may adopt and apply other
development regulations that do not have the effect of preclud-
ing the siting of electric vehicle infrastructure or battery charg-
ing stations in areas where that use is allowed.
Cities may adopt incentive programs to encourage retrofitting
of existing structures with electric outlets capable of charging
electric vehicles.
6
Model Development Regulations and Guidance — Appendices
SECTION REVISED CODEOF WASHINGTON
SUMMARY OF SECTION
10
RCW 35A.63.107
Development regulations - Jurisdictions specified
- Electric vehicle infrastructure.
(Title 35A.63 - Optional municipal code - Planning
and zoning in code cities)
Same as section 9, for code cities.
11
RCW 36.70.695
Development regulations - Jurisdictions specified
- Electric vehicle infrastructure
(Title 36.70 - Counties - Planning enabling act)
Same as section 13, but for County areas within 1 mile of
highways.
12
RCW 36.70A.695
Development regulations - Jurisdictions specified
- Electric vehicle infrastructure
(Title 36.70A - Counties - Growth management -
Planning by selected counties and cities)
Same as section 9 and 10, for GMA planning jurisdictions.
13
RCW 35.63.127
Development regulations - Jurisdictions specified
- Electric vehicle infrastructure - County
retrofitting incentive programs.
(Title 35.63 - Cities and towns - Planning
commissions)
Same as section 11, but for County areas within 1 mile of
highways. Also, counties may adopt incentive programs to
encourage retrofitting of existing structures with electric outlets
capable of charging electric vehicles.
14
RCW 47.38.070
Electric vehicle infrastructure.
(Title 47.38 - Public highways and transportation -
Roadside areas - Safety rest areas)
An alternative fuels corridor pilot project is authorized for up to
five locations in the state. The Washington State Department of
Transportation (WSDOT) may enter into partnership agreements
with public and private entities for the use of land and facilities
along state routes and within interstate highway rights-of-way.
The pilot project must:
• Limit renewable fuel and vehicle technology offerings to those
fuels or vehicle technologies with a forecasted demand over
the next 15 years that are approved by the WSDOT
• Ensure that the site does not compete with existing retail
businesses in the same geographic area for the provision of
the same refueling services, recharging technologies, or other
retail commercial activities;
• Provide existing truck stop operators and truck refueling busi-
nesses with a right of first refusal over the offering of refueling
services for certain types of trucks within the same geographic
area as the pilot project site;
• Ensure that any commercial activities at host sites do not
materially affect the revenues forecast for vending operations
offered by the department of services for the blind; and
• Regulate the internal rate of return from the partnership.
The duration of the pilot project is limited to the term of years
reasonably necessary for the partnership to recover the cost of
capital investments, plus the regulated internal rate of return.
The WSDOT is not responsible for providing capital equipment
or operating refueling and recharging services.
Model Development Regulations and Guidance—Appendices
7
SECTION REVISED CODE OF WASHINGTON
SUMMARY OF SECTION
15
RCW 47.38.075
Electrical outlets for electric vehicles at rest areas —
Battery exchange and charging station installation
and operation.
(Title 47.38 — Public highways and transportation —
Roadside areas — Safety rest areas)
By December 31, 2015, the state must, to the extent practicable:
• Install charging outlets capable of charging electric vehicles in
each of the state's fleet parking and maintenance facilities;
• Install charging outlets capable of charging electric vehicles in
the all -state operated highway rest stops; and
• Install or lease space for installation of a battery exchange and
charging station in appropriate state -operated highway rest
stops.
16
RCW 19.27.540
Electric vehicle infrastructure requirements.
(Title 19.27 — Business regulations — Miscellaneous —
State building code.)
State Building Code Council to adopt rules for electric vehicle
infrastructure (EVI) requirements. Such rules must consider ap-
plicable national and international standards and be consistent
with rules adopted under RCW 19.28.281.
17
RCW 19.28.281
Electric vehicle infrastructure — Rule adoption.
(Title 19.28 — Business regulations — Miscellaneous —
Electricians and electrical installations.)
Department of Labor and Industries to adopt rules for the instal -
lation of EVI. The rules must be consistent with rules adopted
under RCW 19.27.540.
18
RCW 43.31.970
Electric vehicle infrastructure.
(Title 43.31 — State government — Executive —
Department of commerce.)
Similar to section 2e. Commerce to develop model ordinances,
model development regulations, and guidance. Commerce to
distribute to local governments when completed.
8 Model Development Regulations and Guidance —Appendices
Appendix B. Vodel Guides
for Charging Stations
It is recommended that government permitting agencies provide installation guides to the public to help
explain the process of installing EV charging infrastructure. The model installation guides included in this
appendix are provided in a format that can be revised to meet the needs of a permitting agency.
This appendix includes two installation guides: "Electric Vehicle Charging Station at a Single Family Residence"
and "Electric Vehicle Charging at a Commercial or Employee Parking Lot." At a minimum, the following revi-
sions should be made to each of the installation guides to make it applicable to a specific jurisdiction:
• Insert the appropriate jurisdiction logo into the heading on Page 1.
• Insert the appropriate jurisdiction and department name in the footer on Pages 1-4.
• Insert the appropriate code citation for local EV ordinance on Page [Insert Page #]
(Commercial or Employee Parking Lot installation guide only).
• Insert hyperlinks to applicable EV ordinance and electrical code on Page [Insert Page #].
• Insert appropriate contact information for permitting agency on Page [Insert Page #].
Additional revisions can provide more detail on such topics as accessibility, permitting authority, or other
topics and code citations of special importance to a jurisdiction. The installation guides present basic infor-
mation applicable across the state, including references to minimum electrical standards set by the Depart-
ment of Labor and Industries. Although the installation guides are for informational purposes only, and are
not meant as a substitute for adopted codes, it may be appropriate to revise sections of these documents to
highlight or reference local electrical, permitting, parking, or other standards. Below are some examples of
additional information a local jurisdiction may choose to include in the installation guides.
Accessibility
The Commercial or Employee Parking Lot installation guide includes a reference to minimum suggested
accessibility standards and guidelines. A jurisdiction may wish to add additional information describing local
accessibility requirements as they relate to EV charging stations, including accessible reach and barrier -free
routes in parking lots.
Permitting Authority
Throughout most of Washington State, the Department of Labor and Industries is the authority having
jurisdiction over electrical permitting. However, there are several cities, many of which are in the Puget Sound
area, which conduct their own electrical permitting. Government agencies using these model installation
guides may wish to add specific information on the permitting authority in their city or county. Such revi-
sions can be added to the final section of the installation guide (Section 4 for "Single Family Residential" and
Section 3 for "Commercial or Employee Parking Lot"). The following is a list of cities that have authority over
electrical permitting.
Aberdeen Federal Way Milton SeaTac
Bellingham Kirkland Mountlake Terrace Seattle
Bellevue Lacey Normandy Park Spokane
Burien Longview Olympia Tacoma Power*
Des Moines Lynnwood Port Angeles Tukwila
Eatonville Marysville Redmond Vancouver
Everett Mercer Island Renton
* The jurisdiction of Tacoma Power includes some areas of unincorporated Pierce County.
Model Development Regulations and Guidance — Appendices 9
Electrical Safety and At-Home Charging
Jurisdictions may choose to add additional considerations regarding electrical safety and charging station
use. Important additional electrical information includes the following:
When charging an EV, only supply equipment that has been properly tested, and labeled or listed for
that purpose, shall be used. This means that all materials, devices, appliances, and equipment be of a
type that conforms to applicable standards. Look for labeling such as "For Use with Electric Vehicles" or
"Ventilation Not Required" and completely read and understand charging station location requirements
from your supplier(s). Electric codes contain special provisions for personnel safety and circuit overload
protection. You should consult or hire only licensed electricians and obtain proper permits when having
electrical equipment installed for charging your electric vehicle.
Jurisdictions may choose to add additional information on circuit use during at-home Level 1 charging.
Such information could include the following:
When charging at Level 1 (120V with a 15-or 20-amp breaker), one should never use an ordinary exten-
sion cord. Only the cord set provided by the EV auto dealer should be used. This cord set contains the
special connector that mates with the charging inlet on the EV. The connector contains important
safety and communications features, such as de-energizing if the cord is strained or inadvertently pulled
from the vehicle inlet. The cord is constructed with the proper gauge wire and an internal protection
device near the plug that goes into the wall outlet. While a dedicated circuit (a circuit for only one elec-
trical device) for 120V charging is not mandated by the National Electric Code at the time of this writing,
it is highly advised that no other electrical loads be placed on the same circuit when charging an EV.
Avoiding having any other electrical appliances on this circuit will prevent overloading and tripping a
circuit breaker, as well as ensure a consistent charging level over the course of each charge. When charg-
ing at Level 2 (240 V and a 40- to 100-amp breaker), a dedicated, hard-wired circuit is always required.
To avoid tripping or driving over charging equipment, always locate and store charging equipment,
cords, and coupler on a wall or other mounting device.
10 Model Development Regulations and Guidance — Appendices
[Draft Model Guide — to be modified by local government]
INSERT LOGO
Installation Guide for Charging Stations
Congratulations on joining the exciting transition to electric vehicles! As a current or future electric
vehicle owner, you can look forward to convenient overnight "fueling" by plugging your car in at home.
This guide provides important information to help you plan and install necessary charging equipment.
1. Charging times and specifications. —
Charging times vary by battery capacity
and voltage.
The time and equipment required to charge an
Electric Vehicle (EV) varies based on the capacity of
the vehicle's battery and the level of electric power
available. Most future EV drivers will choose to drive
one of the two major categories of electric vehicles:
a battery electric vehicle or a plug-in hybrid electric
vehicle. These two types of EVs are described be-
low. Generally, battery electric vehicles contain bat-
teries with more capacity and require heavier duty
charging equipment than plug-in hybrid electric
vehicles. See Table 1 on Page 2 for more informa-
tion on charging levels.
Battery Electric Vehicle (BEV). BEVs are zero -
emission vehicles that run exclusively on a power-
ful, large capacity battery that pulls energy from
the electric grid. Because electricity is the only
source of energy for BEVs, for normal daily driving
you will likely need to install a Level 2 charging sta-
tion (see Figure 1 and Figure 3). Level 2 is likely to be
the best option given the reduced charging times.
Plug -In Hybrid Electric Vehicle (PHEV). PHEVs
are vehicles that run on both electricity from the
grid and an internal combustion engine. Depend-
ing on its design, the internal combustion engine
either shares in powering the EV by alternating
back and forth with the electric motor, or it is used
to recharge the battery once the all -electric range
has expired. The latter type is often referred to as
an extended -range electric vehicle or "EREV." The
battery in a PHEV generally has less capacity than
the battery in a BEV and depending upon your daily
[insert Local Government Name, Department]
Figure 1. A typical wall -mounted Level 2 home charging
station inside a garage. Photo courtesy of Clean Fuel
Connection, Inc.
driving needs, a dedicated circuit for a Level 1 charg-
ing system will take longer but may be adequate.
A third category of EV, Electric Scooters and Mo-
torcycles, is made up of two -wheeled lightweight
vehicles. This category of EVs is similar to BEVs,
because they are powered completely by an electric
battery. However, their light weight allows for a less
powerful battery. Currently, electric scooters and mo-
torcycles only accept Level 1 charging equipment.
INSIDE THIS GUIDE
Charging times and specifications Page 1
Making your home EV -ready Page 2
Are permits required for EV charging? Page 3
How do I get a permit and inspection? Page 4
Charging an EV away from home Page 4
1 EV Charging —Single -Family Residence
Table 1. EV Electrical Requirements and Charging Times
LEVEL ELECTRICAL REQUIREMENTS
TIME*
1
Requires a standard 15- or 20 -amp
breaker on a 120 -volt circuit with a
ground fault interrupter (GFI). To avoid
overloading your circuit and breaker
when charging, the circuit should not
be used for any other purposes. If
installing a dedicated circuit, a 20 -amp
breaker is recommended. This level of
charging can provide approximately 3-6
miles of range for 1 hour of charging.
16-32 hrs
(BEVs)
3-15 hrs
(PHEVs)
2
Requires a dedicated 40 -amp or higher
breaker on a 240 -volt circuit with a GFI,
such as those required for ovens or
dryers. A wall -mounted charging station
assembly will be required.
EV charging stations are "continu-
ous load" devices as defined by the
National Electrical Code. The contact
points for typical 240 volt outlets, such
as those used for dryers or ovens, are
not designed for continuous loads, or
for repetitive plugging and unplugging
as would be normal with EV charging.
Plugging a vehicle directly into a 240 -
volt outlet is considered hazardous and
is not allowed under any circumstances.
This level of charging can provide ap-
proximately 15-25 miles of range for 1
hour of charging.
4-6 hrs
(BEVs)
1-2 hrs
(PHEVs)
* Charging times are approximate and vary widely due to different
battery sizes and specifications. The times represent a full charge
of your vehicle's battery and are shown for comparison purposes
only. To determine which charging level best suits your vehicle and
driving needs, consult your EV dealer to understand the approxi-
mate mileage range gained per hour of charging.
2. Making your home EV -ready. —
Preparations can be easy and inexpensive.
Before purchasing an EV, carefully plan where
and when you want to do your charging. Will you
charge inside a garage or at an outdoor carport?
Will you charge at night when your home's electri-
cal use is low, or will you need to charge during the
day when electrical use is usually higher? To avoid
trip hazards, choose a location for your charging
station away from doors and walkways. Make sure
Figure 2. The J1772 connector will be the standard
charging plug for all new electric vehicles. Photo courtesy
of Nissan.
there is a clear path to and from the car without
passing over the charging cord. If you will be charg-
ing outside or in a detached garage, consider there
may be additional costs associated with bringing
electricity to the charging station and to protecting
all equipment from the elements.
A licensed electrician can help you calculate your
home's electrical capacity and loads. However, you
should first check with your auto dealer to see if
this electrical calculation may be provided as a free
or low- cost service to you. You should also dis-
cuss with your utility provider whether special rate
structures are available for nighttime charging and
whether you will need to have a separate meter
track electricity used for EV charging.
The amount of energy flowing to your home is
measured as amperage, or amps. If your home's
amperage is not sufficient to supply energy to both
your home and your EV charging station, you will
need to consult with your utility company to deter-
mine the steps required to upgrade your service to
higher amperage. There may be an additional cost
associated with a service upgrade.
Once you determine that the electrical service to
your home is sufficient, your next step is to deter-
mine the capacity of your home's electrical panel.
The electrical panel divides the amperage flowing
into your home into circuits dedicated for various
uses. Each circuit has a fuse or circuit breaker with
[insert Local Government Name, Department] 2 EV Charging —Single -Family Residence
a specific amperage, normally 15-20 amps. Each
fuse or circuit breaker is connected to one or more
outlets, lights, or appliances. A standard household
electrical panel has a capacity of around 125 amps,
although this could vary based on electric codes,
residence size, heating method or other factors.
Look to see whether all of your circuits are assigned
a use. Charging your EV may require dedicating one
or more empty circuits for charging.
The strength of the electrical current flowing out of
a circuit is measured as voltage, or volts. A standard
household circuit of 120 volts can provide power
to several uses, such as lights and small appliances,
or one larger use, such as a dishwasher or refrigera-
tor. For larger appliances, such as ovens or clothes
dryers, two standard circuits are combined into a
240 -volt circuit. This will appear as a double, or two -
poled, circuit breaker on your electrical panel.
For Level 1 nighttime charging on a circuit used
only for charging and not for any other electrical
appliance, charging will be slower but is likely to be
possible without electrical service upgrades.
As noted in Table 1, Level 2 charging will significant-
ly reduce charging times. For Level 2 charging, older
electrical panels with screw-in fuses and old or
new panels with less than 125 amps will need to be
upgraded. Amperage is likely displayed somewhere
on the panel itself. The panel must have two empty
circuits available for installing a new two -pole
circuit breaker. Note that even if your panel appears
to have empty circuit slots, this does not necessarily
mean there is enough available amperage to add
new circuits. In some cases, you may need a panel
capacity greater than 125 amps for Level 2 charging.
This would be the case if you have a large home
with high electricity demand or if you need to
operate several electrical appliances while charging
(e.g. a hot tub or a tankless water heater).
3. Are permits required for EV charging?
-- BEVs — yes, permits are required.
If you will be driving a BEV, or if you want your PHEV
to charge faster, you will need Level 2 charging
from a 240 -volt circuit. As explained in Table 1, for
Level 2 charging, you can't legally plug your car into
an open 240 -volt outlet; rather, you will need to
install a charging station in your garage or parking
area (see Figure 1 and Figure 3). Charging stations
may be provided as an option with the purchase of
your EV or you may choose to purchase one from
a separate company. The car will be connected to
the charging station by a special electrical cord and
connector (see Figure 2). In existing homes, electrical
permits will be required to install a charging station.
Charging PHEVs — Generally, no permits are
required. If you buy a PHEV and decide to use
Level 1 charging, your EV manufacturer will provide
a special cord set with the standard three -prong
plug on one end and a special car connector on
the other end. This cord is specially designed for
charging purposes and should always stay with
your vehicle. Use this cord only when charging from
a Level 1 circuit. If you use an existing electrical
circuit, no other electrical loads should occur during
charging (i.e., nothing else using that circuit should
be running or switched on), otherwise you are likely
to trip the circuit breaker.
If you decide to install a dedicated Level 1 or Level
2 circuit solely intended for charging in your garage
or outside to a carport, you will need to obtain
an electrical permit for this work. See information
below regarding permitting. If you decide you need
faster charging for your PHEV, see the next section.
Figure 3: A wall -mounted Level 2 home charging station
in a carport. Outdoor home charging stations can also
be Level 1 and may not require covering. Photo courtesy of
Plug In America.
(insert Local Government Name, Department) 3 EV Charging — Single -Family Residence
4. How do I get a permit and
inspection? — Permits can be straight-
forward and easy to obtain; all work must
be inspected.
Before beginning to install a new dedicated circuit,
your Level 2 charging equipment, or conducting any
other electrical upgrades or installations, you will
need to ensure an electrical work permit is in place.
All electrical work must be inspected and approved
by the authority having jurisdiction (AHJ). Labor &
Industries inspects electrical permits throughout
Washington State, but some jurisdictions do their
own inspections. These jurisdictions can be viewed
on the Labor and Industries website at:
http://www.Ini.wa.gov/TradesLicensing/Electrical/
FeePerminsp/Citylnspectors/default.asp
It is the installer's responsibility to obtain electrical
permits and request inspections. Only property
owners or their licensed electrical contractors can
buy an electrical permit and perform electrical
work. You can find out if you, as a property owner,
qualify to perform electrical work on your property,
or if you will be required to hire a licensed electri-
cian, by referring to RCW 19.28.261. If a homeowner
chooses to perform electrical work on their prop-
erty, it is their responsibility to ensure that all materi-
als, devices, appliances and equipment are of a type
that conforms to applicable standards.
If you feel unsure or are not qualified to do your
own electrical work, you should hire a licensed
electrical contractor. You can ensure electrical con-
tractors are properly licensed and are using certified
electricians by checking their status at:
http://www.lni.wa.gov/TradesLicensing/
Contractors/HireCon/default.asp
Prior to concealing any portion of the electrical
installation, the installer must request an electrical
inspection from the AHJ. Any corrections written
during the inspection will need to be repaired and
a re -inspection will be required. You must receive
final approval from the electrical inspector before
energizing your EV charging system.
Permitting requirements vary among inspection au-
thorities. As mentioned above, check to make sure
you know which electrical permitting jurisdiction
covers your property before preparing your permit
application.
• [Insert Hyperlink to applicable EV ordinance]
• (Insert Hyperlink to Electrical Code]
To purchase a Labor and Industries electrical permit
or call for an electrical inspection visit:
http://www.lni.wa.gov/TradesLicensing/Electrical/
FeePerminsp/Permitlnspect/Default.asp
5. Charging an EV away from home. —
You can also charge your EV at a public
charging station.
Some EV drivers may want to take advantage of
charging opportunities at their workplace or at vari-
ous public locations, such as shopping centers and
public parking lots, and downtown areas. Also, if
you are planning a trip that will be a longer distance
than your EV's range, it is important to know about
charging opportunities along your route.
The U.S. Department of Energy has funded a
number of electric vehicle infrastructure projects in
the central Puget Sound region. With these invest-
ments, over 1,500 Level 2 charging stations will be
available in public locations throughout the central
Puget Sound and Olympia area. As EV use becomes
more widespread, additional privately funded
charging stations will be installed at commercial or
employee parking lots. Your EV dealer may be able
to help you determine the location of public charg-
ing stations near your home. In the future, it may
also be possible to access information regarding the
location and availability of public charging stations
through GPS mapping applications.
See the Installation Guide for Charging Stations: Elec-
tric Vehicle Charging at a Commercial or Employee
Parking Lot, for information on and considerations
for installing publicly available charging stations.
CONTACT INFORMATION:
Insert information for permit authority:
• Name
• Phone numbers — is there a question hotline?
• Address
• Hours and days of services
• Additional information
[insert Local Government Name, Department] 4 EV Charging — Single -Family Residence
[Draft Model Guide — to be modified by local government]
INSERT LOGO
Installation Guide for Charging Stations
Electric Vehicle Charging at a Commercial or Employee
Congratulations on joining the exciting transition to electric vehicles! Adding an electric vehicle (EV) charging
station to your commercial or employee parking lot will set you apart as a pioneer in clean energy transpor-
tation. Because cars are often parked at work or for shopping several hours each day, parking lots are an ideal
place to install a charging station. This guide provides useful planning tips toward a successful installation.
1. Charging times and specifications. —
Charging times vary by battery capacity
and voltage.
Future EV drivers will likely be driving either a bat-
tery electric vehicle or a plug-in hybrid electric ve-
hicle. These two types of EVs are described below.
Generally, battery electric vehicles contain batteries
with more capacity and require heavier -duty charg-
ing equipment than plug-in hybrid electric vehicles
(see Table 1 on Page 2 for information on electrical
requirements and charging times).
Battery Electric Vehicle (BEV). BEVs are zero -
emission vehicles that run exclusively on a power-
ful, large capacity battery that pulls energy from the
electric grid. Because electricity is the only source
of energy for BEVs, normal daily driving will likely
require a Level 2 charging station (see Figure 1).
Plug -In Hybrid Electric Vehicle (PHEV). PHEVs are
vehicles that run on both electricity from the grid
and an internal combustion engine. Depending on its
design, the internal combustion engine either shares
in powering the EV by alternating back and forth
with the electric motor, or it is used to recharge the
battery once the all -electric range has expired. The
latter type is often referred to as an extended -range
electric vehicle or "EREV." The battery in a PHEV gen-
erally has less capacity than the battery in a BEV, and
depending upon the daily driving needs of the EV
driver, a Level 1 charging system may be adequate.
A third category of EV, Electric Scooters and Mo-
torcycles, is made up of two -wheeled lightweight
vehicles. This category of EVs is similar to BEVs,
because they are powered completely by an electric
(insert Local Government Name, Department) 1
Figure 1. A typical pedestal -style charging station in a
surface parking lot. Photo courtesy of ECOtality.
battery. However, their light weight results in a less
powerful battery. Currently, electric scooters and mo-
torcycles accept only Level 1 charging equipment.
Charging Levels and Length of Stay. Before you
decide to install a Level 1 or 2 charging station (or a
combination of both), it is important to understand
how the electric vehicle industry is evolving. Battery
capacities will continue to increase and heavier -
duty chargers will become more common.
If your typical customer will need charging for me-
dium length stays (2-4 hours), such as visits to shop-
ping malls, movie theaters, or sports venues, then
Level 2 charging would be advised. Level 2 charg-
ing may offer the most efficient and cost-effective
level of charging, because it can efficiently charge
BEVs and PHEVs using a 240 -volt circuit and can also
provide 120 -volt Level 1 slow charging.
INSIDE THIS GUIDE
Charging times and specifications Page 1
Making your parking lot EV -ready Page 2
How to obtain a permit and inspection Page 4
EV Charging Stations — Commercial Lots
Table 1. EV Electrical Requirements and Charging Times
LEVEL ELECTRICAL REQUIREMENTS (FOR ONE STATION)
1
Requires a standard 15- or 20 -amp
breaker on a 120 -volt circuit with a
ground fault interrupter (GFI). To avoid
overloading your circuit and breaker
when charging, the circuit should
not be used for any other purposes. If
installing a dedicated circuit, a 20 -amp
breaker is recommended.
2
Requires a dedicated 40 -amp or higher
breaker on a 240 -volt circuit with a GFI.
A charging station is typically installed
on a pedestal or wall.
(EV charging stations are "continu-
ous load" devices as defined by the
National Electrical Code. The contact
points for typical 240 -volt outlets, such
as those used for dryers or ovens, are
not designed for continuous loads or
for repetitive plugging and unplugging
as would be normal with EV charg-
ing. Plugging a vehicle directly into a
240 -volt outlet is considered hazardous
and is not allowed under any circum-
stances.)
TIME*
16-32 hrs
(BEVs)
3-15 hrs
(PHEVs)
4-6 hrs
(BEVs)
1-2 hrs
(PHEVs)
3
Requires a 60 -amp or higher dedicated
breaker on a 480 -volt circuit with special
grounding equipment. (National stan-
dards are still under development and
will not be available until 2011-2012.)
25-40 min
(BEVs)
20 min
(PHEVs)
* Charging times are approximate and vary widely due to
different battery sizes and specifications. The times represent o
full charge of a vehicle's range and are shown for comparison
purposes only. To determine which charging level is most appro-
priate for your commercial or employee lot, consult an EV dealer
to understand rhe mileage range gained per hour of charging
among various vehicles.
If your typical customer will need charging for very
long stays (over 8 hours), such as all -day employee
parking or long-term airport parking, then a Level
1 charging station may be adequate. If you choose
Level 1, however, you should plan ahead now to be
able to easily upgrade to Level 2. Be aware also that
installing a standard Level 1 charging outlet in a
commercial or employee lot may inadvertently in-
vite use by non -EV individuals, such as recreational
vehicles, construction equipment, or outdoor
[insert Local Government Name, Department]
Figure 2. The J1772 connector will be the standard
charging plug for all new electric vehicles. Photo courtesy
of Nissan.
appliances. It is recommended that property
owners offering Level 1 charging install adequate
signage and monitor their charging spaces to
ensure intended use.
A third type of charging station, referred to as "Level
3," is also available. This type of charging system
is more powerful than Level 1 and Level 2 charg-
ing but is also more expensive. Level 3 charging
provides direct current to EV batteries and a full
charge in 20 to 40 minutes. The speed at which
Level 3 charging replenishes an EV can extend the
functionality of an electric vehicle to allow people
to travel beyond their normal driving needs. An EV
dealer or charging station vendor can provide you
with more information on Level 3 charging stations.
2. Making your parking lot EV -ready.
Utility Coordination. A licensed electrician can
assist in determining your electrical capacity and
loads. However, you may want to first check with
charging station vendors to see if these electrical
calculations may be provided as a free or low-cost
service to you. It may be useful to contact your
utility to discuss establishing a dedicated meter for
EV charging stations to help you track the energy
cost associated with charging. The direct sale of
electricity by owners and operators of electric
vehicle infrastructure could trigger the jurisdiction
of the Utilities and Transportation Commission and
additional regulatory hurdles. However, you may
2 EV Charging Stations — Commercial Lots
be able to recover some of your investment cost by
charging a flat fee based upon the hours of use of
an EV charging space.
Charging Station Location and Design. There are
several important considerations when choosing
the location and design of your charging station.
For example, the location should be easy to find
and conveniently accessed. In a very large park-
ing lot, such as at a shopping mall, it may be more
beneficial to place a few charging stations at several
locations, rather than all the charging stations in
one place. Consider directional signage to guide
your customers or employees to the charging sta-
tions. Locating existing utilities, excavating trenches,
and installing electrical equipment and replacing
asphalt can be expensive, so it is important to
understand the approximate costs for this type of
work early in your planning.
Certain design elements can enhance the quality
of the user's experience, such as clear signage and
good lighting. Lighting can help customers read
instructions and information about the charging
station, while also improving safety and helping
prevent vandalism. Refer to the Electric Vehicle
Charging Station Installation Checklist for other
design considerations (insert hyperlink to Checklist].
Installing wheelstops will help protect the charg-
ing equipment while positioning the EV in the best
place for charging (see Figure 3). Locating a car close
to the charging station reduces the likelihood of
a trip hazard caused by an outstretched charging
cord. See [insert local EV code citation] for installa-
tion details for parking lot EV charging stations.
Signage. Directional signage helps direct drivers
to a charging station stall and can inform drivers
of any parking restrictions. When deciding how to
regulate parking at an EV charging stall, it is impor-
tant to consider overall impacts to parking supply.
Property owners will need to install signage indicat-
ing that a space is only for charging EVs and not for
general parking.
Accessibility. When siting one or multiple EV charg-
ing stations, you must provide for accessibility for
disabled persons. Your local permitting agency can
assist you in determining accessibility requirements,
including locating the charging equipment within
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Accessibly EV Charging Station —co—
• Induces charging station. signage, and
bamer tree routes to charging equipment
and the building.
• Ina barrier tree area adjacent to the
AcceSsibie EV Station shall be striped and
be a minimum 0144" wide.
EV Charging Station
• Wall mourned charging station
Regular
Parting
Stan
Figure 3. Example of a surface parking lot layout showing
locations for EV charging stations and accessibility
considerations.
accessible reach. Your first station should be located
and designed to meet clearance and route require-
ments for barrier -free access to the charging station
equipment (see Figure 3). It is not necessary to des-
ignate the space exclusively for the use of disabled
persons. Locating the first station adjacent to a
designated space for the disabled is a good option.
Cost Recovery. Each property owner may choose
whether to offer charging as a complementary
service or to charge a flat fee for use of the park-
ing space. If you wish to charge a fee, the vendor
providing the charging system can also assist with
the development of a fee collection plan. Options
for fee collection may include: credit/debit card
readers; pay -to -park kiosks; radio-frequency identi-
fication cards linked to a subscription service, and
standard parking meters.
Data Collection and Communications. When
installing a new charging station, certain types of
data collection will be required and some will be
optional. The state and your electric utility com-
pany will require some data to be collected, such
as location, amount and time of energy consumed,
and possibly who used it. As a business owner, it
may be useful to include Internet access to your
station, to assist potential customers to locate and
determine the charging levels you offer and avail-
ability of the equipment. You might also want to
discuss with charging station vendors the option of
allowing users to track the progress of their charge
through their cell phone. Researching all required
[insert Local Government Name, Department] 3 EV Charging Stations — Commercial Lots
and optional data and communications options will
help you and your users get the most benefit from
your charging station investment.
Maintenance Plan. A maintenance plan should
be created for each parking lot containing charging
stations. At minimum, each charging station should
clearly display contact information for the station
manager in case of charger malfunction or damage.
If a charging station includes a card reader or pay -
to -park kiosk, regular maintenance of these systems
will ensure the security of financial information.
Contractor Assistance. The previous sections dis-
cuss important design considerations when planning
an EV charging station. The design phase will likely
require assistance from one or more trades -people.
For example, a licensed electrician should prepare
electrical load calculations, recommend electrical
system upgrades, and help prepare plans for permit-
ting, and an engineer may also be required to design
trenching, parking lot striping, signage plans, light-
ing, shelter, and other components.
3. How to obtain a permit and
inspection. — Permits can be straight-
forward and easy to obtain; all work must
be inspected.
Before beginning to install your charging equip-
ment or conducting any other electric& upgrades
or installations, you will need to ensure that an
electrical work permit is in place.
All electrical work must be inspected and approved
by the authority having jurisdiction (AHJ). Labor &
Industries inspects electrical permits throughout
Washington State, but some jurisdictions do their
own inspections. These jurisdictions can be viewed
on the Labor and Industries website at:
http://www.lni.wa.gov/TradesLicensing/Electrical/
FeePermInsp/Citylnspectors/default.asp
It is the installer's responsibility to obtain electrical
permits and request inspections. Only property
owners or their electrical contractors can buy an
electrical permit and perform electrical work. You
can find out if you, as a property owner, or your
employee qualify to perform electrical work on
your property, or if you will be required to hire an
electrical contractor, by referring to RCW 19.28.261.
If a property owner chooses to perform electrical
work on their property, it is their responsibility to
ensure that all materials, devices, appliances and
equipment are of a type that conforms to appli-
cable standards.
If you feel unsure or are not qualified to do your own
electrical work, you should hire a licensed electrical
contractor. You can ensure electrical contractors are
properly licensed and are using certified electricians
by checking their status and violation history at:
http://www.lni.wa.gov/Trades Licensing/
Contractors/HireCon/default.asp
Prior to concealing any portion of the electrical
installation, the installer must request an electrical
inspection from the AHJ. Any corrections written
during the inspection will need to be repaired and
a re -inspection will be required. You must receive
final approval from the electrical inspector before
energizing your EV charging system.
Permitting requirements vary between inspection
authorities. As mentioned above, check to make
sure you know which electrical permitting jurisdic-
tion covers your property before preparing your
permit application.
• (Insert Hyperlink to applicable EV ordinance]
• [Insert Hyperlink to Electrical Code]
To purchase a Labor and Industries electrical permit
or call for an electrical inspection visit:
http://www.lni.wa.gov/TradesLicensing/Electrical/
FeePermInsp/Permitlnspect/Default.asp
CONTACT INFORMATION:
Insert information for permit authority:
• Name
• Phone numbers — is there a question hotline?
• Address
• Hours and days of services
• Additional information
(insert Local Government Name, Department) 4 EV Charging Stations —Commercial Lots
Appendix C. Model Electric Vehicle
Charging Station Installation Checklist
It is recommended that government permitting agencies develop an installation checklist for all electric
vehicle infrastructure permit applicants to complete as part of the permit application process. The Electric
Vehicle Charging Station Installation Checklist should contain the following information at a minimum.
Site location — Evaluate the site, giving consideration to its perceived relative importance and usage
compared to other nearby parking facilities. Note that charging stations need not be located in prime
locations (Le., close to building entrances) and may instead be better suited for locations adjacent to
existing electrical services.
• User base — When feasible, evaluate the charging needs for potential users of the site. This evaluation
should include, if available, how far users drive to get to the site and how long they are most likely to
leave their vehicles parked there. This can affect the number of charging stations, as well as the appro-
priate charging level provided.
• Charging level(s) — Plan for and match charging levels (1, 2 or 3 ) to the user base for the site
(for example, Level 1 for parking times typically greater than four hours; Level 2 for shorter times).
• Considerations for locating charging stations
- Adjacency to accessible parking spaces
- Accessible route to building or elevator
- Electrical service supply (voltage, amperage, distance, etc.)
- Access to single or multiple building entry points
- Clustering or dispersing multiple charging stations
- Availability of lighting
- Shelter considerations
- Directional and charging space signage
- Days and hours of operation and enforceability
Future expansion
- For most public locations, Level 2 will be the appropriate charging level. However, if Level 1 charging
stations are provided, consider installing conduit and supply capacity that allows for future upgrading
to Level 2 charging at minimal additional circuitry expense.
- In the event additional charging stations will be needed, plan in advance the likely locations and
install basic infrastructure where feasible in the initial installation.
• Fee for charging — Determine if and how a fee will be set, collected and administered for charging
purposes (see discussion of Cost Recovery in the Commercial Installation Guide in Appendix B).
• Maintenance — Understand the maintenance requirements and who will perform maintenance on the
battery charging stations, electrical supply equipment, signage and provision of emergency contact
information. Include maintenance contact information on the charging station equipment.
• Charging station information — Determine what kind and how information should be shared with
potential users, including but not limited to station location, station status, and cost to charge.
Model Development Regulations and Guidance — Appendices 19
Appendix D. Research Memorandum
During the process of developing this Model Document, the consultant team conducted "best practices"
research on a number of topics. These research memoranda are listed below. In addition, a subcommittee of
the technical advisory committee was formed to research and consider issues related to the collection and
analysis of data from charging infrastructure. These research memoranda are also listed below.
(PDF PAGE #)
Appendix D.1. Code Compilation Page 23
Compiled adopted and draft electric vehicle (EV) ordinances, regulations
and guidance in other states and cities. This resulted in the identification and
compilation of over 40 national and international resource documents. These
initial resources and other resources gathered subsequent to the initial research
are identified in the Resource Documents (Section 3) list. This appendix
includes a listing of codes by location, by topic, and identifies EV, EVI, and
battery practices in use or under consideration in other states and regions.
Appendix D.2. Agency Interviews Page 51
Conducted interviews with contacts in each of the agencies having
ordinances, regulations and guidance. This included permitting, public works,
and utility staff.
Appendix D.3. Battery Research Page 73
Conducted research and summarized status of handling, recycling and storage
of EV batteries and equipment with a focus on the need for State regulation,
local government code, and/or guidance.
Appendix D.4. EV Driver Survey Page 79
Conducted a web -based EV consumer survey to assess key consumer issues to
be considered in the Model Document. Survey areas included demographics,
vehicle ownership and use, charging station installation experience, charging
patterns, and others.
Appendix D.S. Data Collection Subcommittee Page 91
A Data Collection Subcommittee met twice during the process to discuss
potential roles and regulations related to EVI and data collection. Reports from
these meetings are included in this appendix.
Model Development Regulations and Guidance—Appendices 21
Plug In
America.
MEMORANDUM
TO: Ivan Miller, Puget Sound Regional Council
Gustavo Collantes, Washington State Department of Commerce
FROM: Dan Davids, Plug In America
CC: Jim Helmer, LightMoves
Anna Nelson, GordonDerr LLP
DATE: March 22, 2010
SUBJECT: Electric Vehicle Infrastructure Code Research
INTRODUCTION
During the 2009 legislative session, the Washington State Legislature passed Second Substitute House
Bill 1481(2SHB 1481), an Act relating to electric vehicles. Sections 2 and 18 of the Act require the
development of model ordinances, model development regulations, and guidance for local governments
for siting and installing electric vehicle infrastructure (EVI), particularly regarding battery charging
stations, and for appropriate handling, recycling, and storage of electric vehicle batteries and equipment.
The purpose of this memorandum is to provide information regarding background research that the
consulting team has conducted and summarized, to be used in recommendations for development of
model ordinances, model development regulations, and guidance relating to electric vehicles and
infrastructure.
OVERVIEW
Plug In America collaborated with LightMoves to research codes, ordinances, incentives, state laws,
standards, white papers and other guiding documents from past efforts of jurisdictions and other agencies
across the country, as well as some international, national and local jurisdictions. The task included
examining the known universe of ordinances, regulations and guidance and evaluating which aspects of
the research would be most useful for inclusion in the models and guidance. It also identified those codes
that would provide the highest value for follow-up with agencies to discuss and document best practices
and lessons learned (see March 22, 2010 memorandum from LightMoves on Local Government Electric
Vehicle Infrastructure Phone Interviews). This information is summarized in Attachment A, EVI Code
Compilation by Location. The full text of multiple key codes, ordinances, incentives, standards, white
papers and other guiding documents is contained in Attachment C, EVI Code Compilation. The task also
included organization of the assembled information by topic to provide an information base to be used in
development of model regulations and guidance. This information is summarized in Attachment B, EVI
Code Compilation by Topic.
ANALYSIS
Data Gathering
Initial research was directed at jurisdictions known by the consultant team to have enacted policies on
electric vehicles. Efforts focused mainly on jurisdictions in the United States, but also included pertinent
Canadian jurisdictions, and to a limited extent, European locations. Research tools included the interne
and direct communications with individuals via email and telephone.
Data Organization:
Attachment A summarizes by location data associated with, or initiated by a particular public agency,
whether a specific city -initiated resolution, incentive or policy document, or a statewide ruling or national
standard. An initial list identified some 40 jurisdictions or public agencies who were then contacted either
by email, telephone, or both. Contacts at this stage quickly led to the consideration of other relevant state-
wide or national documents. References to the National Electric Code (NEC) and the ADA guidelines for
EV charging stations have been noted.
Location data is color -coded according to assessment of relevance. Rows shaded green indicate a location
warranting further contact and in-depth reading of the background document. Rows shaded yellow are
considered marginally useful. Rows shaded red are deemed not to be that useful to the project but are
included for full documentation. The document is dynamic, subject to changes as additional information
is gathered.
Attachment B takes the data from Attachment A and rearranges it by topic so that the information is
easily accessible according to its intended use. For instance, Hawaii's statewide ordinance includes
several components potentially useful for this project, such as incentivized parking and tax exemptions.
For this reason, Hawaii appears in more than one row. Organizing the data in this manner also helps
illuminate the number of jurisdictions that have initiated activities in a particular topic area.
Document Organization:
Research that has led to the discovery of a particular document includes a link to the document for further
investigation. As applicable, documents in Attachment B are coded for consideration in the development
of model regulations and guidance. Attachment C contains the index of supporting documents, together
with the documents.
CONCLUSION
The consultant team anticipated that no city in the United States had yet implemented a comprehensive
building or zoning ordinance addressing electric vehicle infrastructure and battery handling. The team is
confident that this is indeed the case. The research did, however, produce useful information concerning
specific initiatives, such as parking ordinances, as well as other proposed efforts underway.
As Attachment B shows, cities and states are more likely to have addressed the topics of parking,
incentives and HOV lane access rather than to have adopted comprehensive changes in zoning and
Memorandum: EVI Code Research
March 22, 2010
Page 2 of 5
building codes. Two cities, Atlanta and Sacramento, had formally adopted parking requirements in the
late 1990s and early 2000s that were "pulled off the books" due to uncertainties in the near-term market
for EVs. Financial incentives for EV drivers range from direct purchase rebates to free parking. Non-
financial incentives include such things as HOV lane access and less restrictive parking time limits. Few
disincentives were found in law or ordinance.
Several city representatives, such as those from Santa Monica and Orlando, stated that there is active
discussion around the need to convene working groups to initiate formalized electric vehicle policies. In
some cases, white papers have been written for the purpose of policy direction. One such study was
completed recently by the city of New York.
In short, no city in the United States has developed or adopted comprehensive ordinances addressing
electric vehicle use and charging infrastructure. Vancouver, B.C., Canada remains the only city in North
America that has initiated and adopted actual ordinance language. Vancouver's ordinance will require
new residential construction to provide an electrical circuit for home charging. It will also require multi-
dwelling -unit buildings to set aside a specific percentage of occupancy for electric -vehicle parking and
charging. This Vancouver ordinance does not yet extend to commercial or retail locations.
RECOMMENDATION
Recommendations for consideration in drafting model ordinances, model regulations and guidance
relating to electric vehicles and infrastructure are outlined below. These recommendations took into
consideration the points of view of the following stakeholder groups:
• Plug-in Electric Vehicle Drivers/Owners/Operators
• Charging Station Site Hosts
• Vehicle, Battery, and Charging Station Manufacturers
• Electric Utilities
• Municipalities & Regulators
These recommendations further embody and are based upon best practices related to the following aspects
of electric vehicle infrastructure:
• Safety — Building and Equipment Standards (NEC, SAE, UL)
• Latest Technology - Telematics, Smart Grid & Demand Management, Battery Chemistries
• Usability - Universal Access, Signage, Data Availability, PUC (resale of kwh, TOU/EV rates)
• Ease of Implementation - Comprehensiveness, Enhancements to Existing Law, New Enabling
Law, No Regulatory Barriers
• Effectiveness - Site -selection Priority, Cost for User, Installation and Operation,
An online web -based survey will also be conducted by the consultant team in early April to query the
experience of drivers of electric vehicles across the country. This information will be summarized for use
in future recommendations.
While the primary task is to make recommendations for use by local governments, the team finds that
certain changes to laws at both state and federal levels may additionally be helpful or required to achieve
the desired outcome of widespread acceptance of electric -vehicle technology into the marketplace. Based
upon the team's research, knowledge and skills in the area of electrified transportation, the following
recommendations identify relevant subject areas. This list is meant to aid in the discussion and be
considered more fully in the development of the model regulations and guidance. With 2SHB 1481 in
Memorandum: EVI Code Research
March 22, 2010
Page 3 of 5
mind, these recommendations will be identified in the model regulations and guidance as either
"Required", "Basic" or "Enhanced". If a local government adopts the "Required" model regulations, they
can demonstrate consistency with 2SHB 1481. The "Basic" option includes both the "Required" model
regulations and supporting model regulations that assist jurisdictions to efficiently allow EVI. The
"Enhanced" option goes beyond allowing EVI to actively encouraging and requiring EVI.
Recommendations for Local Authorities:
1. EV purchase incentives
a. Support tax credits, rebates, licensing fee reductions, and HOV lane access
2. EV practical -usage incentives
a. Implement free parking in municipal lots and garages
b. Implement free, and/or less restrictive on -street parking (e.g., longer time limits)
c. Exempt EVs from urban -congestion restrictions and fees (if/when implemented)
3. Single-family attached and detached dwelling infrastructure (i.e. single owner control of dwelling)
a. Streamline permit processing for home charging installation (e.g., priority handling, fast
turnaround, over-the-counter and/or online permits, centralized coordination, permit czar,
contractor -level or designated -representative sign -offs)
b. Implement a low, flat or no -fee permit rate structure
c. Require that new houses be "EV -ready" (minimum Level II circuit installation)
4. Multi -unit -dwellings infrastructure (i.e. site and building controlled by multiple owners and/or
residents)
a. Streamline permit processing (e.g., priority handling, fast turnaround, over-the-counter and/or
online permits, centralized coordination, permit czar, contractor -level or designated -
representative sign -offs)
b. Implement a low, flat or no -fee permit rate structure
c. Encourage and incentivize developers, building owners, and condominium associations to
install charging stations and/or enabling infrastructure
d. Revise new—construction and major remodel building code to require electrical conduit
installation between service panel and a percentage of parking spaces (formulas to be defined)
5. Workplace -charging infrastructure
a. Encourage and promote workplace charging station installation
b. Work with corporate sustainability offices to promote charging station installation
c. Require new and remodeled workplace parking to install electrical conduit between the service
panel and a percentage of parking spaces (formulas to be defined)
6. Public -charging infrastructure - includes all locations designated for public use including municipal
and private parking lots (such as retail, commercial and industrial facilities) as well as on -street
parking and workplace visitor parking.
a. Streamline permit processing (e.g., priority handling, fast turnaround, over-the-counter and/or
online permits, centralized coordination, permit czar, contractor -level or designated -
representative sign -offs)
b. Implement low, flat, or no -fee permit rate structure
c. Conform to signage and demarcation standards
d. Enact enforcement ordinances for plug -in -vehicle -only parking
e. Ensure acceptance for any levels of charging infrastructure deployment
f. Ensure compliance with Americans with Disabilities Act requirements, as appropriate
g. Review Level III siting options and identify barriers to development within jurisdiction
h. Review exchange station siting options and identify barriers to development within jurisdiction
Memorandum: EVI Code Research
March 22, 2010
Page 4 of 5
i. Require a level of real-time station status -reporting capability using a standardized
communication protocol (data structure and content to be determined)
Require interoperability and open access to charging stations (no technical or other barriers to
use by anyone in the general EV driving public)
J.
Recommendations for State Authorities:
1. Revise appropriate acts/laws to give owners a limited right to charging infrastructure in multi -unit
dwellings (similar to solar rights in other states)
2. Revise appropriate acts/laws to allow pass-through of electrical usage (kwh) charges to owners and
tenants
3. Revise appropriate laws to create a plug-in electric vehicle license plate, required to be in place in
order to utilize any of the plug-in electric vehicle provisions put in place throughout the state (at the
city, county, or state level)
Recommendations for Federal Authorities:
1. ARRA - Extend expiration date for tax incentives for installation of electric -vehicle charging
infrastructure
ATTACHMENTS
ATTACHMENT A:
ATTACHMENT B:
ATTACHMENT C:
ATTACHMENT D:
EVI Code Compilation by Location
EVI Code Compilation by Topic
EV, EVI and Battery Practices in Other States
EVI Code Compilation (Note: see PSRC Website and Resources Section of Model
Document for Updated Code Compilation)
Memorandum: EVI Code Research
March 22, 2010
Page 5 of 5
PAGE INTENTIONALLY LEFT BLANK.
COLOR KEY:
ATTACHMENT
EVI CODE COMPILATION
A
BY LOCATION
.
r
High Valu. Moderate Valu. Low Valor I
Ranking location Contact Name Email Phone II Notes Unit Document Cod. and Details
1
Austin
Robert Spiller, Austin
Transportation
Director; Austin L1brach
conservation.austinenergy.co
m
(512) 974.7092
LlghtMoves Interview. Has EV rebate program.
5500 for EVs, $250 for scooters, $150 for
motorcycles, and 5100 for bicycles- .Program
expires 10/31 /10 and they expect the program
to be extended.
hta1nyww of ausan b uarcleandees/ew
A Austin T%- EV Rebate 2008.hbn
guidelines him
1
Boise
Karen Gallagher, Boles
Transportation Dept.;
Kathleen Lacey, Boge
Transportation Dept.
kgallsgser®cityolboize.org;
kace.city fbalse.o,9
1208)384.3910 (208) 384.3835
tightMoves Interview. Has Zero Emission
Vehicle Parking Code. Offen limited free
panting at city meters for electric and zero
emission vehicles.
Jlta //Aww.6Molboiae oro/sty derk/10y
A Boas20138
8081o43-0e.odf
1
Davis
Meet Manager Dan
Dolan; Sustainability
msean9dtyafdavb.org
Parks/Service Department:
(530) 757.5656
light91oves Interview. Mitch Sean, Indicated
nothing /amalized ad hoc. However, found an
Pia //dMofdavOoro/cmWptvoade/onni
A_Oeva_Perldrsdaaunknown.pdf
A Davie PkogErpbaarObeetive.pol
'.500n.chn7chaot 5922&.0050r01y
Coordinator Mitch Sean
electric vehicle code 5, place on Internet
Ilnk 1)519 up "Altemathe Vehicle Task Force'
to encourage community EV use, which hes
since ceased operating. (What did ft
acconplish/I •Malntalm four charging stations •
Has EV -Only parking -see links - Has 18 Eve In
its fleet 115 GEM can, 2 Mlles, 1 electric gator)
which are subsidized through grants from Vole -
Solana A MD
J //alYordiN.oro/cmo/utvo0de/demi
.ebni0=228.=2398
1
Hanoi)
Margaret Lanni
mafyret.s.lanon®dbedt.hawo
Il.gav
M15)420.8584
Of note in to currently proposed legislation
are:
862348 expands deaitio,, of 'bicycle' to
inducts electriea%y .0.5900 bicycles
862679 extend. toxhgrtes0 to obeyer
SB 2231 general excise ax exemption on EV.
end EV forging system. July 1 201003 Jan 1
2020
S6 2358 HOV ane access for hybrids.
PHEW, and 'energy efficient'
vehicle.
SB 2927 changes parting space references to
electric vehicles to'green
vehicle.' or "Gvehkses'
www,hawardeaneneras+nilwtiw.orohiq
A Hawaii 581202 2009.pdf
A_Hawai_RevisedStaoas 2008.pdf
A Hawall evArct-290-18B7.pdf
saluahbm
3:0=11.wvilde.n.sl mHn,b.iiv. omoai
.1910 222 0.).005
hawa-de anenem0mUMW, orW II
S_-hgDL
1
London
ria - Internet only
.09100don.gov,uk
EVs given 10014 exemption from the 'congestion
charge,' amounting to 1700 pounds per year -
deals on parking Incentives at
www.electricpoddng.00m. The burroughs of
Westminster and Hamilton are offering parking
Incentives .Propose) for charging Infrastructure
In 205 of city parking spaces .Proposal for
1,000 EVs In city fleet by 2015 'City working to
Insall 25,000 public charge points by 2015,
90.8 of which will be In workplace paring lots -
Details of strategy are outlined In if
comprehensive white paper 'London's EV
Infrastructure Strategy:
),)a:/Mww london aov.uldelecVw„MloL
g5Moce/GLA Elt 5aateav 09 1/05.00f
Summary. Ks 7.8 Dealt pg. 1439
D Landon 2009.pd/
www.london•gov.uk/electncvehIcles
A/schnoa A EV1 Coda Coapaaon by Location
Haab 22.2010
1 of Pages
COLOR KEY:
ATTACHMENT A
EVI CODE COMPILATION BY LOCATION
Hips Value j Moderate Value Low Vanes
Rankin location Contact Name Email Phone a Nates link Document Code and Details
1
Minnesota
It 13uness. MN Haag
Researcher
055)296'5045
-
Law passed let May 2009. Cutting state-owned
vehkle emissions 25% by 2010 and 50% by 2015.
Rule states that all aharrmg stations installed
must work far every EV model, and be .quipped
with bi-directional charging capability. State
intends to begin purchasing Us once they are
commercially available and no more than 10%
more uptake than comparable gasoline
models.
Mina/ revieor.mn oovlawe/11d=13
A_Minneaota_2009.mht
IAveer=2009Atvoe )
1
New York City
Stu Loeser/Jason Post,
Medio Comact m:
PIkNYC EV study;
Thomas Maguire,
Director of Studies @
Strategic Planning;
Glen Price, Director o/
Studies @
Implementation
tmaguireedat.nyc.gav;
gprke8planning.nyc.gov
(212) 798-2958; 252) 442-
1504;1212) 720.3491
- -
-
January 2010 released dry report w/help from
Mc)dnsey'Exploring Electric Vehicle Adoption In
New York City' .Study su9ested tailoring early
policy action to h./pin9 early adopt.., enter EV
narket, other than on general P"----- -Survey
waamted idea of &Mn9 recognition to EV
adapters lie. planting a tree In their name/.
Respondent] also voted desire for
m
easy/convenient pros for charging
installation -DOES NOT RECOMMD tax credits
EN
or public charging infrastructure (early
adopters willing topay mom alter driving
habits/.
ham'/hwrw nvc.OovRhtmlblanvc2030/dc
yyilpadeAM//eleotrk Vehicle adoption
Summary 4-5. PO 19 very important Pp 6-113 are
detail. W NewYorkCily_2010.pdf
etude 2010-01.06?
Bleamberg press statement:
harp://vw.w.nyc.gov/portalJslte/nytg
ov/nronu 0/Ind0935b9a57ED1-ill goo/1
cT01c789a0/IMex.)spipagelD-mayor-p
ms_release@utlD-1191@docJhame-h
ttp%lA%IF%IFwww.mJc.gov%2FAUMX2
Fom%2FhtmOt2F3010a%2FpA10-
t0.htm1@co-umsed1978@ro-1191@ndl
1
Oregon
Jeff Co8.o, Chairperson
of Alternative Fuel
Vehicle Infrastructure
Working Group
-
Jeff.cagenmoo.muttnomah.or.0
1
(503) 988.5I19
White paper. 'Final Report of the AltemaNw
Fuel Vehicle infrastructure Working Group,
January 2010'. Woridng group was convened by
Governor Kt/longos/a via Executive Order.
ham 1/0overnor.omaon.uov/Gov/adf6M
Summery 1.5. Detail pp 9.10.
W_Omgar_2010.pdt
wo final re.ortadt
Rn...,,,,,,,.ndatlons include esablhhing
purchase standaids for sate-funded fleets,
creating a free home audit program for
residential installations, including EY
manufacturing In the Business Energy Tax
Credit, and creating a new sate tax credit for
EV purchases and infrastructure installations
t
Portland
Roy Kaufman; lama
Mast, Portland
Devebpr ent Canisstan
EV expert; Kat).
Dittman,
Transportation Polity
team in Mayors office
Roy.Raufmamlci.partWd.or.
us; mast)mpdc.us;
kaga.d)Umanmportand.d.or.0
s
(503) 823.1799 (kaufmanl
-
Light/Awes interview. One of five test markets
for the LEAF. As partner In S100M grant,
Portland will release 1k vehicles and Insall
2.5k charging stations .Oregon has statewide
standards for design and installation of EV
charging equipment Sink to right)
J188119raweb.sof.efet..or.XNrulee/OAR
S 900)OAR 918918 311.1100/
Scroll 3/I dorm to .eat 9113.311-00135
A Oregon Budding Codes Division 2010.mht
1
Porttand (utility)
Jeff Mammon @ Rid
Durst
l.flrey.mmmon®pp,.00m
(503)464-763g
He and Rick Ourst are the two people working
to make Portland LV-ready. Very pm-active.
Working on uniform signage. Good response
Also, Clackamas County Is In contact with 111
wants to be included in loop.
Jim'/Jwww cba state or uvtcd/000aram
s/electioal/a0emete methods/39-
A_Oregon8uddingcodes 2009.pdf
2L11131.112
AtacMnwe A: EW Code Corea*., by loosen
March 21. 2050
2a Pias
ATTACHMENT
EYI CODE COMPILATION
A
BY LOCATION
COLOR KEY: HII Value Moderate Value Low Value
RonIdna colio,, Confect Nome Enloe Phone • Notes Link Document Code cold Details
1
Sacramento
Bill Boyce
btaycellisrnud.o(1
1916) 732.6961
LightMoves interview. Bit! 00077 7700)1,111 a
resolution that was p00004 10 the late 19901.
Also reported to Jim that Sacramento has no
current mandates for EV infrastructure as part
of new devetopment, but (5 11)4 have a
regulation adopted in (9114111.5 required
electric circuits and panel caPecitY for .2407-
40009line 00 00. garage 600 .1) new residential
construction. This regulation 11.1 799 been
enforced though, for a lack of EVs. Not able to
show documentation.
uploaded
A_Sa0,emento_1994.doo
I
San Francisco
6001Vee, Bob Hayden
5011havdeneestoev orq
415.355.3740
Lightmoves interview. Unique financing
to help up front capital ccnu by
enabling buyers to pay off energy efficiency
retrofits via property taxes. Trying to pt Us
qualified for this program. Passed .9950101100
in 2000 In support of EVs and supporting state -
mandated quota for EVA
inasi/veirew alba, ortetutuoloadedfiles/b
PeuoVreheeOlutionsOOK)715•00 orif
A_S0nFrancisooRp00h8on_2000.pdf
1provarn
San Jose
Laura Stuchiruky,
Sustainability officer
with DOT; Randy
Turner, Deputy Dir of
General Services (fleet)
Jain atuChelakveremosece 00
V
Has free parking for any EV of San Jose resident
in public parking tots and meters; 11.1 71011
parking ordinance far hybrids if purchased
within city; goal of 100% fleet to Alt. Fuel by
2012; has P607 10 parking fleet; on•street
clurging utilizing streetlight poles In front of
city 11.11 .04 In front of a school and .10-9,016parking in puldfc parking garages; no
regulations on developers
pane interview by Jim '
1
Vacaville
Brian McLean
bmcleanacityorvacaville.cam
(707) 449.5330
Lightmoves Interview. Has 17lease pay -down
program, designed 10 tower lease payments for
EV drivers. Achieved thmugh grant funding. Has
towered monthly EV Pase payments by over
half. Provides 00 50 $6k In Incentives •EVs
allowed togo solo in the carpool lane -EV: also
exempt from bridge tolls -City leases 2411074
Ds
henihwere cilvolvecaville comkieroartnv.
A Va100villeinceneve_2004_2002pdf
ids/Public works/ documents/EV%20
?room. .10
1
Vancouver BC
Brain Beck
Plan.beckevancouver.ca
LIghtMaves interview. 17191.99011)08 07
charging stipulations in latest Whiling codes•
20% of mutti.farnily pandng stalls are equipped
with EV ehedilleg efleillemmt: .4 .109)0 feeelY
homes must have EV 49.16109 001100)00 A
lessen 70)1001 1)10 •Worldng to obtain Mitsubishi
070fer city fleet •eeilliee le federal 800'l to
run charging pilot program •
Intrestructure Retiort
Pp 4.5. 1t2 down 13 are moat relevant for 0.0 1. For
Doc 2, en pp 4. 11. 13-113. oyerall dee doe is
oriented rote* toward installers
Titazdvanozinter Pravcieriddoaments/
=AWL
Infrastructure Guidelines:
/www.bchydro.cornietc/medialib/inte
n.,tid,..,,,,,,,,,tven,A,..,,,,,,,,,,E.,:hari
Ing_infrastructure_guidelines09.Par.00
01.FRe.EV%20Charging%20Inf17structur
e5620Guidefines.5C•Aug09.pdf
Attachment EV1 Coda Conwitation by Location
March 22. 2010
306 Page.
. . COLOR KEY:
ATTACHMENT A
EVI CODE COMPILATION BY LOCATION
HIgh Value 1 Moderate Value Low Value
Rankin Location Contac) Nome Email Phone It Noes Link Document Code and Details
1
Vancouver BC
Don Oundier
gomchandier0show.co
Here is an insert out of his article that we will
discuss: Aa were undertaking proposals for
more revisions to the electrical code ( to define
demand load caN.viations for the dedicated
circuits and specifically include emerging
electric vehicle charging equipment such as the
new plug defined by SAE 31772), we hope 00
reconcile these bylaws into a more uniform
approach that requires a completed connection
fora percentage of all residential parking stalls
M bath houses, bike storage rooms and condos.
Document to be uploaded
A Vancouver 0-2009.pol
2
Atlanta
Don Francis, formerly
of GA Power 13 Light
Of rancbmbellaouth.net
(404) 906.0656
In 2002 Atlanta added to their zoning ordinance
requirement for 3 stations per 100 parking
spots in special toning districts (retail areas
trying to promote walk•abIUty where parking
lob in back, storefronts near sIdewallol when
EV: were killed, the city removed It from the
books. Now city is starting to revive the Idea.
na
2
Delaware
no
na
na
OD:Possiby first state to pass Legislation having
to do with V20 possibly because the leading
academician vert V20 is professor Willett
Kempton from the University of Delaware. They
have a test program In the vada for actual
V20. 00: Keep in mind that real consunor and
utility -ready V20 is still many years away. DSM
has to came first. Our colleague Dave Kaput
known the most about V2G, imho.
wwwdreensoconaressosm2010/01/de
D Daiawa,V2G) 2010
)v2a-70100122 hem)
2
Harvard University
Kelly Sins Gallagher,
Erich Muehtegger
erich muehlegger®hanord.edu
White Paper. -Going Green to Get Green:
Incentives and Consumer Adoption of Hybrid
Vehicle Technology'
7100(/cbev research vaie.edWuoloede/F
ilelGallaoher Moehte0aer odf
W_Harvard_2007
2
Houston
James Tilban
Jarnes.tilenanecityofhouston.n
et
•Mayor 00) White B ReLIont Energy released 10
public <ha ging stations in 11109..Eventaly
hope to deploy 400 Level 3 charging stations. •
Working toward establishing preferred,
certified eleetriciam for Installation..Spring
2010, Houston plans to convert 5 Praises to
PHEVs. •Looking into establishing electric
downtown "rotor pool flea" for city use •
Program is called "Power of the Plug•In" •
Looking into various incentives like HOY access
and preferred parking
httlheoe<telread0.o0m/alv/areror•
dtv/hauetM0009
D HWNon_2010.mm
2
Ildnah
Brian Lavin fm Carbon
Day and Hal Emelferb.
legal mum' for ESB
Attorney. at Lew
Brian Is with Carbon Day, part of Green
Corridor project (10 states). Hoe ermined
legisletion written by Hal - we haw copy.
uploaded doe
D IIIIroi,ModelStetule_2010.pdf
2
Indianapolis
Paul Mitchell; CEO of
Energy Systems
Network
pmItchelLmcincorp.cam
(317) 5324774
Asking state for vett recovery plan for EV demo
in Sommer 2010
Jst'l/orobcmeaekay.m4aty/armor-
piNAndlaa00lisieagrl
D_Indaapoga_2010.mht
Aactowe,w EVI Coe* Conalaan by Lao eon
Marh22,2010
4 of Page
ATTACHMENT
EYI CODE COMPILATION
A
BY LOCATION
,
. . •
COLOR KEY:
High Value I Moderate Value 1.0,0 0(004 f
1
i •
Rankin, Location Contact Nano Erman Phone • Notes Unk Document Code and Details
2
Issaquah WA
Trish Heinonen, Long
Range Planning
Manager
David Fujimoto, SCO
Office Manager
trillthectissarsiah . r
(425) 837-3095; (425) 837-3412
Joint effort of city. Long Range Planning Dept
and Resource Conservation OM., • dM*on of
Public Works Engineering.
Pavicifeci (seaman wetig
2
Massachusetts
State Department of
Environment
(617) 626-1C00
Installation guide for electric vehicle changing
equipment in Massachusetts
j=litotalittagna000810s340010800.L(6
jugnerl odf
W_Massachuse30_2000
D_Flor1da_2010.mitt
2
Orlando
John Parker, Senior
Environmental
Specialist, Orange
County Environmental
Protection Division
john.parkereocfl.net
(407) 836.1445
With Nissan, is promoting the 'Zero Emission
Mobility Project". Launched 30 2/2/10. -Used
SSOk DOE grant to convert existing hybrids to
P4060 51345108 a variety of projects including
charging stations at hotels, conversion 0/ 100
of rental car fleet to electric, carp000l/toll
booth breaks for EVs .Worldng actively to
0118,44(10 334 permitting process -Orlando has
pilot solar powered charging unit and fleet
PHEVs
www 001 netterns/DEPT/CEarva/eod/G
AtIleadvCentralFlonds Iron
2
Pierce County, WA
Tiffany O'Dell,
Associate Planner
tadelleco.pierce.waxn
(253) 798-7027
Exhibit B to Ordinance to County Council -
includes electric vehicle battery exchanges &
charging Mations 2S an allowed use throughout
30. 1061.. except in residential 301 000040
aortas.
2
Raleigh
Anne Tazwell, Alt.
Fuels Program
mu.ser; Jeff
Barghout; Robert
Underhill
cleantransportatIon.nou.edu;
1Bargh0utlAdvancedEner8y.or
g;
RUnderhttleAdvaricedEnergy.or
I
(919)813.7831; (9(9)1357-
9006; (919) 857-9037
Home to the Clean Fuel Advanced Technologies
Program
http://www.ncsc.nou.edu/cleantrans
portation/CFATproject.htm
http://vnew.afdc.energi.gov/afdc/pro
gs/vIew_lnd.php/HC/6195
2
Rohnert Park, CA
Office of Public Worts
and Community
Services
(707) 5811-3300
Has instituted "Zero Emission Mobility
Program". 0000101)90 08 obtaining an electlic
city fleet and installing public charging
infrastructure -Status of grants needed to pay
for the projects? '8194 8,001 Public Work, dept.
had no idea
Mtn:Hymn( ci.rohnert-
perk 94.usArale0 asos?osioes520
2
Salt Lake City
Tim Harpst,
Transportation Director
tlin.harpstilalcgov.corn
(801) 535-6630
Tint sent email - said not realty that active.
Have Installed a few EVSEs in parking facility.
But will send info on legislation that clty
council has taken. Has sent entails that Jim will
read.
Jim
2
Santa Monica
Rick stkes. Fleet
Superintendent; Susan
'halves, Green Building
Program Adminhtrator
susanarrunvesgrongov.net
rick.sikeslangov.net
(310) 458.8514 lack); (3(0)
458.8229 (swan)
Susan recons that a multi -department 10.0,600
just started to assemble to address updating
sib codes and ancuments ro relied ..Ding
EV rollout Susan is primary cantata moon,
not Rick. Nothing hes been coddled but they are
keenly ewers of what needs to happen to make
EV infrastructure more ready.
City's Sustainable City Plan:
hum/ /www.smgov.net/Departments/
00E/Categories/S30tainability/Sustain
able_City_Plan.aspx
Doc 1 301 0485 relevant 000Z pg 13. Doc 3. not very
8010040
Emissions Fuels Policy)
Attn:/ /www31-smgov.net/citycierk/co
unclUinformation iterra/2008/Reduce
dEmissfonsFueliPoLicy.pdf
Macrame EV1 Cede ConsAtion by Issadon
much 72. 2010
500000.4
COLOR KEY:
ATTACHMENT A
EVI CODE COMPILATION BY LOCATION
1 j
High Value 1 Moderate Value 1 Low Value
konktna location Confect Name Email Phoned Notes Link Doc umenl Code and Decals
Free paring of ZEVs @ HOV decaled
vehicles at meted:
http://vnsw.gcode.us/codes/santamo
nlu/slew. phpitopk•3-3_I6-
3_16_120@h1?)IphtWOMs•parkln4'met
er•deul@framu•on
2
Tacoma, WA
Diane Wlatr, Lona-
dwlatr&cityoftacana.ory
12531591-5350
2010 Annual Amendment Application No. 2010.
Jntolhma.otvoltaeome.om/Plammno20
D Tacoma_2000
Range Planning
Division, Seattle, WA
08 Electric Vehicle Infrastructure: amend the
regulatory code by adding deo raps for electric
which charging station. and amend 8a comp
pin to add language to support electric
vehicles and 81.4 caging infrastructure
10%20Annual%20Amendmam/Pudig 0
eannn/056 EISMeVehide.odf
2
Virginia
David Diamond
ddlanamdalmt.orq
White Paper. impact of High Occupancy Lane
IncentNes for Hybris In Vbginia'
httr/Mwwnctr usf edulmdpdf/JPT11•
W Viginia_2008
4Dlamond pelf
3
CMdnnatl
Micah Vieux
ndcahmcleantueboino.org
Mluh 1s part o/ a team that wants to develop a
statewide initiative. No dtyspedfic found
5et.He sad Ohio Is about 10 seen behind the
rest of the nation.
na
3
Colorado • Denver
Matthew Marshall; City
@ County of Denver
Matthew. marshellmden ergw.
ors
(720) 913.1516
Income tax credit 85% of the difference btw.
price of alt -fuel tar and skn0.rgasoline tar.
Capped at 56k. Increasing to 57.5k by 2012. -
Grants awilabla to cities to install EY Menem/
infrastructure. 415/China 'Eco Partnership -
Goal of 7k EV. by 2013 .9.56, lases encouraged
to get electric fleets, provide charging
infrastructure .00 plug In vehicle wanking group
(bark, no bite) -Plan for quick turnaround of EV
Permitting Pilot project converting one
pandits enforcement Seep to full BEV .Was
rejected from Clean Cities Grant that meta
hese resulted In extensive EV infrastructure
btrai www.afdc enarov.aov0fddoroas6
Jia sero l000 060ICO/F.).EG
3
los Angeles
Cert Fuente,
Department 00 Water
and Power
urb.fuentem4city.org
The City of L.A. has actio0 use of EV: In
Department of Water and Power, up to 300 EVs
in carpool, meter reading and field
operatkru...no public charging points, no
private regulations.
a
3
Madison
www.dtychnadsan.com
)las NEV language In their Municipal code
na
3
Palm Springs
Michelle Milan; Head
of Palm Springs
Swbnab8ky
Com)afon
1760) 3234214
Mi0ell Senior Center Project (meets on wheels) •
3 0*, in fleet, procured through comm. deveL
block grant -Has developed a MEV street nap -
No real ordinances to speak of
a
3
Rhode Island
Al Dah)Oerg
6lbert,.daMbereByahoo.com
0011524.1151
Has gal of 10.000 EV, In Rhode IsWd by 2014
ptp2f/ww/.0dchenoins,comhackvmpult
leinmstltMlrocloemoun4lMnsnulHhe-
gtatecf-rhode-fsia00 hecnrbl-
providena-ands 0000*4rkt-announce-
JpnbeDort-ebnoMlasbaubliipw4o-
ydno olo04Detactrio-ve1des-lo-lha
0Sea0341e- 42503/
Aaxdxre0 A: EN Cob Corrpmtlon by Leaeon
Much 22.2010
5 et Psoas
COLOR NEV: Nigh Value Moderate Value
Low Value
ATTACHMENT A
EVI CODE COMPILATION BY LOCATION
Rankine' Loc.:Mon Contact Name Email Phone • Notes Unk Document Code and Details
3
Santa Fe, NM
Cary Wefner,
Renewable Enenw
Planner
uvelnertbantalenm.gov
(505f 9556337
Electric vMicle rental program (Dragonfly
Express)-CombInrfn1 instalang chWing
stations for private EV, ks future
attdur.m A EVI Cob Compilation by Laotian
Match 22.2010
7 of Pagan
'See Attachment C: EVI Code Compilation.
A=Adopted Code
D=Draft Code
W=White Paper
M=Miscellaneous
ATTACHMENT B
EVI Code Compilation by Topic
March 22, 2010
- Topic
details
Source ':
Location
Status.
Proposed
Model
Regulations
chaff,.
Link or Document Cade in
Attachment C
1
ADA compliance
Task force clarifies accessibility
requirements
Task Force
Oregon
A
Building
M_Oregon Advisory Team Memo 2 -
10.doc
2
ADA compliance
Reportedy what others' following in
the nation.
California State Department of
Architects
CA + national
A
Building
ACA ADA 2008
3
Building codes - existing, retrofit
and remodeling
Illinois Model Law - condos shall have
at least 10%
Hal Emalfarb draft legislation
Illinois
D
Building and
Zoning
D_IIlinois Model Statute_2010
4
Building codes - existing, retrofit
and remodeling
Provides guidelines for new
residential and condo construction
Vancouver Ordinance
Vancouver, BC
Canada
A
Building and
Zoning
M_Vancouver_Chandler 2009
M Vancouver Deployment_Guidelines
2009
A Vancouver 0 2009
5
Building codes - new construction
Illinois Model Law - houses and
condos
Hal Emalfarb draft legislation
Illinois
D
Building and
Zoning
D_Illinois Model Statute_2010
6
Building codes - new construction
EVSEs required in new homes and
20% of parking in multi -family
Vancouver Ordinance
Vancouver, BC,
Canada
A
Building and
Zoning
M_Vancouver Chandler 2009
M Vancouver Deployment_Guidelines
2009
A_Vancouver 0 2009
7
Charging Stations
must have bi-directional charging
capability and stations must work wit
all EV models
Minnesota Office of the
Revisor of Statutes
Minnesota
A
Utilities
A_Minnesota_2009
8
Charging Stations
Installation issues
Installation Instruction Manual
Massachusetts
M
M_Massachusetts_2000.pdf
Attachment B: EVI Code Compilation by Topic
March 22, 2010
1 of 6
'See Attachment C: EVI Code Compilation.
A=Adopted Code
0=Draft Coda
W=White Paper
M=Miscellaneous
ATTACHMENT B
EVI Code Compilation by Topic
March 22, 2010
Topic
Details
Source
Location
Status
Proposed
Model
Regulations
Chapter'
Link or Document Code in
Attachment C
9
Charging Stations
Statewide standards for design and
installation of charging stations
Oregon
A
Building, Zoning
and Public
Works
A OregonPressReleaseBuildingCodes-
2008.pdf
10
Disincentives
Road tax on EVs
Proposed legislation - not
approved
Washington State
0
http://apps.leg.wa.gov/billinfo/summary.
aspx?bill=63778year=2009
http://apps.leg.wa. gov/documents/bil Ida
cs/2009-
10/Pdf/B ills/Senate%20B ills/6377. pdf
11
Disincentives
Car surcharge on EVs
Proposed legislation - not
approved
Washington State
D
SB 6377
12
Electrical Code
Clarifies code issues between state
and NEC
Building Codes Division
Oregon
A
Building and
Utilities
A_OregonBuildingCodes_2009.pdf
13
Incentives (all)
Good analysis comparing different
types of incentives for maximum
impact Only focuses on hybrid
vehicles, not electric.
Kennedy School of
Govemment Student Policy
Paper. "Going Green to Get
Green."
Harvard, MA
W
W Harvard_2007
14
Incentives (Financial)
Congestion charge exemption
London, UK
D
D_London_2009
15
Incentives (Financial)
Sustainable Financing Program
where property owners who invest
over $5,000 in energy efficiency
projects to their home receive up fror
funding from the City and the loan is
repaid at a low interest rate over 20
years on the property tax bill. Electric
vehicle charging stations and retrofit
costs qualify under this program.
Jim interview with Bob Hayder
San Francisco, CA
A
na
Attachment B: EVI Code Compilation by Topic
March 22, 2010
2 of
'See Attachment C: EVI Code Compilation.
A=Adopted Code
D=Dra5Code
W=Wnite Paper
M=Miscellaneous
ATTACHMENT B
EVI Code Compilation by Topic
March 22, 2010
#
Topic
Details
Source
Location
Status
Proposed
Model
Regulations
Chapter'
Link or Document Code in
Attachment C
16
Incentives (Financial)
City rebate program
City and Utility initiative
Austin, TX
A
A Austin TX - EV Rebate 2008
17
Incentives (Financial)
Has EV lease pay -down program tha
has lowered monthly lease payments
by half
City of Vacaville
Vacaville, CA
A
A Vacavillelncentive_2004_2009
18
Incentives (Financial)
General excise tax exemption on EV:
and EV charging systems
State legislation
Hawaii
A
A Hawaii_SB1202_2009.pdf
19
Incentives (Financial)
White Paper recommends tax credits
Oregon Task Force
Oregon, WA
W
W Oregon_2010.pdf
20
Incentives (HOV access)
Policy paper that examines market
impact of hybrids by offering HOV
lane access.
"Impact of High Occupancy
Lane Incentives for Hybrids in
Virginia"
Virginia
W
W Virginia 2008
21
Incentives (HOV access)
HOV lane access for EVs even when
solo driver
Vacaville Department of Public
Works
Vacaville, CA
A
A_Vacavillelncentive_2004_2009
22
Incentives (HOV access)
HOV lane access for PHEVs
State legislation
Hawaii
A
A Hawaii_SB1202_2009.pdf
A_Hawaii-Revised Statute 2009
23
Incentives (HOV access)
CA legislation is considering what
types of vehicles get HOV access;
EVs under consideration
no formal bill introduced yet
California
0
na
Attachment 8: EVI Code Compilation by Topic
March 22, 2010
3 of 8
'See Attachment C: EVI Code Compilation.
A=Adopted Code
D=Draft Code
W=White Paper
M=Miscellaneous
ATTACHMENT B
EVI Code Compilation by Topic
March 22, 2010
Topic
Detail :
Source
lacatfof« �<
Status
Proposed
Model
Regutattons
Chapter'
,
Link orDocument Code in
/rttachmentc
24
Incentives (Parking)
Free parking at meters
City of Davis
Davis, CA
A
Vehicles and
Traffic
A_Davis_Parking_dateunknown
25
Incentives (Parking)
Free parking at meters
1997 EV Act
Hawaii
A
Vehicles and
Traffic
A_Hawaii evact-290-1997
26
Incentives (Parking)
Free parking in city Tots for EVs
Interview with City of San Jose
San Jose, CA
A
Vehicles and
Traffic
A SanJoseParknigResolution.pdf
27
NEC compliance
National Electric Code
National
A
Utilities
A NEC6252008.pdf
28
Parking Signage
Chandler reports that the adopted
national sign is going International -
might be worth researching.
Don Chandler of the
Vancouver Electric Vehicle
Assn
Canada
D
na
29
Parking Signage
Creates EV Parking Sign regulations
City of Davis
Davis, CA
A
Building, Public
Works and
Zoning
A Davis Pkng Engineer Directive
30
Parking Signage
JH: initiated contact w/ Federal
Manual on Uniform Traffic Control
Devices Committee (MUTCDC).
Every State must adhere to federal
signage regulations, but can add
supplements. Done through State
DOTs (WashDOT). Need to include
this in model 0. For spaces to be
enforceable with a fine, the State will
need to have adopted.
Conversations and emails with
JH, DD and PGE
representatives
Portland, OR & CA
D
Building, Public
Works and
Zoning
sample signs available upon request
Attachment B: EVI Code Compilation by Topic
March 22, 2010
4 ofe
'See Attachment C: EVI Code Compilation,
A=Adopted Code
D=Draft Code
W=White Paper
M=Miscellaneous
ATTACHMENT S
EVI Code Compilation by Topic
March 22, 2010
Topic
Details
Source
Location
Status
Proposed
Model
Regulations
Chapter'
Link or Document Code in
Attachment C
31
Parking Spaces
1 out 100 spaces are to be for EVs
now, this number increases to 2 after
EVs reach a certain number.
Hawaii legislation
Hawaii
A
Building, Public
Works and
Zoning
A Hawaii-SB1202 2009
32
Parking Spaces
Zero emission parking code
http://www.cityofboise.org/city_
derk/102808/o53-08. pdf
Boise, ID
A
A Boise 2008
33
Parking Spaces
Parking incentives
http://www.electricparking.com
London, UK
D
D London 2009.pdf
34
Permitting of Charging Stations
Proposal to offer free permitting for
EVSE installations, similar to free
permitting for solar installations.
Bill Boyce, SMUD
Sacramento
0
Procedures
htto://wvm citvofsacramento.orddsdh$
erence/fees/ehotovoltaic-ordinance.cf m
35
Permitting of Charging Stations
Coordination among agencies in
dense metropolitan areas to expedite
and make EVSE permitting uniform
Bay Area EV Corridor,
coordinated by Clean Cities
San Francisco
San Jose
Oakland, CA
D
Public Works
D SanFrandscoBayArea 2008.htm
36
Permitting of Charging Stations
E -permitting allows a participating
electrical contractor to purchase such
a permit on line, 24/7, for any
jurisdiction that is participating.
Don Clements, memo
Oregon
A
Public Works
A Clements 2-10.doc
37
PUC Rulemaking
Determining resale of electncity via
charging stations
California Public Utilities
Commission Rulemaking
California
D
D_CalifomiaCPUCRulemaking_2009.dc
c W CA CPUC_2009.pdf
38
PUC Rulemaking
Determed resale of electncity via
charging stations is legal
Hawaii statewide ordinance
Hawaii
A
A Hawaii Revised Statute 2009
39
Resolutions
City councils adopting broad support
language
Resolution and Press Release
Sacramento
San Francisco
A
A Sacramento 1994.pdf
A SanFranciscoResolution 2000.pdf
Attachment 8: EVI Code Compilation by Topic
March 22, 2010
5 ofe
'See Attachment C: EVI Code Compilation.
A=Adopted Code
D=Draft Code
W=White Paper
M=Miscellaneous
ATTACHMENT B
EVI Code Compilation by Topic
March 22, 2010
Topic
- Details
."— Source
Location
Status
Proposed
Model
Regulations
Chapter'
Link or Document Code in
Attachment C
40
Towing
Non-EVs can get towed if parking in
EV charing spots.
CA Vehicle Code
California
A
Vehicles and
Traffic
A_CalifomiaVehicleCode_2003.docx
Attachment B: EVI Code Compilation by Topic
March 22, 2010
6 of 6
ATTACHMENT C
EV Code Compilation: EV, EVI, and Battery Practices in Other States and Regions
This attachment provides a listing of practices identified through the code compilation research
and other research findings. These practices should NOT be interpreted as recommended by the
respective agencies or technical advisory committee. Rather, they are provided in the guidance only in
order to show the range of practices being used or considered in other areas to promote electric vehicle
infrastructure and electric vehicles.
The practices include potential incentives, regulations and standards, and studies that could be
implemented at the local, regional, and state level. As such, they could take the form of plans,
regulations, or additional guidance.
LOCAL GOVERNMENT PRACTICES
Incentives
Implement electric vehicle (EV) parking incentives, such as free and/or less restrictive parking (e.g.,
longer time limits) in municipal lots, garages, and on -street parking.
As authorized in RCW 36.70A.695(4), consider including the following development regulation
incentives:
o Bonus height, site coverage, floor area ratio, and transferable development rights (TDRs) for use
in urban growth areas.
In addition to the incentives in RCW 36.70A.695(4), consider the following:
o Use incentives to encourage retrofitting of commercial parking lots to accommodate electric
vehicle infrastructure (EVI).
o Provide reduced permit fees for permits retrofitting existing residential development.
o Allow charging infrastructure to be exempt from site coverage requirements.
o Offer a reduction in parking requirement to commercial or multi -family developments where
parking spaces are converted to EV charging stations.
Promote workplace charging infrastructure installations for employees and public uses.
Sources:
o City of Austin, Texas, Electric Vehicle Incentives — Guidelines, Dealerships, and Vehicles
(2008).
o City of Boise, Idaho, Administrative Services Manager (John Eichmann) Memorandum to
Mayor and Council recommending approval of Zero Emission Vehicle (ZEV) Parking
Ordinance amending Boise City Code 10-17 to enable limited free parking at parking meters
for Zero Emission Vehicles (2008).
o City of Davis, California Municipal Code 22.16.0 Electric Vehicles.
o State of Hawaii, Revised Statutes §291-71 Designation of parking spaces for electric vehicles;
charging units and §291-72 Parking spaces reserved for electric vehicles; penalties (2009)
(effective 01-01-12).
o State of Hawaii, S.B. No. 1202, A Bill for an Act relating to Transportation Energy Initiatives
(2009).
o City of Sacramento, California, Resolution No. 94189 of the Sacramento City Council
Supporting Electric Vehicle Readiness Program (04-12-94).
o City of San Diego, California, Council Policy 600-27 Affordable Housing/In-Fill Housing and
Sustainable Building Expedite Program (05-20-03); Council Policy 900-14, Sustainable
Building Policy (05-20-03); Resolution No. 715-00 (07-28-00).
o City and County of San Francisco, California, Resolution No. 715-00, File No. 001399;
Resolution encouraging Califomia Governor Gray Davis to uphold the existing California Air
Resources Board zero emission vehicle mandate, which requires that at least four percent of
Code Compilation Memorandum: Attachment C: EV, EVI, and Battery Practices in Other States
Page 1 of 8
LOCAL GOVERNMENT PRACTICES
the 2003 model year passenger cars and light duty trucks offered for sale in California be zero
emission vehicles (08-07-00).
o City of San Jose, California, Resolution No. 74769 — A Resolution of the Council of the City of
San Jose' Amending the Master Parking Rate Schedule to Increase Flexibility in Setting
Parking Rates at the Convention Center and Almaden/Woz Parking Lots for Events at the
Convention Center, and Repeal Resolution No. 74210 Effective on July 1, 2009 (01-27-09).
o County of Sonoma, California, Building Green Policy, Resolution No. 08-0947 (11-04-08).
Draft Resolution Adopting Guidelines, Rating Systems and Compliance Thresholds for the
Sonoma County Green Building Program proposed to be adopted 02-2010.
o City of Vacaville, California, City of Vacaville's Electric Vehicle (EV) Program (2004).
o City of Vancouver, British Columbia, Canada, Building By -Law No. 9936 amending Building
By-law No. 9419 §13.2.1 Electric Vehicle Charging; §13.2.1.1 Parking Stalls; §13.2.1.2
Electrical Room (04-20-11).
o City of Vancouver, British Columbia, Canada, Policy Report Development and Building Report
on Electric Vehicle Charging (06-22-09).
o Kelly Sims Gallagher and Erich J. Muehlegger, John F. Kennedy School of Government,
Harvard University, Giving Green to Get Green? Incentives and Consumer Adoption of Hybrid
Vehicle Technology (October 2007).
Development Regulations
Determine ratio of parking spaces to be EV -ready in single-family dwellings, multifamily dwellings,
mixed-use buildings and other uses, such as retail, hotel or office space, in part based on the electric
vehicle market share.
Require remodeled non-residential parking to install electrical conduit between the service panel and a
percentage of parking spaces (formulas to be defined) to make future installation less costly.
Create design standards for public roads within subdivisions and frontage improvements (only if unique
provision not covered elsewhere in other Chapters) that enable eventual implementation of EVI.
Create design standards for public common areas (e.g., identify a requirement for EV charging for
parking associated with neighborhood parks; refer to other Chapters, such as Zoning and Public Works
for siting design standards).
Require new or a percentage of new single-family and townhome construction to be "EV -ready"
(minimum Level 2 circuit installation).
Require new or a percentage of new apartment and mixed use construction to have minimum Level 1
and Level 2 circuit installation. Determine parking ratios for each charging levels.
Monitor the EV industry and if necessary amend any regulations or guidance that the local government
has previously adopted.
Establish streets, sidewalks, and public works standards and guidance documents for installation of EVI
in the public right-of-way, public parking facilities, government fleet parking facilities, and on private
properties where EV charging is deemed a priority.
Code Compilation Memorandum: Attachment C: EV, EVI, and Battery Practices in Other States
Page 2 of 8
LOCAL GOVERNMENT PRACTICES
Sources:
o City of Davis, California Municipal Code 22.16.0 Electric Vehicles.
o City of Vancouver, British Columbia, Canada, Building By -Law No. 9936 amending Building By -
Law No. 9419 §13.2.1 Electric Vehicle Charging; §13.2.1.1 Parking Stalls; §13.2.1.2 Electrical
Room (04-20-11).
o City of Vancouver, British Columbia, Canada, Policy Report Development and Building Report on
Electric Vehicle Charging (06-22-09).
Rules and Procedures
Streamline permit processing (e.g., priority handling, fast turnaround, over-the-counter and/or online
permits, centralized coordinating, permit czar, contractor -level or designated -rep sign offs) for EVI
installation or retrofitting.
Implement a low, flat or no -fee permit rate structure on a temporary basis until the electric vehicle
industry becomes more established.
Implement data collection protocols through EVI vendor permitting as they are established by the State
(see State Guidance — Data Collection, in the following tables).
Sources:
o City of San Diego, California, Council Policy 600-27 Affordable Housing/In-Fill Housing and
Sustainable Building Expedite Program (05-20-03); Council Policy 900-14, Sustainable Building
Policy (05-20-03); Resolution No. 715-00 (07-28-00).
o County of Sonoma, California, Building Green Policy, Resolution No. 08-0947 (11-04-08). Draft
Resolution Adopting Guidelines, Rating Systems and Compliance Thresholds for the Sonoma
County Green Building Program (proposed to be adopted 02-2010).
Research and Programs
For batteries, provide consumers with appropriate levels of information on the handling of EV batteries
and map systems of all reuse and recycle centers and battery exchange stations.
Conduct demonstration projects that integrate battery storage systems with the electrical grid and plug-in
vehicles. Take actions that would support the integration of smart grid development with houses and
plug-in vehicles and the placement of smart charging stations in public places.
Explore ways in which to provide education and outreach on EV and PHEV issues. Through the
internet, public access TV, print media, public service announcements, and community workshops,
provide education and safety tips on plug-in vehicles and battery management.
Educate consumers shopping for electric vehicles that the best measure of efficiency of an electric
vehicle is miles per kilowatt-hours, which compares to miles per gallon for internal combustion engines.
Consider Zero Emission Parking Zones, which could be created by local governments as a way of
reserving parking for zero -emission vehicles. See, for example, the City of Boise's Zero Emission
Vehicle Parking Ordinance, Boise City Code 10-17.
Code Compilation Memorandum: Attachment C: EV, EVI, and Battery Practices in Other States
Page 3 of 8
LOCAL GOVERNMENT PRACTICES
Sources:
o City of Houston, Texas, Project Get Ready: Preparing Cities for the Plug-in Electric Vehicle:
Power of the Plug-in Program (11-17-09).
o City of Indianapolis, Indiana, Project Get Ready: Preparing Cities for the Plug-in Electric
Vehicle — Indianapolis Region: Project Plug -In (2010).
o City of New York, PIaNYC Exploring Electric Vehicle Adoption in New York City (January
2010).
o City of Tacoma, Washington, Community and Economic Development Dept., Annual
Amendment Application No. 2010-08, Electric Vehicle Infrastructure (01-25-10).
o City of Toronto, Ontario, Canada, The Toronto Atmospheric Fund — Fleetwise Program (1998-
2010).
o Don Chandler, Past President, Vancouver Electric Vehicle Association, Pulling the Copper
(November 2009).
o Electric Transportation Engineering Corporation, sponsored by Natural Resources Canada,
Electric Vehicle Charging Infrastructure Deployment Guidelines British Columbia (July 2009).
o Enid Joffe, Clean Fuel Connection, The EVSE Installation Process, The 35 Day Challenge,
(03-31-10).
o eTec, an ECOtality company, Electric Vehicle Charging Infrastructure Deployment Guidelines
for The Central Puget Sound Area (April 2010).
o Great London Authority, London's Electric Vehicle Infrastructure Strategy (December 2009).
REGIONAL GOVERNMENT PRACTICES
Incentives
Exempt EVs from urban congestion restrictions and fees, such as tolling (if/when implemented).
Include EVs and EVI in regional transportation plans, and implementation programs for funding and air
quality.
Incentivize the inclusion of EVI in any public infrastructure project that has been previously identified as
a priority public charging station site. Utilize a set of standard construction plans and specifications to
the extent possible to streamline installations and control installation costs.
Sources:
o Kelly Sims Gallagher and Erich J. Muehlegger, John F. Kennedy School of Government, Harvard
University, Giving Green to Get Green? Incentives and Consumer Adoption of Hybrid Vehicle
Technology (October 2007).
Rules and Procedures
Work collectively on a regionwide basis to develop streamlined permitting policies and processes for EVI
installation.
Research and Programs
Study the development of Zero Emission Driving Zone regulations for zones devoted solely to
nonmotorized or electrically powered vehicles. Also related are Zero Emission Parking Zones (see
above under "Local Government Research and Programs").
Code Compilation Memorandum: Attachment C: EV, EVI, and Battery Practices in Other States
Page 4 of 8
REGIONAL GOVERNMENT PRACTICES
Sources:
o City of Minneapolis, Minnesota, John Bailey, David Morris, Electric Vehicle Policy for the Midwest
— A Scoping Document. Prepared for the RE -AMP Network, New Rules Project (December 2009).
o State of California, San Francisco Bay Area Mayors Mayor News Release Mayors Aim to Make
San Francisco Bay Area the Electric Vehicle Capital of the U.S. (11/20/08).
STATE GOVERNMENT PRACTICES
Incentives
Establish state -level tax credits, rebates, licensing fee reductions, and NOV-lane access for EVs.
Work with private fleet operators (e.g., large companies, the taxi industry, or transit agencies) to
determine what levels of incentives (such as reserved parking areas) could be provided or required to
help market penetration of plug-in vehicles and associated EVI.
Sources:
o Kelly Sims Gallagher and Erich J. Muehlegger, John F. Kennedy School of Government, Harvard
University, Giving Green to Get Green? Incentives and Consumer Adoption of Hybrid Vehicle
Technology (October 2007).
o Province of Ontario, Canada, Newsroom, Press Release: Ontario Paves the Way for Electric
Vehicles, http://news.ontario.ca/mto/en/2010/06/ontario-paves-the-way-for-electric-vehicles.html
(June 18, 2010).
o State of Hawaii, Department of Business, Economic Development, and Tourism, Hawaii's Electric
Vehicle (EV) Rebate and Grant Programs, http://electricvehicle.hawaii.gov/ (Accessed June 21,
2010).
o State of Hawaii Office of the Governor, CT&T Signs Historic MOU with the State of Hawai'i,
http://hawaii. gov/gov/news/releases/2010-news-releases/ct-t-an nou nces-plans-to-assem ble-
electric-cars-in-hawai2018i, (Accessed June 21, 2010).
o State of Hawaii Office of the Governor, Hawai'i Selected as an Early Launch Site of the Nissan
LEAF Electric Vehicle, http://hawaii.gov/gov/news/files/2010/may/hawai-i-selected-as-an-earlv-
launch-site-for-the-nissan-leaf-electric-vehicle/?searchterm=nissan, (Accessed June 21, 2010).
o State of Hawaii Office of the Lieutenant Governor, Press Release: Hawaii's Electric Vehicle
Rebate and Grant Program Announced, http://hawaii.gov/Itgov/news/releases/2010-news-
releases/hawai-is-electric-vehicle-rebate-and-qrant-program-announced, (May 13, 2010).
o State of Hawaii Transportation Energy Diversification Project, Hawaii "EV Ready" Grants Grant
Opportunity Announcement,
http://hawaii.gov/dbedt/info/energy/evrebatesgrants/Grant%200pportunity%20Announcement%20
2010-06-08.pdf, June 2010 .
Rules and Procedures
RCW 36.70A.695(5)(d) defines "Rapid Charging Stations." Consider amending this term to "Fast
Charging Station" for consistency with the above model definitions for "Charging Levels" above (i.e.,
Level 1 = Slow; Level 2 = Medium; Level 3 = Fast). Note that Level 3 charging is recommended to
identify the increased power needed in a numerical fashion (i.e., "3"), but that this charging level is also
sometimes referred to as Fast Charging (see footnote 20.) Use of "Level 3" appears in other EVI
documents (see page 25 of the "Report of the Alternative Fuel Vehicle Infrastructure Working Group")
(See footnote 21).
Code Compilation Memorandum: Attachment C: EV, EVI, and Battery Practices in Other States
Page 5 of 8
STATE GOVERNMENT PRACTICES
The state should consider adoption of other definitions included in the model regulations, including
"Electric Vehicle," and should direct how to designate the vehicle (such as a special license plate or
decal) in future legislative sessions. If during the legislative session a different definition is adopted,
local governments would then go back and amend their definitions for consistency.
In 2010, Hawaii amended its statutes to remove roadblocks to charging station installation in multi -unit
dwellings. The state should review RCW 64.34, Condominium Act, and other applicable RCWs and
WACs, to see if there is the same limitation to be resolved in Washington and, if necessary, consider
amendments in a future legislative session.
Rules and Procedures – Charging Station Data Collection
Direct local government permitting agencies to require collection and reporting of standard installation,
location, and operating data on public charging stations (above Level I) for use by EVI stakeholders.
Require all public charging stations to have smart charging capabilities, real-time communications, and
data collection capabilities to enable on-site and utility -level energy management. Ensure
interoperability and transparency between charging station technologies and that all EV drivers are
allowed to charge at every publicly available station.
Potential Framework For Data Collection System:
• Require and regulate data collection and data availability (Legislature).
• Set standards for data protocols (Utilities and Trade Commission or Commerce).
• Warehouse and consolidate data (State DOT or Commerce).
• Make data available to public and vendors (State DOT or Commerce).
• Report on data for planning and legislative activity (Commerce).
Require the following data to be displayed at charging sites: charging speed; fee structure; claims
contact information; and restrictions or other instructions.
Require the following information to be reported by permit agencies as part of the permitting process:
permitting agency; equipment unique identifier; equipment specifications; location of the equipment (how
the location should be specified is still to be determined —alternatives include street address, parcel
number, and GPS address); date when the charger was permitted; date when the charger became
operational; date when the charger is to be discontinued; charger speed (same as above); and
responsible party/owner contact information.
Consider amendments to the rules that implement RCW 19.28.281 to allow the use of a demand factor
table for calculating EV charging equipment and feeders, similar to the Statewide Alternative Method
adopted by the State of Oregon, Ref.: ORS 455-060. EV charging equipment and feeders are rated as
continuous loads by the NEC Article 625. Testing data shows that charging currents are substantially
below the full rated load and that cycle times typically do not exceed three hours.
Sources:
o National Electrical Code Handbook Article 625, Electric Vehicle Charging System (2008).
o Oregon Advisory Team, The EV Project, Summary of Localization Findings (02-05-10).
o State of California Department of General Services Division of the State Architect: DSA – 2009
California Access Compliance Reference Manual Policies, Policy 97-03, Interim Disabled
Access Guidelines for Electric Vehicle Charging Stations (06-05-97).
o State of California Public Utilities Commission, Order Instituting Rulemaking to Consider
Alternative -Fueled Vehicle Tariffs, Infrastructure and Policies to Support California's
Greenhouse Gas Emissions Reductions Goals (08-24-09).
o State of California Vehicle Code § 22511, Zero -Emission Vehicles: Display of Decal (01-01-
03).State of Delaware, Senate Bill No. 153 An Act to Amend Title 26 of the Delaware Code
Code Compilation Memorandum: Attachment C: EV, EVI, and Battery Practices in Other States
Page 6 of 8
STATE GOVERNMENT PRACTICES
Relating to Customer Sited Energy Resources (06-09-09).
o State of Hawaii, Act 290 (S.B. 1160), A Bill for an Act Relating to Electric Vehicles (07-01-97).
o State of Hawaii, Revised Statutes §291-71 Designation of parking spaces for electric vehicles;
charging units and §291-72 Parking spaces reserved for electric vehicles; penalties (2009)
(Effective 01-01-12).
o State of Hawaii, S.B. No. 1202, A Bill for an Act relating to Transportation Energy Initiatives
(2009).
o State of Hawaii, S.B. 2231 § 196 Placement of electric vehicle charging system (2010).
o State of Minnesota, Chapter 134-H.F. No. 1250, An act relating to transportation; regulating
electric vehicle infrastructure; amending Minnesota Statutes 2008, sections 16C.137,
subdivision 1; 169.011, by adding subdivision; 216B02, subdivision 4; 216B-241, subdivision 9;
Laws 2006, chapter 245, section 1; Laws 2008, chapter 287, article I, section 118; proposing
coding for new law in Minnesota Statutes, chapter 325F (05-21-09).
o State of Oregon, Building Codes Division, Statewide Alternate Method No. OESC 09-01 (Ref:
ORS 455.060) Approval of the use of a demand factor table for calculating Electric Vehicle
charging equipment services and feeders (09-04-09).
o State of Oregon, Department of Consumer and Business Services, Building Codes Division,
Division 311, Miscellaneous Electrical Rules (Effective 10-01-09).
o State of Oregon, Department of Consumer and Business Services Press Release New building
codes standards support electric vehicle growth (10-14-08).
o State of Oregon, Dennis Clements, Chief Electrical Inspector, Building Codes Department,
Expediting the permit process for installation of EVSE (02-12-10).
Research and Programs
Ensure statewide regulations and workforce training exists for handling, transporting and recycling of
lithium -ion batteries. Support and fund advanced battery research. Fund cell/battery pack and battery
supplier manufacturing facilities.
Fund studies to determine the best possible reuse or repurpose of depleted EV batteries. With utility
companies and others, test the integration of depleted EV batteries with smart grid technology.
Establish advanced lithium -ion recycling and reuse facilities. Monitor EV battery reuse activities and
recycling business models to assess if any changes are needed in state regulations, such as adoption of
incentives.
Promote research, development, and demonstration projects for smart grid technology, including
integration of homes, worksites, and plug-in vehicles. Make investments in a modernization of the
electrical grid as part of a nationwide plan to ensure reliable electricity.
Establish funding mechanisms for workforce and consumer training on the smart grid and electric
vehicle infrastructure, and for use and handling of EV and PHEV batteries.
Develop a statewide clearinghouse for identifying all battery charger and exchange locations, their use
status, hours of operation, and other available services.
Sources:
o City of Minneapolis, Minnesota, John Bailey, David Morris, Electric Vehicle Policy For the
Midwest — A Scoping Document. Prepared for the RE -AMP Network, New Rules Project
(December 2009).
o The Massachusetts Division of Energy Resources, Installation Guide for Electric Vehicle
Charging Equipment (September 2000).
o The Royal Academy of Engineering, Electric Vehicles: charged with potential (May 2010).
o City and County of San Francisco, California, Resolution No. 715-00, File No. 001399; Resolution
encouraging California Governor Gray Davis to uphold the existing California Air Resources
Code Compilation Memorandum: Attachment C: EV, EVI, and Battery Practices in Other States
Page 7 of 8
STATE GOVERNMENT PRACTICES
Board zero emission vehicle mandate, which requires that at least four percent of the 2003 model
year passenger cars and light duty trucks offered for sale in California be zero emission vehicles
(08-07-00).
o David Diamond, Ph.D., LMI Research Institute, Impact of High Occupancy Vehicle (HOV) Lane
Incentives for Hybrids in Virginia (2008).
o State of California Public Utilities Commission, Policy and Planning Division, Staff White Paper
Light -Duty Vehicle Electrification in California: Potential Barriers and Opportunities (05-22-09).
o State of Oregon, Alternative Fuel Vehicle Infrastructure Working Group, Report of the Alternative
Fuel Vehicle Infrastructure Working Group (January 2010).
Code Compilation Memorandum: Attachment C: EV, EVI, and Battery Practices in Other States
Page 8 of 8
.1111111.
LightMoves
MEMORANDUM
TO: Ivan Miller, Puget Sound Regional Council
Gustavo Collantes, Washington State Department of Commerce
FROM: Jim Helmer, LightMoves
CC: Dan Davids, Plug In America
Anna Nelson, GordonDerr LLP
DATE: March 22, 2010
SUBJECT: Local Government Electric Vehicle Infrastructure Phone Interviews
INTRODUCTION
During the 2009 legislative session, the Washington State Legislature passed Second Substitute House
Bill 1481 (2SHB 1481), an Act relating to electric vehicles. Sections 2 and 18 of the Act require
development of model ordinances, model development regulations, and guidance for local governments
for siting and installing electric vehicle infrastructure (EVI), in particular, battery charging stations, and
appropriate handling, recycling, and storage of electric vehicle batteries and equipment.
The purpose of this memorandum is to provide information on best practices and lessons learned in other
local governments in regard to ordinances, regulations, and guidance documents for siting and installing
battery charging stations or battery exchange stations and related EV equipment. LightMoves and Plug In
America collaborated to review legislation, codes, policies, and other documents pertaining to EVI in
states and local agencies across North America. After conducting this research (see March 22, 2010
Memorandum from Plug In America on Electric Vehicle Infrastructure Code Research), a shorter list of
local government agencies was identified that potentially had the highest value of information for follow-
up phone interviews.
OVERVIEW
The development of EVI is in its infancy stages in the United States; yet it is thought to be a critical step
in creating new jobs, fostering economic growth, and reducing greenhouse gas emissions. Like any new
growth industry though, acceptance can be slow, and the learning curve steep. There are many local
governments considered as early adopters of supporting the development, use and widespread expansion
of electric vehicles. As this report will demonstrate, many of those agencies have adopted policies and
regulations on services or operations that are fully under their control, such as free public parking for
electric vehicles, or setting goals to convert fleet vehicles to alternative fuel vehicles (similar to language
in 2SHB 1481).
To get a broad understanding of the various approaches local governments are taking to support this new
industry, the phone interviews included a range of questions that are closely related to EVI (see
Attachment A, Interview Questions). The interview questions focused on topics included in state and
regional legislation, local codes and ordinances, fleet conversions to alternative fuel vehicles, electric
vehicle (EV) charging station permit procedures, EV -related incentives, construction standards, electric
utility -related issues, and a request for key documents. In nearly every case, no single person could
respond to all of the questions; thus, efforts were made to contact additional representatives so as to
obtain a complete set of responses. In addition to phone interviews, information was gained through
electronic mail and agency web -site review. Attachment B, Comparison of Agency Interview
Responses, is a table that summarizes the responses by topic. Attachment C, Agency Policies and Code
Sections, contains portions of actual code language used in agencies that appear particularly useful for
development of local government model regulations and guidance. The agency interviews are still in
progress, and will be amended as new information is learned from these agencies and possibly other local
governments. It should also be noted that statements made from individuals in these interviews may not
always reflect actual agency policy.
ANALYSIS
Following is a summary of information about each agency contacted:
Austin, Texas
Population: 790,000
Contacts: Gordon Derr, Assistant Director of Public Works; Austan Librach, Director Emerging
Transportation Technologies Specialist, Austin Energy (Municipal Power Company)
Summary: Austin participates in the Capitol Area Metropolitan Transportation Commission (CAMPO)
in the development of regional EVI programs. All actions taken by Austin in reference to
EVI and EVs are contained as goals in their 2009 Climate Action Plan. Austin has
implemented a purchase rebate program that refunds up to $500 for new EVs, $250 for
electric scooters and $100 for qualifying bicycles. They also have a parking incentive
program for plug-in vehicles. Austin has no public chargers in place, but is active in
converting 38 of its hybrid vehicles in its fleet to Plug-in. They are utilizing State Energy
Conservation (SECO) grants to fund the conversions. They have no standard construction
documents or building plans and public works details, but are targeting to begin developing
such documents one year from now.
Boise, Idaho
Population: 220,000
Contacts: Karen Gallagher, Transportation Planner, Planning & Development Services; Beth Baird,
Ground Water and Environmental Specialist
Summary: Boise has established a Green Vehicle Parking incentive in their City Code. An owner of
an all electric vehicle (conversions to all electric qualify) may buy an annual $10 permit to
park for free at any Boise parking meter or public garage; however, drivers must be in
compliance with time limits. Boise officials were not aware of any state or regional
guidance on EVI. No permits have been issued for charging station installations, nor have
there been efforts to establish procedures. The Boise fleet contains hybrid vehicles, but no
plug-in vehicles. Idaho Power provides electricity to the City. There have not been any
joint efforts between Idaho Power and Boise on any EVI projects.
Davis, California
Population: 98,000
Contacts: Dan Doolan, Fleet Manager; Mitch Sears, Department of Public Works and General
Services
Summary: Davis is recognized as being one of the most pedestrian and bicycle friendly cities in
America. The City has been proactive in multi -modal, alternative transportation, and
environmental protection programs for decades. Davis has adopted a Climate Action Plan
as an element of its General Plan. In terms of EVI, it had charging stations in public
Memorandum: Local Govemment EVI Phone Interviews
March 22, 2010
Page 2of10
parking places and at City Hall installed in the 1990s as part of the City's lease of RAV 4
electric cars for fleet purposes. The City does not require private RAV 4 owners to pay for
the electricity when charging at these stations; but for free use of the chargers, members of
the Electric Auto Association informally assist the City in maintaining the units. While
Davis has not planned for, or installed any new generation charging stations, officials are
seeing new retail shopping centers constructing EV -ready parking lots to gain LEED
certification points. The fleet manager in Davis makes every effort to replace fleet vehicles
with alternative fuel vehicles as funding allows. Davis is in the PG&E electrical service
territory, and reports that all residential meters have recently been replaced with smart
"time of use" meters. Davis applied for a California Energy Commission grant in 2009 to
test "Vehicle to Grid" technology but was not selected. Officials in Davis are very
supportive of cleaner, alternative fuel transportation, but have a higher priority for travel by
non -auto modes, such as bicycling, walking or taking transit.
Honolulu, Hawaii
Population: 1,3 00,000
Contacts: Margaret Larson, Hawaii Department of Economic Development and Tourism; Robert
Primiano, Chief, Honolulu Department of Facility Maintenance; Kathy Sokugawa, Chief
Planner, Honolulu Planning and Permitting; Allyn Lee, Honolulu Design and Construction
(Electrical Division)
Summary: Honolulu has a free parking program for electric vehicles on city streets and public garages.
Electric vehicles are identified by a special license plate. Honolulu has processed permits
for private charging station installations on a case-by-case review, and used existing
electrical permit procedures. Honolulu is working to comply with State legislation that
requires public or private parking lots with greater than 100 spaces to have a minimum of
1% of the spaces equipped with charging stations by December 31, 2011. The percentage
grows by 1% with each increase of 5,000 registered EVs in the State up to 10%. There is no
State funding for this requirement at the current time; however, grant applications are in
place through the Federal Stimulus Energy Efficient Block Grant program. There are also
no specific directions from the State on voltage requirements, placement, construction
standards, or other design considerations. Honolulu has not converted any vehicles to plug-
in and has no electric vehicles, but does have a policy to buy alternative fuel vehicles.
There are no requirements for new developments to install EV infrastructure at this time.
City officials are not planning to install on -street charging stations. Honolulu and its
electrical provider, Hawaiian Electric Company are jointly working on renewable energy
projects utilizing solar photovoltaics and wind power.
New York, New York
Population: 8,800,000
Contacts: Howard Slatkin, Deputy Director of Strategic Planning Office of Sustainability, Mayor's
Office.
Summary: New York City has not responded to phone or email requests to participate in the phone
interview. LightMoves will continue to make contact with New York to determine what
efforts are underway or planned on electric vehicle and related infrastructure policies and
projects. Any information gained will be considered for inclusion in subsequent reports.
Memorandum: Local Government EVI Phone Interviews
March 22, 2010
Page 3 of 10
Palo Alto, California
Population: 66,000
Contacts: Karl Van Orsdol, Ph.D., Sustainability Team Leader, Energy Risk Manager; Julie
Caporgno, Chief Planning and Transportation Official; Keith La Haie, Fleet Manager
Summary: Palo Alto, home of Stanford University and many leading high-tech companies such as
Better Place, Hewlett-Packard, Tesla and others, is participating in the San Francisco Bay
Area EV Corridor Project funded by a $1.9M California Energy Commission grant
authorized by Assembly Bill 118. Palo Alto is one of 15 cities, along with 7 counties and 4
transit and special districts, to participate in this project. Palo Alto anticipates installing 6
charging stations (12 vehicles) with grant proceeds. Tesla Motors is also installing 30 level
2 (240V) near its headquarters in a public lot available to employees, visitors, other tenants,
and the general public. Palo Alto owns and operates the municipal electric and gas
services. Because of this, Palo Alto's fleet is almost entirely CNG. There are some older
style charging stations that the City installed for its RAV 4 electric vehicles in the early
1990s that are still being made available for the private owners of these vehicles. The City
does not charge for the electricity for the infrequent use of these machines. There are no
developer requirements for EVI; and if an existing property owner files a permit for an EV
installation, the City will treat the application like any other electrical permit.
Phoenix, Arizona
Population:
Contacts:
Summary:
1,700,000
Mo Glancy, Deputy Director of Development Services
Phoenix is in partnership with a local car -share company that has provided 200 Smart Cars
in the region. The City provides free parking for all Smart Cars, and in return is provided
Smart Cars for fleet use. Officials indicate their goal is to advance this concept to electric
vehicle car -share programs. Permits have been issued for private installations of EV
equipment, and they have followed standard electric permit application, fee and inspection
processes. Phoenix is not currently operating under any state mandates to install EVI. It is
though, one of the five regions funded by the Federal Stimulus eTec grant, and stakeholder
meetings with all regional partners are just now getting under way. It is anticipated that the
eTec project will install more than 2,000 private and public charging stations in the Phoenix
and Tucson metro areas. Development of deployment guidelines similar to those in the
greater Seattle area is now underway. Phoenix is working with its two electrical service
providers, Arizona Public Service and the Salt River Project on permitting procedures. At
the current time, the City has no streamlined permitting for EV charging infrastructure.
The City has no parking incentives for Electric Vehicles on City streets or parking
facilities, but they are allowed access on the State HOV lanes.
Portland, Oregon
Population: 590,000
Contacts: James Mast, Portland Development Commission; Michelle Crim, Bureau of Planning and
Sustainability; Rick Durst, Portland General Electric; George Beard, Portland State
University
Summary: Portland participates in the Oregon State Alternative Fuel Production and Infrastructure
Tax Credit Program, but must pass through its project eligibility to a pass-through partner
in exchange for a lump -sum cash payment. It is setting goals for the conversion of its fleet
vehicles to alternative fuel as part of its approved 2009 Climate Action Plan. In the City,
there are approximately 30 EV charging stations in use, evenly mixed on public and private
property. Currently the City is not charging for use of power stations in public garages.
There are no on -street installations. City officials are working with Portland General
Electric (PGE), Portland State University, and the State of Oregon, and other key
stakeholders, as a test market of the federally funded eTec project that will provide funding
for EVs and EVI. The City has no ordinances or developer regulations requiring the
Memorandum: Local Govemment EVI Phone Interviews
March 22, 2010
Page 4 of 10
installation of EV infrastructure or dedicated parking spaces at this time but is working on a
streamlined permit inspection process with PGE. It plans to finalize permitting procedures
as the eTec project progresses. Portland has no parking incentives for plug-in vehicles or
hybrids, as it has policies to encourage alternative transportation to its downtown.
Sacramento, California
Population:
Contacts:
Summary:
490,000
Bill Boyce, Sacramento Municipal Utilities District
Sacramento is complying with state legislation to convert its fleets to alternative fuel
vehicles. They support all clean fuels, except Compressed Natural Gas. The City owns
and operates its own electrical utility district (SMUD), and it is actively converting hybrid
electric cars to plug -ins and seeks to enter the EV market. There are 75-80 240V fast
chargers throughout the City, mostly grouped in small clusters. The City is participating
with other cities, the county, the state, and colleges to undertake a more extensive
installation of electric charging stations throughout the entire county. Sacramento provides
free parking and free charging for electric vehicles in downtown public parking garages and
surface lots. Sacramento has no current mandates for EVI as part of new development, but
it did have a resolution adopted in 1994 that encouraged builders to install EVI. The intent
was for the provision of electric circuits and panel capacity for a 240V-40amp line to the
garage for all new residential construction. This resolution has not been widely utilized
though, due to a lack of EVs.
San Diego, California
Population: 1,250,000
Contacts: Kelly Broughton, Director of Planning & Community Investments; David Jarrell, Deputy
Chief of Public Works
Summary: San Diego is one of the 5 metropolitan regions that will be participating in the $99.8M eTec
2010 Federal Stimulus Grant for electric vehicles and charging infrastructure. San Diego
has a very strong working relationship with Sempra/San Diego Gas and Electric and has
been working jointly on solar initiatives. It is anticipated this working relationship will
soon include electric charging system equipment. The Director of Planning and
Community Investments indicated that San Diego could benefit greatly from some work in
the area of standardization of EVI installations including where to locate it and how to use
it. San Diego does not have any requirements for EVI for private developments, but has
adopted a sustainable building policy (900-14) calling for highly efficient energy systems,
and conservation of materials, water, and other resources. Council Policy 600-27 calls for
the expedition of permitting for all residential, commercial, and industrial buildings built to
sustainability standards. Affordable housing buildings meeting sustainability requirements
are given high priority for staffing resources in an effort to expedite permits.
San Francisco, California
Population: 810,000
Contacts: Bob Hayden, Clean Transportation Advisor; Dept. of Environment; Bond Yee, Director of
Parking and Traffic
Summary: San Francisco has been very aggressive in the application of EV test sites and forming
public-private partnerships for advancing the EV industry. It is actively involved in the
Bay Area EV Corridor grant with several other cities and will install over 60 charging
outlets if the region -wide $1.9M Energy Commission grant is approved. San Francisco has
recently announced plans to adopt regulations requiring developers to equip new housing
with EV conduits and circuitry. San Francisco has a Sustainable Financing Program where
property owners who invest over $5,000 in energy efficiency projects to their home receive
up -front funding from the City, and the loan is repaid at a low interest rate over 20 years on
the property tax bill. Electric vehicle charging stations and retrofit costs qualify under this
Memorandum: Local Govemment EVI Phone Interviews
March 22, 2010
Page 5 of 10
program. San Francisco has public charging stations on -street and in its public garages.
Charging is free in both cases, but the driver must pay parking fees. It has an Executive
Order to convert 90% of its fleet to alternative fuel vehicles. San Francisco is considering
requiring any company installing a charging station on public property to have two-way
communications, be interoperable with other companies' equipment, and be open access for
all users, even if they are not subscribed to the company's charge plan. PG&E is the
electrical service provider for all private properties, and it is currently testing a streamlined
permit process with San Francisco and applicants with charging station installations. SF
Public Utilities (municipally owned) provides electrical power to all city/county facilities,
and since 100% of this power is produced from hydro -electric facilities, it qualifies as
renewable energy. This is consistent with the City's goal to power all City -owned facilities
with clean, renewable energy, including charging stations. San Francisco has no
construction standards or specifications for installation of public charging stations.
San Jose, California
Population: 1,100,000
Contacts: Randy Turner, Deputy Director, General Services Dept; Laura Stuchinsky, Sustainability
Officer, Dept. of Transportation
Summary: The City of San Jose has been a leader in testing charging station infrastructure in the San
Francisco Bay Area. It has installations on -street and in public parking structures. It has
partnered with a local elementary school to place a charging station on -street in front of the
campus. It is currently awaiting approval of a grant for the Bay Area EV Corridor Project
along with several other Bay Area cities and counties provided by the California Energy
Commission for the installation of 41 more charging stations. There are approximately 40
hybrids in the City's fleet, and one has been converted to a plug-in vehicle in the parking
enforcement division. It has developed construction documents for two city -initiated
capital projects to install charging infrastructure in the sidewalk area and on streetlight
poles. There is a regular coordination meeting with the electrical service provider, Pacific
Gas & Electric, to start work on such issues as permitting, billing, and construction
requirements. San Jose does not have a streamlined permitting process for EV chargers but
is planning to make this an on-line, quick process. San Jose has a Clean Vehicle Parking
Incentive program for new hybrid vehicles purchased in San Jose and for electric vehicles
purchased anywhere, but registered to a San Jose resident. The parking incentive is for
free, unlimited parking at meters and in City -owned parking facilities downtown and in
regional parks. San Jose is currently studying a range of transportation incentives to spur
low- and moderate -income housing projects, including reducing parking ratios and
requiring EV -ready spaces. It also has regulated the taxi industry permitting process by
providing additional days of San Jose International Airport service for taxi drivers and
companies that own and operate hybrid or compressed natural gas vehicles.
Sonoma County, California
Population:
Contacts:
Summary:
470,000
Jose Obregon, Director of General Services
Sonoma County has formed an Energy and Sustainability Division in its General Services
Department. It is aggressively pursuing actions contained in the County's Climate Action
Plan. It has a grant application with the California Energy Commission to undertake an
extensive EV infrastructure program in parallel with the Bay Area EV Corridor Project.
The County also has established a financing program through California AB 811 to finance
energy efficiency improvements on private property. All loans are paid back through
property tax assessments over 20 years, and the improvements have to be permanently
affixed to the property or structure. EV charging stations are being added as qualifying
elements of work. It has loaned approximately $12M to property owners to date and has
over $20M remaining to be loaned. Sonoma County has hybrid vehicles in its fleet and has
Memorandum: Local Govemment EVI Phone Interviews
March 22, 2010
Page 6of10
begun converting them to plug-in hybrids. The agency's ultimate goal is to have 100%
alternative fuel vehicles. They are using Energy Efficiency Block Grants from the Federal
Stimulus Program to install charging stations on streets and in public garages. At this time
the County does not charge the user for power. There are no ordinances or regulations
requiring EVI in new developments, but the County has adopted a Green Building Policy
and is exploring adding implementation regulations for that policy. The County has been
very innovative, and they have established a County -wide Climate Protection Authority
which will be used to monitor climate action plan progress.
Vacaville, California
Population: 98,000
Contacts: Brian McClain, Fleet Manager
Summary: Vacaville, located between San Francisco and Sacramento, is not actively installing EVI
although it has long been very progressive in providing facilities for EV use by employees
as well as the general public. There are currently 5 charging stations at City Hall that are
used by the general public. The power consumed by charging is offset by solar
photovoltaic panels on the roof of City Hall. In addition, the City is building a 6 -acre
transportation/transit center and is again installing enough solar to power the site as well as
future charging stations that are being planned in the project. Vacaville also has an
innovative program where City funds are used to provide credits up to $6,000 for any
resident who buys a new zero emission vehicle or compressed natural gas (CNG) vehicle
locally. At the present time Vacaville is not expanding its fleet or replacing vehicles, but it
just completed a vehicle needs study and has decided that it will use CNG as primary fuel.
The local utility company is PG&E. There are no plans to share CNG filling stations or EV
charging stations at the current time.
Vancouver, BC
Population: 560,000
Contacts: Brian Beck, Low Carbon Vehicle Strategies Project Manager
Summary: Vancouver has worked with BC Hydro and many stakeholders to develop EVI deployment
guidelines. The guidelines were developed in 2009 and have served as a model for most of
the cities in the United States that are considering installing charging stations. Vancouver
has a vision of being an all -electric vehicle City. It has passed regulations that will go into
effect in April of 2011 that will require all new single-family homes to ready the garage or
carport areas with a conduit and properly sized electric panel. In addition, conduits are
required to the attic area to accommodate future solar panels. New multi -family dwellings
will be required to have 20% of the parking spaces equipped with plug receptacles for
charging and a panel sized to accommodate charging stations in all of the spaces. All
bicycle storage rooms will be required to have plug receptacles for electric scooters.
Motorists driving hybrids can park for free in City lots, but this incentive will be
discontinued for a free charge (120v) and park program later in 2010. Vancouver also has a
goal of converting all of its fleet to alternative fuel vehicles including hybrid, plug-in
hybrid, electric, CNG and bio -diesel.
Memorandum: Local Government EVI Phone Interviews
March 22, 2010
Page 7of10
CONCLUSION
As evidenced through the phone interviews and web research, the rollout of EVI and enabling regulations
at the local government level is at a very early stage of development. While most interviewed agencies
have installed some public use EV chargers, only Vancouver, British Columbia has developed processes,
procedures, ordinances, or regulations for widespread use in siting, permitting, and installing EVI. Still,
the intent of these interviews was to reveal best practices, take any lessons learned, and apply them to this
effort.
As noted above, Vancouver passed regulations in 2009 requiring developers of new residential
construction to provide conduits and electrical panel capacity for EV infrastructure in single-family
homes and a percentage of spaces in multi -family dwellings. Vancouver's regulations take effect in April
2011. While Sacramento did adopt a resolution in 1994 to encourage electrical circuits and panel boxes in
new homes for plug-in vehicles, the resolution has not been widely utilized due to a lack of EVs. Many
agencies provide some form of parking incentives, either reduced or free parking in facilities they own or
operate. States such as Hawaii and Arizona have adopted legislation allowing EVs full use of HOV lanes
without meeting minimum occupancy requirements.
Most local governments are waiting for advancements in the electric automobile industry and statewide or
regional direction through the passage of broader legislation, adoption of state codes, issuance of grants,
and institution of workforce training programs before aggressively pursuing regulations on EVI. For
those occasions where a permit is being issued for a private charging station installation, agencies are
using existing electrical and civil engineering standards but have not developed permitting standards
explicitly for EVI. Permit fee incentives for EV permits are not in place yet for the cities interviewed,
and the permitting process lacks procedures in all agencies. San Francisco, though, is just beginning to
actively test a streamlined, reduced -fee program with PG&E and property owners. Several agencies are
providing low-cost loans for installation of energy efficiency improvements on private property and are
including EVI as qualifying elements. Most agencies have set goals to phase out gasoline- and diesel -
powered vehicles in their fleets and switch to some form of alternative fuel vehicles, such as hybrids,
plug-in hybrids, all electric, compressed natural gas, or bio -diesel.
RECOMMENDATION
Recommendations that stem from best practices learned from other agencies and Washington's unique
position that pertains to the siting and installing of EVI by local governments are outlined below. With
the passage of 2SHB 1481, the advantages of using electricity that is primarily supplied from hydro-
electric power (a renewable energy source), the selection of the Pacific Northwest as a region for federal
investments in infrastructure and electric vehicles, and the planned roll-out of electric vehicles and plug-
in hybrid electric vehicles by major automobile makers, Washington is in a very advantageous position
compared to other states. At the same time, it will take years before plug-in vehicles represent any
significant share of the market place. Internal combustion engines will be the predominant form of
powering vehicles for some time ahead. Thus, Washington officials should consider model development
regulations and guidance that provide a range of regulations. The following list of recommendations is
meant to aid in the discussion and be considered more fully in the development of the model regulations
and guidance. With 2SHB 1481 in mind, these recommendations will be identified in the model
regulations and guidance as either "Required," "Basic," or "Enhanced." If a local government adopts the
"Required" model regulations, they can demonstrate consistency with 2SHB 1481. The "Basic" option
includes both the "Required" model regulations and supporting model regulations that assist jurisdictions
to efficiently allow EVI. The "Enhanced" option goes beyond allowing EVI to actively encouraging and
requiring EVI.
Siting
Memorandum: Local Government EVI Phone Interviews
March 22, 2010
Page 8of10
1. Establish zoning regulations, vehicle and traffic regulations, public works standards, and
guidance documents for EVI installations for use in private developments.
2. Develop standard construction documents for the installation of EVI in the public right-of-way,
public parking facilities and government fleet parking facilities.
3. Form county -wide or region -wide working groups whose focus is on all aspects of siting and
installing EVI in an effective and efficient manner.
4. Work with state and utility regulators to ensure that all publicly located charging stations are
available for general public use.
5. Initiate a comprehensive mapping and information system identifying the location, hours of
operation, and status of charging facilities. Work with state or other parties to provide EV
charging locations into a statewide clearing house of information that is readily accessible to EV
users.
6. Coordinate to the extent possible, the inclusion of EVI in any public infrastructure project that
has been identified as a priority public charging station site. Utilize a set of standard
construction plans and specifications to the extent possible to streamline installations and control
installation costs.
7. Post public charging station locations on agency websites and utilize other forms of print and
electronic media to inform the general public about the locations of charging stations.
Permitting
1. Work collectively on a region -wide basis to develop streamlined permitting policies and
processes for EVI installation.
2. Guidelines should be developed and posted on-line and available in brochure form for
homeowners and contractors explaining the permit process, and responsible departments and
agencies administering them.
3. Make every reasonable effort to keep permitting costs down. Consider use of a flat fee or no fee
for a period of time.
4. Establish rules and procedures to expedite the permit process, and reduce the number of
government agency visits by the permit holder and site visits by the government agency, through
innovative application and inspection programs.
5. Provide higher priority for projects involving improved energy efficiency, including EVI, or
meeting certain sustainability criteria (e.g., LEED certification).
Developer Regulations
1. Require new residential construction to have basic premises wiring and panel capacity for EV
charging units. In establishing these regulations, consider prioritizing and timing them based
upon different zoning districts, adequacy of the electrical grid, type, and extent of project (such
as new construction or minor modification) and the market penetration of electric vehicles and
plug-in hybrid electric vehicles.
2. Determine ratio of parking spaces to be EV -ready in multi -family dwellings and other uses, such
as retail, hotel, or office space, based on similar factors of #1 directly above.
Incentives
1. Encourage workplace charging infrastructure installations for employees and public use.
2. Provide parking incentives whenever possible for both PHEVs and EVs in public parking
facilities and on -street.
3. Work with the development and business communities to develop a variety of temporary or
permanent incentives for installing EVI voluntarily, such as modifications to parking supply,
building height, or lot coverage.
4. Work with private fleet operators, for example large companies, the taxi industry or transit
agencies to determine what levels of incentives would be desirable to help market penetration of
plug-in vehicles and associated EVI.
Memorandum: Local Government EVI Phone Interviews
March 22, 2010
Page 9of10
ATTACHMENTS
ATTACHMENT A: Interview Questions
ATTACHMENT B: Comparison of Agency Interview Responses
ATTACHMENT C: Agency Policies and Code Sections
Memorandum: Local Govemment EVI Phone Interviews
March 22, 2010
Page 10of10
ATTACHMENT A
INTERVIEW QUESTIONS
Introductory Statement: Plug In America and LightMoves are collecting information on behalf of the
Washington State Department of Commerce and the Puget Sound Regional Council pertaining to Electric
Vehicle Infrastructure (EVI) in use or planned for in cities across North America. This information will
aid PSRC and Commerce to develop model ordinances, model development regulations and guidance
documents for planned EVI that can be adopted by cities and counties throughout Washington.
This interview will focus on efforts underway by your agency, region or state involving the development
of regulations, such as ordinances, codes, guidance documents, construction or developer requirements
for siting and installing battery charging stations or battery exchange stations and related EV equipment.
We will be asking some questions about your own government operations as well as public facilities
in this interview. The interview contains 14 questions and should not take over 30 minutes. Do you
have any questions before we start?
INTERVIEW
State or Regional Legislation and Planning Efforts involvingEVI
Question 1: Are you aware of any legislative actions taken by your State to aid or encourage the
transition to electric vehicle use, and to assist in broad consumer acceptance and usage of vehicles
powered by electricity? This could include establishment of grants or loans for EV infrastructure. Have
you implemented the legislation?
Question 2: Is your agency working with other local agencies as part of a metropolitan planning
organization (MPO) or state to establish regional goals or priorities concerning EVI? This might involve
short-term or long-term planning efforts, policy or goal setting, parking or electrical requirements in new
construction or other EV related issues. Or it might involve construction, signage or accessibility issues.
Actions by Your Own Government
(Questions to be tailored based on what we already know about them or their work from Task 1A-1)
Ouestion 3: Has your City (County) adopted any ordinances, regulations or guidelines requiring charging
stations or other EVI in: (this could include parking ratios)
a) publicly available off-street parking facilities
b) government fleet parking or maintenance facilities
c) new or replaced sidewalk areas where curbside parking is allowed
d) new commercial or residential developments
e) other — ADA, signage, aesthetics, enforcement, etc.
(How can we obtain copies of such ordinances and regulations?)
Ouestion 4: Has your City (County) set any targets or goals for conversion of its fleet vehicles to
alternative fuel vehicles, such as electric, bio -fuel, hydrogen or other?
(How can we obtain more information on the current fleet and conversion goals?)
Attachment A: Interview Questions
March 22, 2010
Page 1 of 2
Question 5: For any charging stations installed in parking facilities (public or private), do you know who
is paying for the electricity used for charging electric vehicles?
Question 6: Has your jurisdiction or agency established any regulations or guidelines on the storage,
handling or recycling of electric vehicle batteries for:
a) fleet operations
b) commercial businesses that service vehicles
Question 7: Regarding your own agency's experience with EVI, are there any lessons learned or best
practices for us to consider?
Local Utility Company
Question 8: What utility company service area is your agency in?
Question 9: Has your agency entered into any formal or informal arrangements with the utility company
to address such issues as:
a) billing and metering for electrical consumption for charging electric vehicles
b) peak loading concerns
c) renewable energy sources or requirements
Question 10: Do you know if your local utility company uses electric vehicles in its fleet operations?
Question 11: Regarding coordination with utility agencies, are there any lessons learned or best practices
you can share?
Construction Standards for EVI
Question 12: Has your agency adopted any standard plans, details or specifications for installation of EV
infrastructure in buildings and parking facilities? Examples are:
a) adopting state standards
b) special signage and marking provisions
c) interior ventilation requirements
d) standards such as size, location or ratio EV parking spaces
(How can we obtain copies of the above standards?)
Incentives for EVI
Question 13: Has your agency, region or state implemented any incentives to consumers, developers or
others to purchase electric vehicles or install EV infrastructure?
(This could include rebates, foregoing taxes or fees, bonus heights, floor area ratios, or other transferable
development rights.)
Question 14: We are also going to be conducting interviews with businesses, utilities, and other
stakeholders that are working on EV infrastructure. Are there specific companies or other key
stakeholders in your region or state that you think we should speak with?
That concludes our interview. Thank you. Do you have any questions of us?
Attachment A: Interview Questions
March 22, 2010
Page 2 of 2
ATTACHMENT B
COMPARISON OF AGENCY RESPONSES
s
�v
Austin, Tx
790.000
Gordon Derr, Assist Du. of Public
Works; Austen Librach, Dir. of
Emerging Transportation Technologies
Capitol Area Metropolitan
Transportation Commission
(CAMPO); Cental Texas
Clean Cities Program
Flat Conversion
to PHEV
Austin Energy
Municipal Power leads
EV efforts
None
Free Paring at
Meters; Vehicle
Purchase Rebate
Program
EV 3 -Year Implemention
Timeline; Central Texas
Clean Cities implementing
incentive programs
Central Texas Chao
Cities administers
Austin's "Drive Clean -
Park Fra' program
(No provision in City
Code)
Boise, Id.
220,000
Karen Gallagher, Traopsonation
Planner, Beth Baird Eovironmetal
Specialsist
None
Utilizes hybrids in
flat but no PHEVs
Idaho Power (Cash
incentive for energy
efficiencies)
None
Gran Vehicle
Parking Irceot
Program
Grum Vehicle (EV only)
permit requires 010 annual
payment
Chapter 10, Section 17
of Boise City Code
Davis, Ca.
98.000
Mitch Sears, Packs & Genial Svcs.
None
None
None
None
Fra charging for
RAV 4 EV
owners
PG&E has installed smart
time -of -use meters
Municipal Code
Section 22.16.070
(Notice of EV Parking
Space)
Honolulu. Hi.
1,300,000
Margaret Larson, State OBEDT
Robert Pimiano, Facil Maim/Fleet
Kathy Sokugawa, Dept. Plan/Penoit
Allyn Lee, Dept Des. & Const. Elec.
No Dev. Regs requiring E VI
No flat conversions
New Vehs. Alt Fuel
None
None
Free Paring for
EVs; Evs allowed
in fmeway HOV
lanes
State passed legislation
requiring any lot over 100
spaces to contain l% or>
charging stations by Dec
31; first year warnings,
second year traffic fine to
0100
SB -297 Green
Vehicles Definition,
identified with EV state
license plate; SB 1202
EV charging units and
alternative furl Beets
for govemmem
agencies
New York NY
8,800,000
Howard Slatkin, Mayor's Office
No Response to calls/emails
No Response to
calls/emails
No Response to
calls/emails
No Response to
calls/emails
No Response to
caR4emaik
No Response to
calls/emails; reviewing
web -site, reports:
considering special "gran
apple" plate
No Response to
calls/emails
Palo Alto, Ca
66,000
Karl Van Orsdol, PhD.; Julie
Caporgno. Chief Planning and
Transpontion ficial
Bay Area EV Corridor
working group/AB t l8
Installing 12 chargers
at City Hall
None
None
Fra charging for
RAV 4 EV
owners
Building Official plans to
streamline permit process
(2010)
None
Attacmen B: Comparison of Agency Response
March 22, 2010
1 of3
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.
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, .c1 •
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•x. -.stn. - •y-►p.:�a:-,
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s s
r na»aw;
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7_rnr,w-
r"'a"
Phoenix, Az
1.700,000
Mo Glancy, Dep. Dir. Devi Svcs.
Federal Stimulus eTec gent
deploymem site
Developing EVI
deployment
guidelines, and
permitting
procedures
City partnership with
Arizona Public Service
and Salt River Project
None
None
City provides free paAring
for car share company
(Smart Cars) in exchange
far use of can
None
Portland, Or.
590,000
James Mast, Portland Dev Comm
Michele Cnm, Port Bur Plan. Svcs
Rick Dust, Portland Geel Elec
George Beard, Penland St Univ
Janette Silick, Port. Bur Dev. Svcs
Federal Stimulus eTec grant
deployment site
Developing EVI
deployment
guidelines
PGE Utilizes EVs in
Bat
None
Free charging in
public lots
Approimately 30 EV
charging stations in use
(public and private); state
electric code meets NEC
plug standards
Researching
Sacramento, Ca
490,000
Bill Boyce, Sacramento Municipal
Utihtres Dnstnct (SMUD)
California Energy
Commssnon gam apphc non
with local agencies for EV
Chargers
On-going conversion
program from Hybnd
to PHEV
SMUD leads EV efforts
for City
None
Free Panting and
Charging for EVs
in downtwon
garages and lots
Appmxivmtely 75 EV 240
V far chargers m use
throughout the City
Resolution 94-189
supponmg EV
Readiness;
San Diego, Ca
1,250,000
Kelly Broughton, Director of Planning
& Community Investment
Federal Stimrlus eTec gam
deployment site
Developing EVI
deployment
guidelines
San Diego Gas and
Electric is working with
Condominium owners
rte: charger installations
None
Prioritization of
building peruses
for sustainable
buildings
Further research with fleet
manager
Council Policy 600-27
(Sustainability Stds.;
Council Policy 900-14
Sustainable Building
Policy
San Francisco, Ca
810,000
Bob Hayden, Clan Transportation
Advisor, Dept of Enviromnem
Bay Area EV Corridor
working group/AB I l8
Has plans to install
60* new chargers
PG&E working with
SF. officials on EV1
permit streamlining
None
Free paddng and
charging for EVs
in City garages
Announced plans to
rtquue conduits/circuits in
a0 new Musing
Researching
San Jose, Ca
1,100,000
Randy Turner, Dep. Die. Gerd. Svcs
Laura Stuchimky, DOT Suet Officer
Bay Area EV Corridor
working group/AB 118
Fleet Conversion to
PHEV, EV
installations, 40+
new chargers
anticipated
PG&E utilizes Plug-
an, Bay Area Comdor
EV Wodmig Group
member
Yes, construction
details on two
public projects
Free Parting
Incentives for
hybrids and EVs,
and extra service
days for
hybrid/CNG taxis
Testing installation of
chargers on poles and
sidewalk area; taxi
drivers/owners that use
hybrid or CNG receive
extra Airport coverage
Resolution Amending
Parking Program
474210
Sonoma County, Ca.
470,000
Jose Obregon, Director of General
Svcs.
Utilizing AB 118 funds for
charging stations, and AB
811 for energy efficiency
project loans to residents
Plans to convert light
duty vehciles to
PHEV and EV
None
None
Free charging for
EV users
Formed Sonoma County
Climate Protection
Authority
Adopted Green
Building Policy,
exploring adding EV as
a condition
Atmcmem B: Caparison of Agency Responses
Mach 22, 2010
2 of
Vacaville, Ca.
• 98,000
Brian McClain, Fleet Manager
Powering Charging
Stations with solar
Partnering an solar
photovoltaic
None
EV Purchase
rebate program
Maximizing solar energy
and reviewing low watt
dynamic roadway lighting
EV Purchase Incentive
Program worth up to
96,000
Vancouver, BC
560,000
Brian Beck, Low Carbon Vehicle
Strategies Project Manager, Jo Yee
Yung Fong. Sustainable
Transportation Program Manager
Researching
Requires EVI in
residential dev.,
electrical service to
bicycle rooms, 20%
parking ratio EV
ready in multi-
family; alternative
inspection process
Collaboration with BC
Hydro, Issued joint EV
deployment guidelines
Researching
Discontinuing
free parking for
hybrids in City
owned lots,
replacing with
free charging for
plug -ins (120V
first)
Green Homes program
includes EV readiness and
Solar readiness (effective
April 20, 2011); Strong
public education and
outreach
By-law 9419 for EV
requirements, July,
2009; By-law 5563
regarding electrical
contractor's declaration
to streamline permit
process (Oct. 2009)
Armament B: Comparison of Agency Responses
March 22, 2010
3 of 3
ATTACHMENT C
AGENCY POLICIES AND CODE SECTIONS
Austin, Texas
Parking Incentive Program. The City of Austin's "Drive Clean --Park Free" program gives city -
registered owners of hybrid vehicles that receive an EPA air pollution score of 8 or better a $100 pre -paid
parking card to park in any of the city's 3,700 parking meters. Owners must submit an application to the
city and receive a bumper sticker showing their participation in the program. Eligible vehicles must be
purchased at certified dealerships within the Austin City Limits. (Effective April, 2008)
Electric Vehicle Rebate Program.
• Applicant must be an Austin Energy electric customer and intends to live in the Austin Energy
service area for a minimum of five (5) years.
• Five (5) qualifying electric vehicles, of any combination, per applicant are eligible.
• All -electric vehicle must be new and purchased from the approved dealership list.
• Applicant may receive the following incentives: $500 for all -electric cars, $250 for all -electric
scooters, $150 for all -electric motorcycles and select scooters, and $100 for all -electric bicycles.
• Funding is limited and offered on a first-come, first -serve basis.
• Final incentive level determined after Austin Energy verifies the electric vehicle is a qualifying model
and sold by an approved dealership.
• Current incentive valid for the life of program (April 1, 2008 to March 31, 2010) or until program
funds are expended, whichever occurs first.
• Incentive application must be submitted within sixty (60) days of vehicle purchase.
• Approved participants will receive the incentive check six (6) to eight (8) weeks from the date the
application is approved.
Austin Energy reserves the right to perform a one-time spot inspection to verify the purchase is a
qualifying electric vehicle. Central Texas Clean Cities administers the parking incentive and rebate
programs on behalf of region. (Effective April, 2008)
Boise, Idaho
City Code, ch. 10, § 1017-13. Green Vehicle Permits.
Green Vehicle Permits for Electric Vehicles and Zero Emission Vehicles may be obtained from Boise
City Parking Services. Boise City Parking Services shall issue to all licensed vehicles that qualify as an
Electric Vehicle or Zero Emission Vehicle, as defined in Boise City Code 10-17-02, a permit which shall
be affixed to the vehicle's front windshield. A fee of ten dollars ($10) shall be charged for the permit.
The permit issued shall be assigned only to the initial vehicle for which the permit is obtained and may
not be transferred. Only those vehicles which have a validly displayed permit may park in the metered
spaces without charge. (Effective October, 2008)
Attachment C: Agency Policies & Code Sections
March 22, 2010
Page 1 of 5
Davis, California
City Code, ch. 22.16.070. Notice of Electric Vehicle Parking Space.
Upon adoption by the city council of this article, the city engineer shall cause appropriate signs and
marking to be placed in and around electric vehicle parking spaces, indicating prominently thereon the
parking regulations. The signs shall state that the parking space is reserved for electric vehicles, that an
electric vehicle may only park in the space for four hours, and that violators are subject to a fine and
removal of their vehicle. (Effective date, researching)
State of Hawaii
Hawaii State Legislation, Act 290, § 3. (Adopted June 21, 1997, Effective July 01, 1997)
The department of transportation shall:
(1) Establish and adopt rules pursuant to chapter 91, Hawaii Revised Statutes, for the registration of an
electric vehicle in this State; and
(2) Establish and issue a special license plate to designate that the vehicle to which the license plate is
affixed is an electric vehicle.
Hawaii State Legislation, Act 290, § 4. (Adopted June 21, 1997, Effective July 01, 1997)
(1) An electric vehicle on which a license plate described in section 3 is affixed shall be exempt from
the payment of parking fees, including those collected through parking meters, charged by any
governmental authority, other than a branch of the federal government when operated in this State; and
(2) High occupancy vehicle restrictions or other traffic control measures.
Hawaii State Statutes, Part IV, Section 291-71. (Adopted 2009, Effective upon adoption)
All public, private and government parking facilities that are available for use by the general public and
have at least one hundred parking spaces shall designate one per cent of the parking spaces exclusively
for electric vehicles by December 31, 2011, provided that at least one of the parking spaces designated for
electric vehicles is located near the building entrance and is equipped with an electric vehicle charging
unit. Spaces shall be designated, clearly marked, and the exclusive designation enforced. Owners of
multiple parking lots within the State may designate and electrify few parking spaces than required in one
or more of their owned properties as long as the scheduled requirement is met for the total number of
aggregate spaces on all of their owned properties. The electric vehicle charging units shall meet
recognized standards, including SAE J1772 of the Society of Automotive Engineers.
When the number registered electric vehicles in the State reaches five thousand, the spaces designated for
electric vehicles shall increase to two per cent of parking spaces. The number of spaces designated for
electric vehicles shall continue to increase by one per cent for each additional five thousand electric
vehicles registered in the State until the percentage reaches ten per cent of parking spaces.
For the purposes of this section, "electric vehicle" means an electric vehicle or neighborhood electric
vehicle with an electric vehicle license plate.
Section 291-72 (Adopted 2009, Effective January 1, 2012)
a) Beginning January 01, 2012, any person who parks a non -electric vehicle in a space designated
and marked as reserved for electric vehicles shall receive a warning.
b) Beginning July 01, 2013, any person who parks a non -electric vehicle in a space designated and
marked as reserved for electric vehicles shall be guilty of a traffic infraction under chapter 291 D
and shall be fined not less than $50 nor more than $100, and shall pay any costs incurred by the
court related to assessing the fine.
c) Any citation issued under this section may be mailed to the violator pursuant to section 291C -
165(b).
Attachment C: Agency Policies & Code Sections
March 22, 2010
Page 2 of 5
Sacramento, California
Resolution of the Sacramento City Council Supporting Electric Vehicle Readiness program
(Resolution 94189, April 12, 1994).
The city of Sacramento is committed to implementing the following electric vehicle readiness program by
1998: 1) Supporting the electric vehicle mandates of the California Air Resources Board; 2) Establishing
an annual percentage of electric vehicle purchases for the city fleet;
3) Providing electric vehicle charging outlets and preferential parking for city employees who drive
electric vehicles; 4) Educating and encouraging builders and planners to design and incorporate
infrastructure features conducive to electric vehicles.
San Diego, California
Council Policy No.: 600-27. Affordable/In-Fill Housing and Sustainable Buildings Expedite
Program (Effective date: May 20, 2003).
Section F: New residential, commercial, and industrial development projects which meet the "sustainable
buildings" definition under City Council Policy 900-14.
Council Policy No.: 900-14. Sustainable Building Policy (Effective date: May 20, 2003).
In addition to achieving LEED "Silver" Level Certification, Council Policy 900-14 encourages the
following sustainable building measures for all newly constructed facilities and major renovation projects
regardless of square footage:
Section 1: Design and construct mechanical and electrical systems to achieve the maximum energy
efficiency achievable with current technology. Energy efficiency measures shall be selected to achieve
energy efficiencies at least 22.51% better than California's Title 24.2001 standards for both new
construction and major renovation projects.
Private Sector Incentives:
It shall be the policy of the City Council to expedite the ministerial process for projects which meet the
following criteria: Residential projects that provide 50% of their projected total energy use utilizing
renewable energy resources, (e.g., photovoltaic, wind and fuel cells) receive highest priority.
San Francisco, California
Resolution No. 715-00 (Effective date: July 28, 2000).
Resolution encouraging California Governor Gray Davis to uphold the existing California Air Resources
Board zero emission vehicle mandate, which requires that at least four percent (4%) of the 2003 model
year passenger cars and light duty trucks offered for sale in California be zero emission vehicles.
San Jose, California
Resolution No. 74210 (Adopted, 2004, Amended on July 1, 2009).
WHEREAS, the City administers a Hybrid Vehicle Purchase Incentive Program that entitles hybrid
vehicles bought after January 1, 2003 from licensed auto dealerships within the City of San Jose to free
parking at on -street and off-street municipal parking
facilities.
WHEREAS, on June 19, 2007, the City Council amended the Master Parking Rate Schedule to combine
the City's existing Clean Air and Hybrid Vehicle Parking Validation Programs into one program entitled,
"Clean -Air Vehicle Program", which will modify the terms of the existing Clean -Air and Hybrid Vehicle
Parking Validation Programs so that they match the program requirements to meet those for the State of
California Carpool Lane sticker requirements for a Single Occupancy vehicle, with the exception of
Attachment C: Agency Policies & Code Sections
March 22, 2010
Page 3 of 5
including Neighborhood Electric Vehicles; provide that Clean -Air Vehicles must be purchased after
January 1, 2000 from a licensed auto dealership in the City of San Jose; limit participation of City parking
facilities to Third Street Garage, Fourth Street Garage, Market Street Garage, 2nd/san Carlos Garage,
2nd/st. James Lot, San Pedro/Bassett Lot, and -San Jose Regional Parks and parking meters throughout the
City of San Jose, and add an administrative fee of $30 for new and replacement permits to cover the
administrative costs of the program; extend the modified Clean -Air Vehicle Program through June 30,
2009 and authorize the Director of Transportation to extend the modified Clean -Air Vehicle Program
annually thereafter, as long as the parking supply and demand supports continuation of the program; and,
authorize the Director of Transportation to add or remove any parking facility from the modified Clean -
Air Vehicle Program as necessary; and
WHEREAS, on October 30, 2007, the City Council directed staff to amend the Master Parking Rate
Schedule to expand the Clean -Air Vehicle Program to include all Zero Emission Vehicles registered in
the City of San Jose and make Zero, Emissions Vehicles registered in the City of San Jose eligible to
participate in the Clean -Air Vehicle Program.
Sonoma County, California
Building Green Policy (Adopted 2003) Green Building for new home construction and remodeling, is
the use of construction practices and materials that protect people and the environment. Green buildings
are designed in an integrated manner to respond to the local climate and conditions, to use environmental
resources wisely, and to consider the long-term use of the building. Specifically, green buildings are
designed, built and operated to deliver improved performance over conventional building practices in the
following areas:
1. Conservation of energy and water
2. Use of materials in a resource efficient manner
3. Maintenance of good indoor air quality
4. Durability and ease of maintenance
5. Integration with the site and region
Vacaville, California
Electric Vehicle (EV) Incentive Program (Adopted 2004)
The city sponsors an EV lease buy -down program, which provides financial incentives to qualifying
participants.
The main focus of the buy -down program is to reduce the cost of EV leasing, which can be as high as
$600/month. To offset this cost, the city of Vacaville pursued and secured federal and regional air quality
grants that provided up to $6,000 in incentives to any qualifying participant who leased or purchased a
new freeway capable EV from an automobile manufacturer. As a result, participants were able to reduce
their lease payment to as low as $175/month.
Vancouver, British Columbia
Building By-law No. 9419, § 13.2.1 Electric Vehicle Charging (Adopted July 9, 2009, Effective April
20, 2011)
Section 13.2.1.1. Parking Stalls
Each one of 20% of the parking stalls that are for use by owners or occupiers of dwelling units in a multi-
family building that includes three or more dwelling units, or in the multi -family component of a mixed
use building that includes three or more dwelling units must include a receptacle to accommodate use by
electric vehicle charging equipment.
Attachment C: Agency Policies & Code Sections
March 22, 2010
Page4of5
Section 13.2.1.2. Electrical Room.
The electrical room in a multi -family building, or in the multi -family component of a mixed use building,
that in either case includes three or more dwelling units, must include sufficient space for the future
installation of electrical equipment necessary to provide a receptacle to accommodate use by electric
charging equipment for 100% of the parking stalls that are for use by owners or occupiers of the building
or of the residential component of the building."
Electrical By-law 5563, Section 6.9 (b). (Adopted October 07, 2009, Effective upon Adoption)
A permit holder, under section 6.12, has delivered to the City Electrician a duly completed declaration
from the field safety representative named on the permit declaring that the work performed under the
permit complies with the Safety standards Act and its regulations and with this By-law a person must not
cover up, cut, disturb, or alter such electrical equipment.
Attachment C: Agency Policies & Code Sections
March 22, 2010
Page 5 of 5
LightMoves
MEMORANDUM
TO: Ivan Miller, Puget Sound Regional Council
Gustavo Collantes, Washington State Department of Commerce
FROM: Jim Helmer, LightMoves
CC: Dan Davids, Plug In America
Anna Nelson, GordonDerr LLP
DATE: March 22, 2010
SUBJECT: Electric Vehicle Batteries and Equipment
INTRODUCTION
During the 2009 legislative session, the Washington State Legislature passed Second Substitute House
Bill 1481 (2SHB 1481), an Act relating to electric vehicles. Sections 2 and 18 of the Act require the
development of model ordinances, model development regulations, and guidance for local governments
for siting and installing electric vehicle infrastructure, in particular battery charging stations, and for
appropriate handling, recycling, and storage of electric vehicle batteries and equipment.
The purpose of this memorandum is to provide information regarding electric vehicle batteries and
equipment that can be used by local governments for development regulations and guidance for
appropriate handling, recycling, and storage of electric vehicle batteries and equipment. In addition, this
memorandum provides recommended guidance for the State and local governments for other battery -
related topics.
OVERVIEW
Batteries in electric vehicles differ in their role from batteries currently used with internal combustion
engine vehicles. Vehicles powered exclusively by internal combustion engines utilize a battery (normally
12V) to provide cranking power to start the engine as well as deliver low voltage to accessories such as
the lights and ignition. The internal combustion engine battery is recharged with the aid of an alternator
when the engine is running. The much more powerful battery in an electric vehicle (EV) or plug-in hybrid
electric vehicle (PHEV) serves as the source of power and propulsion for the vehicle. Batteries used in
EVs and PHEVs discharge during vehicle use and are primarily recharged by plugging into a 120V or
240V plug receptacle. Because an electric motor powered by a battery pack is about three times as
energy efficient as an internal combustion engine, an EV can travel much further than a conventional gas -
powered car on the energy equivalent of one gallon of gasoline.
Lithium -ion batteries are currently the accepted next -generation of energy storage for EVs and PHEVs.
They are lighter, more compact and more energy dense than nickel -metal hydride and other batteries
currently available. Lithium -ion batteries also provide the benefit of multiple reuse options and high
recyclability.
As noted above, this memorandum provides information for local governments and public utilities to
consider in the development of regulations and guidance for the handling, recycling and storage of EV
and PHEV batteries and system equipment. Most of the regulatory and safety provisions are set by
testing laboratories, state and federal government agencies; however, local governments and public
utilities can provide guidance and direction on key issues, such as reuse and recycling; energy demand
management; integration with the smart grid; and education and training.
ANALYSIS
Battery Design
Lithium -ion batteries generally consist of three parts, the anode, the cathode and the electrolyte.
However, due to the variety of construction methods available and anode and cathode materials currently
in use, power, range, and charge times can vary widely. Use of different chemicals in battery production
can also result in a wide range of costs, life expectancy, and recycling opportunities. Lithium -ion
batteries can be made in a variety of sizes by linking individual cells and to form battery packs. The
larger and heavier the vehicle, the more power and energy is used and, thus larger battery packs are
required.
State Guidance: Ensure statewide regulations and workforce training exists for handling, transport and
recycling of lithium -ion batteries. Support and fund advanced battery research. Fund cell/battery pack
and battery supplier manufacturing facilities.
Local Guidance: Educate consumers shopping for electric vehicles that the best measure of efficiency of
an electric vehicle is watt-hours per mile, which compares to miles per gallon for internal combustion
engines.
Reuse and Recycling of Batteries
Opportunities for the reuse of Lithium -ion batteries after the end of their normal vehicle life is expected to
be widely established in the near future. Automobile manufacturers will establish standards pertaining to
when a battery is no longer able to carry a sufficient charge to be used in the vehicle. It is anticipated
that, at that point, Lithium -ion batteries will still retain 70-80% of their residual capacity and could be
reused for energy storage. In October 2009, Nissan Motors and Sumitomo Corporation announced joint
plans for a new company, expected to be operational by late 2010 in Japan and the United States, to create
a market for second -life EV batteries in such applications as back-up energy storage for solar photovoltaic
systems, back-up power supplies, uninterruptable power supplies and load leveling for the electric grid. It
has been reported that GM is studying similar reuse business models for EV batteries.
In terms of recycling, the parts, chemicals and components of Lithium -ion batteries are highly recyclable,
in contrast to lead acid batteries used in existing internal combustion engine vehicles. Given the toxicity
of lead acid batteries, state law (Ch. 70.95 RCW) and state regulations (Ch. 173-331 WAC) tightly
regulate the recycling and disposal of lead acid batteries. These laws and regulations do not apply to
Lithium -ion batteries. Efforts are underway by industry groups and the federal government to develop
increased capabilities for recycling lithium from EV batteries. The U.S. Department of Energy recently
Memorandum: Electric Vehicle Batteries and Equipment
March 22, 2010
Page 2 of 5
issued a grant to Toxco, a California company, to build the first recycling facility for lithium -ion batteries
in the U.S. Toxco has been recycling single -charge and rechargeable lithium batteries used in other
devices at a facility in Trail, British Columbia.
Battery exchange stations, strategically located automated facilities that can enable an EV with a
swappable battery to quickly exchange a depleted battery with a fully charged battery, have been
identified as providing possible EV consumer opportunities in addition to battery charging stations. If
battery exchange stations are implemented, those stations would presumably remove from the exchange
pool any batteries that are beyond their useful life and would find opportunities for reuse and recycling of
these batteries as noted above.
State Guidance: Fund studies to determine the best possible reuse or repurpose of depleted EV batteries.
With utility companies and others, test the integration of depleted EV batteries with Smart Grid
technology. Establish advanced Lithium -ion recycling and reuse facilities. Monitor EV battery reuse
activities and recycling business models to assess if any changes are needed in state regulations, such as
adoption of incentives.
Local Guidance: Provide consumers with appropriate levels of information on the handling of EV
batteries and map systems of all reuse and recycle centers and battery exchange stations.
Energy Demand Management
Charging stations that have real-time control can adjust to utility peak -load issues and reduce or terminate
charging to the vehicle battery. Similarly, batteries that are near or at full charge communicate back to
the charging station to indicate state of charge and discontinue transferring energy when full. Repeatedly
recharging a lithium -ion battery while it still has a portion of a charge will not result in lessening
discharge voltage or reducing life expectancy of the battery (no "memory effect").
State Guidance: Require all public charging stations to have smart charging capabilities and real-time
communications, and data collection capabilities to enable on-site and utility -level energy management.
Ensure interoperability and transparency between charging station technologies and open access to all
users.
Local Guidance: Take no actions or adopt no development regulations that would effectually preclude the siting
of electric vehicle infrastructure in areas where that use is allowed. Develop efficient and effective permitting,
inspecting and recording of charging station infrastructure. Keep records and provide information as needed to
assist the industry, utility companies, and State of Washington to expand the EV market.
Integration with Smart Grid
The U.S. electrical grid carries electricity from central power generators along high voltage transmission
lines (7,200V) stepping down through transformers and distribution lines to 120V or 240V for the end
user. Through continuous monitoring, power plants respond to users' demand and constantly vary
outputs to provide power needed only to meet demand, since there is generally no cost-effective way to
store excess power. Power plants have their greatest excess capacity at night when electrical demands are
lowest.
As utility companies upgrade the existing electrical grid system to a Smart Grid, more sensors and
sophisticated communications will result in more optimal ways to route power and improve load
Memorandum: Electric Vehicle Batteries and Equipment
March 22, 2010
Page 3 of 5
management. Smart Grids are intended to communicate to the house as well as the car. As more
renewable power sources, such as wind and solar, come on line, plug-in vehicle batteries offer a means to
capture and store excess energy and backfill the grid during peak demand periods if the vehicle is not in
use.
State Guidance: Promote research, development, and demonstration projects for Smart Grid technology,
including integration of homes, worksites, and plug-in vehicles. Make investments in a modernization of
the electrical grid as part of a nationwide plan to ensure reliable electricity.
Local Guidance: Conduct demonstration projects that integrate battery storage systems with the electrical
grid and plug-in vehicles. Take actions that would support the integration of smart grid development with
houses and plug-in vehicles and the placement of smart charging stations in public places.
Education and Training
Plug-in electric vehicles, charging stations, batteries and other electric vehicle infrastructure are not
widely understood. Automobile manufacturers will play a major role in providing information and
training on how to optimally use plug-in vehicles and extend battery life. Schools, local governments and
media outlets will also play important roles in training on such topics as assessment of house electrical
panels, safety, charging tips, and locating charging stations. The Electric Vehicle Charging Infrastructure
Deployment Guidelines for the Greater Seattle Area currently being developed by eTec serves as an
excellent common knowledge base of EV requirements for stakeholders involved in the development of
EV charging infrastructure.
State Guidance: Establish funding mechanisms for workforce and consumer training on the Smart Grid
and electric vehicle infrastructure, and for use and handling of EV and PHEV batteries. Develop a
statewide clearing house for identifying all battery charger and exchange locations, their use status, hours
of operation, and other available services.
Local Guidance: Explore ways in which to provide education and outreach on EV and PHEV issues.
Through the interne, public access TV, print media, public service announcement, and community
workshops, provide education and safety tips on plug-in vehicles and battery management. Develop and
maintain inventories of every permitted public charging station or battery exchange station and provide
required information to the State.
CONCLUSION
Washington has passed EVI legislation, is served well by renewable energy and is seeking public-private
partnerships, all which lead to the opportunity to be a national leader in the research and development of
advanced batteries, cell packs and systems; in building battery equipment manufacturing facilities; and in
reusing or recycling all battery components. As the EV and PHEV further penetrate the automobile
market, consumers will need training and education on a range of issues such as battery efficiency, battery
management, and charging station characteristics. Consumer acceptance of EVs and PHEVs will greatly
depend upon the effectiveness of education programs, a streamlined permitting process for home charging
systems, and the availability of public charging infrastructure.
Local governments and public utilities will oversee the permitting process for EVI and EV charging
stations. For some issues, such as battery exchange stations, regulations must first be adopted by the
State (see Recommendation below). Opportunities for the reuse of EV and PHEV batteries after the end
Memorandum: Electric Vehicle Batteries and Equipment
March 22, 2010
Page4of5
of their normal vehicle life and integration into storage systems and the Smart Grid are expected to be
widely established in the near future. Through the timely and effective implementation of 2SHB 1481,
Washington and its local governments are at the forefront of creating jobs, fostering economic growth,
reducing greenhouse gas emissions, reducing reliance on foreign fuels, and reducing the pollution to the
Puget Sound area.
RECOMMENDATION
Recommended regulatory text for consideration in drafting model ordinances, regulations, and guidance
that is unique to electric vehicle batteries and equipment is provided below. This language implements
requirements identified in 2SHB 1481.
"Battery exchange stations are permitted, provided the State Building Code Council has adopted rules for
electric vehicle infrastructure requirements". See 2SHB 1481 Sec. 2.(3)(b) and Sec. 16.
Memorandum: Electric Vehicle Batteries and Equipment
March 22, 2010
Page 5 of 5
Plug In
America.
MEMORANDUM
TO: Ivan Miller, Puget Sound Regional Council
Gustavo Collantes, Washington State Department of Commerce
FROM: Dan Davids, Plug in America
CC: Anna Nelson, GordonDerr LLP
Jim Helmer, LightMoves
DATE: May 4, 2010
SUBJECT: Web -based Electric Vehicle Consumer Survey
INTRODUCTION
During the 2009 legislative session, the Washington State Legislature passed Second Substitute House
Bill 1481(251-1B 1481), an Act relating to electric vehicles. Sections 2 and 18 of the Act require the
development of model ordinances, development regulations, and guidance for local governments for
siting and installing electric vehicle infrastructure (EVI), particularly regarding battery charging stations.
The purpose of this memorandum is to present information from a survey of past and present electric
vehicle (EV) owners regarding their experiences with electric vehicle infrastructure (EVI) and how this
information supports the proposed model development regulations and guidance for EVI.
OVERVIEW
In the United States there are several thousand households and individuals who have considerable
experience as long-term owners or lessees of factory -produced full -performance electric vehicles. The
vehicles they drove, and in many cases still drive today, were produced by automakers to meet
requirements of the California Zero Emissions Vehicle (ZEV) program, mandated in 1990. This program,
administered by the California Air Resources Board, placed over 5,000 vehicles on the road between
1997 and 2003. These freeway -capable 100 -percent -electric vehicles included the General Motors EV1
and S10, Toyota RAV4 EV, Ford Ranger EV and Think, Chrysler EPIC, Nissan Altra, and Honda EV
Plus.
While the majority of these vehicles were removed from service at the end of their lease terms between
2003 and 2005, there remained over 1,000 on the road in 2010. Based upon information previously
gathered by Plug In America, we know that, today, these privately owned remaining vehicles include the
Toyota RAV4 EV (approx. 300), General Motors S10 (approx 150), and the Ford Ranger EV (approx
250). These vehicles are in use across the United States, Canada and the United Kingdom, with the
majority still in California. The balance remains in fleets, the largest of which is represented by the 260+
RAV4 EVs operated by the electrical utility Southern California Edison.
The majority of these remaining ZEV vehicles are driven daily. There is an active community of RAV4
EV owners who share information about their cars over the internet. Topics of discussion on their forum
regularly involve charging infrastructure, including installation in homes and businesses, and the status of
public charging stations still in use in California. Because PIA's founders and current board of directors
themselves drive these very cars, we remain in regular contact with this unique audience of past and
existing EV drivers.
The web survey was designed to allow the consultant team to assess the validity of its assumptions
regarding charging infrastructure as well as to identify notable signals from the user base of experienced
EV drivers. The model ordinance, model development regulations and guidance documents can be
informed by these results. The survey results may also be useful to local municipalities to help them
better understand the perceptions and needs of current EV users. The adoption of model ordinances,
model development regulations and guidance that have considered these perceptions and needs will aid
the transition to EVs by the driving public.
ANALYSIS
In order to assess key consumer issues for consideration in the model ordinances, model development
regulations and guidance, PIA conducted a web -based survey of past and present owner -drivers of
factory -produced full -performance EVs identified through web -based lists for the following vehicle
owner groups: (Year ranges denote the period vehicles were in service.)
• Toyota RAV4 EV, 5 -seat compact SUV (1997 to present)
• General Motors EV1, 2 -seat sportscar (1998 to 2005)
• Chevrolet S10 EV, pickup truck (1998 to present)
• Ford Ranger EV, pickup truck (1997 to present)
• Ford Th!nk EV, 2 -seat city car (1998 to 2005 in US, 2005 to present in Norway)
Invitations to participate in this survey were sent by email to every individual on these web -based lists.
The web -based lists were used "as is" without consideration of duplicate entries or other assessment.
Invitees were able to self-select for participation in the survey.
The survey was available for participation over a five-day period in mid-April 2010. Reminder emails
were sent on the third, fourth and final days. About one-half of survey responses were collected within the
first 48 hours, with another batch coming after the first reminder email. The total number of survey
respondents was 152.
Data Gathering
The survey asked the following core questions:
• What were/are EV drivers' basic driving patterns? (EV vs. internal combustion engine miles
driven, commuting use.)
• What were EV drivers' experiences with the installation of charging equipment in their homes?
(What are their perceptions of the complexity, process, and cost involved?)
Memorandum Re: Web -based Electric Vehicle Consumer Survey
May 4, 2010
Page 2
• What were/are EV drivers' basic charging patterns? (Where and when do they charge?)
• Did/do owners take advantage of preferential utility rates for charging; such as Time of Use
(TOU) or EV -specific rates?
• When considering possible future public charging stations, how do drivers prioritize locations?
• Did/do drivers have issues concerning persons with disabilities (ADA), and if so, what were they?
• How do owner -drivers rank the availability of incentives for EV ownership and associated
charging infrastructure?
• What is the demographic profile of EV drivers?
Data Organization
Based around the core questions above, PIA devised survey questions designed to elicit definitive
evaluation of distinct issues. These issues were arranged into groupings. These groupings, in the order
presented when taking the survey online, included:
• Vehicle Ownership and Use (types of vehicles and miles driven; daily commute distance)
• Charging Hardware (charging station installation experience)
• Charging Patterns (locations used by drivers, time of day used, frequency of use)
• Workplace Charging (availability at work; would it be used more if available?)
• Public Charging (problems encountered, issues with persons with disabilities)
• Going Forward (EV incentives, desired charging levels and locations for public charging stations)
Survey length ranged from five to fifteen minutes, depending upon such factors as whether there were
multiple vehicles in a household and the extent of a respondent's free responses entered into text boxes. It
should be noted that, like most surveys, many questions were only presented depending upon prior
answers. The dependencies meant that users did not all experience the survey in the same linear fashion.
For example, an owner who responded that their EV was their exclusive vehicle was not asked questions
about their (nonexistent) gasoline -powered car.
The raw data was entered into an excel spreadsheet for analysis. In addition, all written comments were
carefully reviewed. Individual representative written comments are reported below when they provide an
insightful explanation or illustrate a range of opinion on a particular question.
CONCLUSIONS
Sample Demographics
The average age of the primary household electric vehicle driver surveyed was 52.5 years. The vast
majority of respondents (146 out of 152) live in single-family houses with attached garages. This is
consistent with the requirements of the original California ZEV program that only selected EV
participants from single family households. More than one-half of these homes are suburban, with one in
five respondents saying their homes are urban. Fewer than one in ten said they live in a rural area. Four
individuals reported living in a multifamily dwelling.
Memorandum Re: Web -based Electric Vehicle Consumer Survey
May 4, 2010
Page 3
Income levels among those who chose to offer these data were distributed nearly evenly among seven
listed income levels between $50k and $200k per year. The average EV driver household had two adults
and 1.5 children in residence. 40% of households surveyed reported having solar photovoltaic (PV)
systems installed on their homes. Roughly one-half of these systems were put in place subsequent to
acquiring an EV.
Given the availability of new EVs and Plug in Hybrid Electric Vehicles (PHEVs) in the marketplace by
the end of 2010, 53% of survey respondents said they plan to either replace or supplement their current
EV with a new model.
When asked to make suggestions regarding the development of model ordinances, regulations, and
guidance for electric vehicle infrastructure, 37% of survey participants did so. Fully 50% expressed a
willingness to be contacted to elicit more information about their EV driving experience.
Vehicle Ownership and Use
The 152 respondents to the survey reported having owned or leased a total of 258 EVs. The relative
number of each car type reported is consistent with the numbers of each type of EV that were originally
put into consumers' hands under the CA ZEV program and remain in service today, according to data
kept by PIA. Newcomers, such as the Tesla Roadster and Mini -E, are reported, because many have been
obtained by people who formerly drove, or continue to drive, ZEV cars. The category "other" in the chart
below includes electric motorcycles, conversions, NEVs, and a number of limited production EVs from
the past. Most of these are not full -performance freeway -capable cars, which was the target of our survey.
100
90
EV Types Represented
80
70 --`
60 ----
50
50 —
40 —
30—'
20
10 ---
0
RAV4 EV EV1 Tesla S10 Ranger Th!nk
I 1
Mini -E
Other
Respondents reported on the annual miles driven for each type of vehicle in their household.
In multi -vehicle households, the overall usage pattern of our survey group was to favor driving the more
efficient and less polluting vehicle. In other words, in multi -vehicle households, the average annual miles
reported for each of the vehicle types -- hybrid, PHEV, and EV -- well exceeded miles reported for non -
hybrid liquid -fueled vehicles.
Memorandum Re: Web -based Electric Vehicle Consumer Survey
May 4, 2010
Page 4
Charging Hardware — Installation Experience
A total of 77% of respondents said that they had a charging station (Level 2) installed in their home, with
54% of those having been installed by an electrical contractor. The remaining 46% was evenly split
between those who said they did the installation themselves and those who chose not to answer. Because
a number of years have passed since installation, a number of respondents could not remember specifics
regarding circuitry or cost. However, 21% of respondents recalled using an existing circuit in their homes.
The average reported installation cost was $668. (Note that this did not include the cost of the charging
station hardware, but only the cost to install a circuit and equipment.) The high end of installation costs
was $2,000 where comments suggested unique capacity or other limitations were encountered.
Of the four respondents living in multifamily housing, three said that they were able to have charging
capability installed where they park. The fourth is currently driving a conversion (internal-combustion to
electric), which is charged at public 120 -volt (Level 1) locations.
Survey participant comments regarding charging station installation generally reported the process to
have been "easy" and "straightforward." This characterization was made by respondents where the
installation was done by a licensed contractor, as well as by those who opted for the do-it-yourself
approach. Here are three representative quotes regarding installation:
• "The electrician ran a circuit from the panel into the garage - very simple. Government regulation
considerably increased the cost and delay of the process."
• "My charging station was originally installed by an electrician. I later hired another electrician to
help me portablize (sic) the charger. When I moved house, the (new) garage had a 240V outlet, so
I only needed to relocate the charger."
• "It is irritating that (one contractor) had a lock on installations - I hope that doesn't happen in the
future. It was overly expensive..."
Memorandum Re: Web -based Electric Vehicle Consumer Survey
May 4, 2010
Page 5
Charging Patterns
Fully two-thirds (67%) of respondents said that they use their electric vehicle in their commute or daily
routine. The average daily distance traveled using this vehicle was/is 35.2 miles.
The vast majority of charging takes place at home (81%), with workplace and public charging reported by
10% and 7%, respectively.
Where Do EV Drivers Charge?
(Estimated Usage by Location)
Public Other
Workplace 7% 2%
10% rTr
A total of 40% of respondents reported having Time of Use (TOU) metering in effect through their
electric utility, with a number reporting usage of EV -specific rates, such as PG&E's E9B rate. The
following chart shows the distribution of charging times reported for a typical day. More than one-half of
respondents said they charge at off-peak times or after midnight. It should be noted that most of the
vehicles covered by this survey had/have charge -start programmability. Drivers are able to set the time
that they want charging to begin, plug in, and forget it. Their cars are fully charged by the time they need
them, and they know they have charged when their utility has either excess capacity, lower rates, or both.
When Do EV Drivers Charge?
No Answer
16%
When Car is
Parked
11%
Irregular Schedule
8%
6p to Midnight
12%
During Off -Peak
Rates
21%
6a to Noon
1%
Midnight to 6a
31%
Memorandum Re: Web -based Electric Vehicle Consumer Survey
May 4, 2010
Page 6
When asked how often they plug in over a typical week, EV drivers most often report charging three,
five, or seven days per week. The latter two frequencies appear to reflect the periodicity of vehicle usage
as a commuter car (5 times per week) or daily driver (7 times per week).
Workplace Charging
The survey included a few questions about workplace charging. As the following chart shows, more than
a third (39%) of respondents would be more likely to drive their EV to work if charging were available at
their workplace. The large number that did not answer this question could be due to various factors (e.g.
already charging at work, working at home, retired) but this was not explored in this survey.
If charging were available at your workplace, would you be
more likely to drive your EV to work?
No Answer Yes
39% 39%
No
22%
Memorandum Re: Web -based Electric Vehicle Consumer Survey
May 4, 2010
Page 7
How Often Do EV Drivers Plug In?
(Relative Distribution - Days per Week)
1
2
3 4 5
6
7
Workplace Charging
The survey included a few questions about workplace charging. As the following chart shows, more than
a third (39%) of respondents would be more likely to drive their EV to work if charging were available at
their workplace. The large number that did not answer this question could be due to various factors (e.g.
already charging at work, working at home, retired) but this was not explored in this survey.
If charging were available at your workplace, would you be
more likely to drive your EV to work?
No Answer Yes
39% 39%
No
22%
Memorandum Re: Web -based Electric Vehicle Consumer Survey
May 4, 2010
Page 7
Fully 65% of respondents offered comments on workplace charging. Representative among them are the
following two comments which reflect two ends of the spectrum on reported employer viewpoints on
providing EV charging:
• "(Management's) position is we have never done that before, (we) won't start now' "
• (There are) "five dedicated 110V EV Parking spots at one of our newest facilities, though not at
the headquarters where I work."
There were also comments on the benefits of workplace charging. Here are two comments illustrating the
two ends of the spectrum on this subject:
• "(I) get enough of a charge at home."
• "My workplace is at the edge of my roundtrip range. If I could charge at work, then I would have
more flexibility with doing errands before/after work. This would be a huge benefit."
Public Charging
Participants were asked to choose among a list of potential problems encountered by users of existing
public charging stationsl. The following chart summarizes the responses:
What Problems are Encountered at Public Charging Stations?
Occupied by
Another EV
8%
Vandalized
11%
Other
9%
EV Spaces
Occupied by Non-
EVs
22%
Incon enient / Hard Out of Order / Not
to Locate Working
19% 31%
1 Level 2 charging stations were deployed in California under the ZEV program between 1997 and 2003. According
to the Electric Auto Association (EAA) approximately 1,300 of these stations exist today, maintained largely
through the volunteer efforts of the EAA.
Memorandum Re: Web -based Electric Vehicle Consumer Survey
May 4, 2010
Page 8
Representative comments about problems encountered at charging stations included:
• "Someone needs to tell Prius drivers that their car is not an EV. EV spots always seem to be taken
up with a Prius."
• "Locating chargers in other than prime parking spaces would avoid competition with ICE
vehicles..."
• "Vandalism can be a problem. It would be good for next -generation chargers to communicate
distress (or at least non -functionality) somehow."
• "Siteholders must be informed of and accept responsibility for support and maintenance costs of
EVSE (charging stations)."
While only one respondent reported that they use parking spaces for persons with disabilities (aka ADA
parking), 3% of Respondents said that EV charging station parking spaces "have presented accessibility
problems for me and/or my passengers." When asked whether "some EV charging station parking spots
should be reserved for use only by EVs with ADA parking rights," 7% answered in the affirmative.
Representative comments concerning EV charging and accessibility for persons with disabilities include
the following:
• "ADA only should be implemented later in the process."
• "I recommend public chargers be placed AWAY from close -in parking spots to reduce blockage
by non-EV's. When there are enough disabled persons driving EVs, I recommend adding more
chargers to the ADA parking spots."
Going Forward — User Views on Incentives and Siting
Participants were asked to rank, from most important to least important, the priority they place on
charging station levels and generic locations. This produced the following ordering:
1. Home
2. Public — Level 2
3. Workplace — Level 2
4. Freeway — Level 3
5. Urban — Level 3
6. Public — Level 1
Participants were also asked to rank the importance of having charging stations in various specified public
locations, not including workplace charging (which was addressed in other questions). The responses
ranked charging stations in shopping centers, public parking lots, downtown areas and big -box stores as
among the highest for importance, while charging stations in tourist and recreation areas and in gas
stations were ranked among the lowest in importance. Ranked in the middle were other charging
locations, including street -side parking, transit hubs, freeway rest areas, and airports. Additional statistical
analysis on the responses could provide quantified rankings for all identified locations.
Memorandum Re: Web -based Electric Vehicle Consumer Survey
May 4, 2010
Page 9
Respondents were asked their views on the importance of various incentives for EVs. Below is the
resultant ranking for these incentives:
1. Rebates/Tax incentives on vehicle lease/purchase
2. Rebates/Tax incentives on home-based charge station purchase
3. HOV/Carpool lane access
4. Reduced vehicle registration fees
5. EV/PHEV-only parking spaces
6. Bridge toll commute hour exemption
The highest -ranked incentive was for financial mechanisms to reduce the purchase of a new EV.
Following this, and rated approximately equally, were incentives to reduce the cost of a charging station
and HOV-lane access for EVs. Significantly less important to respondents were reductions in registration
fees and tolls. Preferential parking for EVs was ranked very low. This is consistent with several written
comments from participants saying that they do not expect or want to be treated differently when it comes
to parking their EV.
Comments and Suggestions on Model Ordinance, Model Development Regulations and Guidance
When asked to make suggestions regarding the development of model ordinances, regulations, and
guidance for electric vehicle infrastructure, 37% of survey participants did so. A review of these
comments suggests three dominant themes, described here in much the same language used by
commenters:
• Don't overcomplicate things — Experienced EV drivers do not believe that "range anxiety" is
the bugaboo oft -reported in the media. Installation of a circuit that is fundamentally little
different from a dryer outlet should be a very simple process.
• Don't give preferential treatment to EVs — Encourage public charging to not be located in
prime parking areas. This will discourage drivers of non -EV vehicles from using these spaces.
• Keep the charging stations operational — Take care of vandalism and inoperative stations. Get
the locations listed in navigation -system databases and maps. Make the information available
via web and smart -phone apps.
Opinions about the siting of charging stations were summed up nicely by one survey respondent:
"Choose public locations that will benefit large numbers of users. Pick locations that
prioritize medium-term charging (1-3 hours), which is ideal for large shopping
centers and centralized parking, and then long-term locations (>3 hours charging),
such as transportation hubs/train stations, and airports. Short-term locations (<1 hour
charging) are nice, but it's more for showing that the technology is real and people
are using it rather than being of great charging benefit. These locations would
include grocery stores and big -box stores."
Memorandum Re: Web -based Electric Vehicle Consumer Survey
May 4, 2010
Page 10
FINDINGS AND RECOMMENDATIONS
Many survey results reinforce recommendations described in prior research memorandums2. The
following summary lists the major findings and recommendations from the survey of experienced drivers
of factory -produced full -performance electric vehicles. Recommendations are linked, where applicable, to
the first draft Model Document (i.e., the first draft of the Model Ordinance, Model Development
Regulations, and Guidance). The findings are anticipated to be included in the Model Document in the
"Comments" text to provide supporting information for the applicable model development regulation and
guidance.
• Many EV drivers are content to charge primarily at home. They are range -aware, clearly
demonstrating the ability to stay within the reachable daily range limits for their cars.
• In many multi -car households, EVs routinely become the primary vehicles, based upon miles
traveled. By making it easier to charge away from home, the availability of more public charging
infrastructure is likely to increase user acceptance of EVs.
• EV drivers do not want preferential treatment. They simply want to use their cars as mainstream
vehicles in the greater mix.
• EV purchasers do not expect the installation of charging circuitry in their home garage to be a
costly and complicated process. They view charging equipment as being no more complex than
any other home appliance. They expect the installation process to be straightforward and free of
unnecessary complication, and to incur a fair cost for the process. This finding should be included
in the PROCEDURES chapter of the Model Document.
• Not all home charging station installations will be low cost. Best efforts need to be made to
ensure that educational materials adequately inform in situations where insufficient electrical
capacity will require more extensive work and expense to make a home EV -ready.
• Existing EV drivers have largely been unable to enjoy the potential benefits of workplace
charging, and there exist little data on the subject. For many the distance from home to workplace
is not so great that charging infrastructure located there would be of a substantial benefit.
However, existing users indicate they would be more inclined to drive their EV to work if there
were charging available. Initiatives should be undertaken to accelerate workplace installations
with the goal of collecting data on the role these stations can play as larger numbers of EVs
become available in the marketplace. This finding should be included in the ENHANCED
section of the Model Document.
• Public charging stations need a commitment by site hosts to keep them operational. This includes
timely response to out -of -order and vandalism situations. This finding should be included in the
ZONING and STREETS, SIDEWALKS AND PUBLIC PLACES of the Model Document.
• Public charging parking spaces should not be placed in prime locations, nor adjacent (in most
situations) to parking spaces for persons with disabilities (ADA). This finding should be included
in the ZONING chapter of the Model Document.
• Non-EVs occupying EV -only charging spaces are reported by experienced EV drivers as creating
a major barrier to their lawful use and utility. Public EV parking spaces need stepped-up
2 See March 22, 2010 Memorandum from Plug In America on Electric Vehicle Infrastructure Code Research and
March 22, 2010 Memorandum from LightMoves on Local Government Electric Vehicle Infrastructure Phone
Interviews.
Memorandum Re: Web -based Electric Vehicle Consumer Survey
May 4,2010
Page 11
enforcement to prevent non-EVs from occupying designated spots. This finding should be
included in the VEHICLES AND TRAFFIC chapter of the Model Document.
• Level 1 charging is favored for overnight or longer term (>3 hours) parking.
Level 2 charging is favored for shorter term parking in areas like public lots and shopping
centers.
Level 3 charging is favored to be sited at freeway locations, as opposed to urban areas.
• While every charging station site has its own unique design and usage factors, potential site hosts
should consider a variety of issues as part of the siting and design process to create more
successful charging -station outcomes. Some or all of these should be included in the ZONING
chapter of the Model Document. Consideration should also be given to development of a
Electric Vehicle Charging Station Installation Checklist that must be completed by the site
host. This checklist shall include, as a minimum, a review of the following best practices:
o Site location — Evaluate the site giving consideration to its perceived relative
importance and usage compared to other nearby sites.
o User base — Evaluate the charging needs for potential users of the site. This
evaluation should include how far users drive to get to the site and how long they
are most likely to leave their vehicles parked there.
o Charging level(s) — Plan for and match charging levels (1, 2 or 3) to the user base
for the site. (For example, Level 1 for parking times typically greater than 3
hours, Level 2 for shorter times.)
o Parking and Charging spaces — Locate, whenever feasible, EV charging and
parking spaces away from prime locations in lots and in front of businesses.
o Parking and Charging spaces — Locate, whenever feasible, EV charging and
parking spaces away from ADA parking.
o Parking and Charging spaces — Locate EV charging and parking spaces in
reasonable proximity to the main electrical supply or service panel(s) for the
facility.
o Electrical Wiring — In the case of Level 1 charging stations, consider installing
conduit and supply capacity that allows for future upgrading to Level 2 charging
at minimal additional circuitry expense.
o Signage — Install recommended wayfinder and charging station signage. This
signage is both for locational and enforcement purposes.
o Signage — Install usage signage appropriate to the type and level of charging
provided, including contact information to report vandalism and out -of -order
conditions.
o Maintenance — Document and commit to an ongoing plan for oversight, repair,
and maintenance of installed charging stations. This plan should include training
of relevant site personnel with the goal of maximizing operational readiness for
all installed charging stations at the facility.
Memorandum Re: Web -based Electric Vehicle Consumer Survey
May 4, 2010
Page 12
Memorandum
To: Technical Advisory Committee
From: Data Collection Subcommittee
Subject: Conclusions from the first conference call of the subcommittee on data collection
Date: April 27, 2010
Introduction
During the first meeting of the Technical Advisory Committee, several members
expressed that collecting data from charging stations could significantly help the
development of efficient markets for electric vehicles. As a result, the chairs and the
consulting team agreed on the formation of a subcommittee to work on aspects of the
model development regulations related to data collection.
This memorandum summarizes the discussion during the first conference call of the
stakeholders that volunteered to be part of the subcommittee,
Subcommittee Purpose
This Data Collection Subcommittee (DCS) will develop a set of recommendations
regarding whether and how data collection could be incorporated into development
regulations for the siting of electric vehicle charging stations. These recommendations
will be presented to the Technical Advisory Committee.
Subcommittee Membership
The DCS is composed of core members of the Technical Advisory Committee, members
of the consulting team, and a group of stakeholders with expertise in the subject. The
DCS roaster is still open to new members and it currently includes:
o Gustavo Collantes (chair), Washington Department of Commerce
o Stephen Johnsen, Seattle Electric Vehicle Association
o Ron Johnston -Rodriguez, Port of Chelan County
o Jim Helmer, Member of the consulting team
o Dan Davids, Member of the consulting team
o Michael Pesin, Seattle City Light
o James Billmeier, Charge Northwest (not present at the first phone call)
1/4
Data Types
The DCS discussed the various types of data that could be collected. We categorized
data as "consumer -oriented" and "planning -oriented". The later category was further
categorized into "stable data" and "operation data". Before elaborating on the
conceptual definition of these categories, we note that they are not mutually
exclusive—a given type of information may fall simultaneously in the two categories.
Consumer -oriented data refers to information that would be publicly available and that
could be of value to EV owners. Data of this type could include location of the charging
station, general specifications (e.g. voltage), and availability. Data of this type could be
distributed to interested EV owners via a variety of means, including the Internet, smart -
phone applications, vehicle -user interfaces, etc. The DCS believes that the role of
government in distributing this type of data to end users is limited and that the private
sector will find entrepreneurial opportunities to use these data in ways that best serve
the users' needs. Government, however, could provide a limited service, for example by
showing the geographical location of charging stations on a publicly accessible web -
based interface.
Planning -oriented data refers to information collected by the charging station, following
certain protocol, about the use of the station, and that could be of value to parties
(including government) who are responsible for the planning and efficient operation of
the charging station network and/or the infrastructure that supports it. Data of this type
could include charging time, average power, peak power, and total energy. The DCS
believes that collecting these data would be critical to the effective, smart integration of
electric vehicles and the power grid.
Conclusions and Next Steps
Based on the first discussion, the DCS recommends that model development regulations
and guidance should address the question of planning -oriented data collection. The DCS
identified the following areas for future work:
a- Develop a narrative that clearly explains the rationale for collecting data, from
economic and societal perspectives;
For the sake of clarity in the narrative, it may be helpful to a) identify types of data
users (e.g., utilities, city planners, transportation planners, clean air monitors); b)
explain the questions/issues they would like to resolve with the data; and describe
the particular data sets they would likely access for analysis.
2/4
Whenever appropriate, the narrative will clearly explain how certain categories of
local data can be used to help communities prepare for the potential large scale
market adoption of electric vehicles
b- Develop recommendations regarding methods to collect data from charging
stations;
c- Develop recommendations regarding the protocol for data collection;
The Subcommittee will consult with experts in this area, such as the Idaho National
Laboratory, to understand the data protocol process led by SAE.
d- Develop recommendations regarding ownership and warehousing of the data
collected;
In principle, the Subcommittee believes that access to most of the data sets should
be available to a wide range of stakeholders, from the vehicle owner and charging
station user to the Washington State Departments of Commerce, Transportation,
and Ecology.
The Subcommittee believes that the responsibility of ownership and warehousing,
and managing the flow of data to authorized parties may become substantial in
terms of liability, labor, infrastructure and would consequently have an associated
cost. An organization with a specific expertise and credibility would appear to be
required. The Subcommittee identified at least two institutions that appear to have
the ability to collect, analyze, and utilize the data for a variety of public purposes: a)
The Idaho National Laboratory's Advanced Vehicle Testing Activity division, since it
has proven its ability to collect, warehouse, analyze, and report usable vehicle data
for years; and b) The Pacific Northwest National Laboratory, since it has done much
work on smart grid demonstrations and interface communications with electric
vehicles.
e- Estimate cost differential for charging station with and without data collection
capabilities;
The Subcommittee will consult with a variety of vendors, including eTec,
Coulomb/ChargeNW, AeroVironment, and Aker Wade.
f- Develop recommendations regarding the type of data that should be distributed to
EV users and the methods for this distribution
The subcommittee believes that informing EV owners is important. Information that
could be distributed to users includes location and voltage of the charging stations,
current availability, charging rates, etc. The Subcommittee believes that there is a
significant opportunity for the private sector to lead in this area.
3/4
g- Whenever applicable, describe how recommendations should differ for public and
private charging stations;
The Subcommittee in principle believes that public charging stations should require
at least planning -oriented data.
h- Develop recommendations to stakeholders on strategies to incent the adoption of
data collection capabilities for charging stations.
i- Develop narrative regarding how the charging payments collected through meters or
charging stations is administered at utility company, State and federal level.
The Subcommittee seeks comments from the Technical Advisory Committee,
particularly regarding the following questions:
1- Does the TAC see value in further exploring the question of data collection?
2- Does the TAC agree with the areas of work proposed by the DAS?
4/4
Memorandum
To: Technical Advisory Committee
From: Data Collection Subcommittee
Subject: Proposed data items to be reported and collected
Date: June 6, 2010
Introduction
The Data Collection Subcommittee (DCS) has decided to focus its attention on
recommendations regarding collection of "stable data". The DCS agrees that questions related
to "operational data" (specific to the operation of the infrastructure) are beyond the scope of
the model ordinance and guidance for electric vehicle supply equipment (EVSE) siting. The
collection and analysis of operational data from charging infrastructure will be the focus of a
multi -stakeholder effort convened by the Washington Department of Commerce. The DCS does
believe that it is in the public interest to encourage and enable the collection of operational
data, and therefore offers the following recommendation: All level 2 and level 3 EVSE deployed
in the State of Washington should be capable of collecting and transmitting data on the
operation of the equipment. Given the public benefits of collecting operational data, the DCS
believes that the state legislature should consider providing incentives for the deployment of
EVSE with such capabilities.
The DCS categorized stable data into those that are displayed at the charging site and those
that are reported by the permitting agency and warehoused at a central location.
Information displayed at the charging site
These data are needed predominantly to inform users and parking enforcement.
1- Charger speed: This refers to the speed with which the equipment charges the battery.
While "speed" may not be most technically appropriate term, it may be more intuitive
to users. Typically, the charger speed is categorized as Level I, Level II, and Level III or DC
fast -charge, depending on the charge voltage. These denominations may be not very
intuitive to users, so alternative ones may be desirable. Examples would include: a)
Slow, Medium, Fast; b) X units of energy per hour of charging; c) 120V, 240V, 480V; d)
combinations thereof.
1
2- Fee and charging structure: This refers to all the information necessary for the user to
understand how the charger operates and how she will be charged for her use of it.
Information in this category includes whether the equipment qualifies as a smart
charger.
3- Claims contact information: The charging station should clearly display a telephone
number to report any problems with its use or functioning.
4- Indication of remaining charging time: Information on the approximate time left to full
charge of the battery being charged will be useful to parking enforcement and other
users who may be waiting to use charger.
5- Restrictions or other instructions: The charging station should clearly display all
information pertinent to the proper and safe use of the equipment and the associated
parking space.
6- Estimate of electricity carbon intensity: It is recommended that the Department of
Commerce collaborate with the Department of Ecology to develop labels that give users
a sense of the carbon intensity of the particular charging station. This will allow users to
make more informed decisions regarding their charging.
Information reported by the permitting agency
The DCS proposes to require that the permitting agency reports the following pieces of
information to the (local electric utility/Department of Commerce) as part of the permitting
process:
1- Permitting agency;
2- Equipment unique identifier;
3- Equipment specifications;
4- Location of the equipment (how the location should be specified is still TBD —
alternatives include street address, parcel number, and GPS address);
5- Date when the charger was permitted;
6- Date when the charger became operational;
7- Date when the charger is discontinued;
8- Charger speed (same as above);
9- Responsible party/owner contact information;
ATTACHMENT: Illustration of Data Collection and Distribution Framework
2
Charging Station Data Collection
ver. 3.0
Users of Data
EV Drivers
Utilities
Tax Agencies
Planners / Researchers
Reporters of
Data
Static / Stable Data
Permitting
Agency
x
Unique EVSE Identifier
x
x
Tax Map Key (TMK) Parcel No.
x
x
Service Address
x
x
x
GPS Address (lat/long)
x
x
x
Property Owner
x
x
EVSE Owner
x
x
Responsible Party Contact Info
x
x
x
Station Type (Level 1,2,3, DC)
x
x
x
Maximum power level (kilowatts)
x
x
x
Date Installed
x
x
Date Removed from Service
x
x
Dynamic / Operational Data
Station
Owner -
Operator
x
Unique EVSE Identifier
x
x
x
x
x
Station Type (Level 1,2,3,DC)
x
x
x
x
Maximum power level (kilowatts)
x
x
x
x
Station Status -Available, Connected, Out of Service
x
x
x
Station Status - Reservation Data
x
x
x
Fee Structure
x
x
x
Restrictions or Other Instructions
x
x
x
Date/Time Stamp
x
x
x
x
Unique Charge Event ID
x
x
x
x
Connect/Disconnect Times
x
x
x
Charge Start/Stop Times
x
x
x
Average and Max Power
x
x
x
Total KWH Delivered
x
x
x
x
Rolling 15-minute Peak Power
x
x
Agencies -Regulators and
Promulgators of Data
Legislature
Require and regulate data collection and data availability
Commerce or Utilities and Trade Commission (UTC)
Set standards for data protocols
Commerce or State DOT
Warehouse, consolidate, and make data available to public
Commerce
Evaluate data for planning and legislative activity
Local governments
Require permitting agency to transmit stable data to State
Commerce, State DOT, or Local utility
Require station owner-operator to transmit operational data to State
Private sector
Create web and telematics applications using publicly available data
Data Description: This spreadsheet lists data gatherers/reporters down the left axis and users of data across the right axis. Check marks in column C for the permitting agency indicate
data that are reported on a one-time basis. Check marks in column C for the station owner-operator indicate operational data that are reported on a dynamic basis (real-time, on request,
or scheduled). There are four types of users of data shown in the right-most columns, with check marks indicating which data are important to each.
Agency Descriptions: At the bottom of the spreadsheet is a list of agencies and their potential roles in regulating charging-station data for public benefit. The private sector is listed for
its role in promulgating tools and systems that enable use of appropriate data by the public.
Department of Commerce
Innovation is in our nature.
Washington Department of Commerce
Energy Policy Division
lois Plum Street SW
Olympia, WA 98504-2525
360-725-4000 • www.commerce.wa.gov
'uget S® Regional Council
Puget Sound Regional Council
Ioii Western Avenue, Suite 500
Seattle, WA 98104-1035
206-464-7532 • www.psrc.org
•
Proposed Level 2 Electric Vehicle Charging Sites for 2011
King County, C-7 NewEnergy Partnership, Charge NW & City of Seattle
September 20, 2010
Puget
Soun
UW Foster School
of Business
UW Bothell
Cascadia CC
North Kirkland
Community Center
Children's
Hospital
The Overtake
School
Downtown Kirkland
4 Locations
Bellevue
Golf Course
King County Van
Distribution Center
Crossroads
International Park
Central Library
Parking Garage
Bellevue
Downtown Park
Mercer Island
City Hall
Bellevue
City Hall
Bellevue
Crossroads Mal
Michael's Crafts
Faactoria Mall/
Target
Crossroads
Community Park
SeaPark
Garage
a�
Sammamsih
Bellevue
College
Community Center at
Mercer View
Costco Headquarters
a Pickering Bam Lot
South Bellevue
Community Center
The PEAK at Renton Landing
Mercer High School Parking Garage
Fauntieroy
Ferry Dock
Renton School
District Headquarters
Renton
Renton Technical
College
Issaquah
City Hall
Issaquah Highlands
Parka Ride
Issaquah
B u rien
Burien TOD
Renton Downtown
Parking Garage
King County
Oaksdale Offices
Renton
City Hall
Federal Way J`
Valley
Medical Center
Kent
Tukwila
Sounder Station
Private
Public
Maple
Valley
The infatuation included on thin map let Igen compiled by
Wry County stat atm a variety of source* end a subject to
charge without notice.
gag Courts rakes no representations or waranties, express
or implied, an to accuracy, completeness, tbnetneas, or rights
the e t . of such intimation.
Tha document is not intended to use eta survey product.
Wag County slue not be fable for ary general. spacial,
indirect. incidental. or consequential damages including. ds
not limited to, lost revenues or kat profs resulting born the
use or misuse of the Intonation contatad qct this map.
L.43 l/1
Ary' tale of this rap or kdan etion on ma map a pmtibiled
Kingcounty omen. by seam permission of Wng Carey.
A� y City of Tukwila
190a
Jim Haggerton, Mayor
Department of Community Development
Jack Pace, Director
CHAIR, BILL ARTHUR, VICE -CHAIR, MARGARET BRATCHER, COMMISSIONERS, GEORGE
MALINA, LYNN PETERSON, BROOKE ALFORD, THOMAS MCLEOD AND LOUISE
STRANDER
I.
II.
III.
PLANNING COMMISSION
PUBLIC HEARING
OCTOBER 28, 2010 - 6:30 PM
TUKWILA CITY HALL COUNCIL CHAMBERS
CALL TO ORDER
ATTENDANCE
ADOPTION OF 08-26-10 MINUTES
IV. CASE NUMBER:
APPLICANT:
REQUEST:
LOCATION:
V. FILE NUMBER:
UPDATE:
Director's report
Adjourn
L10-068
City of Tukwila
Zoning Code amendments related to Electric Vehicle Infrastructure
as mandated by House Bill 1481.
City wide
L10-015
Briefing on Tukwila Manufacturing Industrial Center (MIC)
6300 Southcenter Boulevard, Suite #100 • Tukwila, Washington 98188 • Phone: 206-431-3670 • Fax: 206-431-3665
)Cityof Tukwila
Jim Haggerton, Mayor
Department of Community Development Jack Pace, Director
STAFF REPORT
TO THE PLANNING COMMISSION
Prepared October 18, 2010
FILE NUMBERS: L10-068 Electric Vehicle Infrastructure Code Amendments
E10-019 SEPA Checklist
REQUEST:
State legislation has mandated that local governments allow electric vehicle (EV)
infrastructure as a permitted use in all areas not zoned for residential, resource uses or
critical areas. Tukwila's deadline for adopting these changes is July 1, 2011. The
Planning Commission will hold a hearing on the code changes and forward a
recommendation to the City Council for review and adoption.
PUBLIC HEARING: October 28, 2010.
Notice of public hearing was published in the Seattle Times on October 14, 2010.
SEPA DETERMINATION: Determination of Non -Significance was issued on the proposed code amendments
on October 14, 2010.
LOCATION: City wide
STAFF: Minnie Dhaliwal, Planning Supervisor
ATTACHMENTS: A. Proposed Code Amendments
B. Examples of Level 1, Level 2 and Level 3 charging stations
BACKGROUND
In 2009 the Washington State Legislature passed and the Governor signed into law House Bill 1481 an Act
relating to electric vehicles. The purpose of the law is to encourage the transition to electric vehicle use and to
expedite the establishment of a convenient and cost effective electric vehicle infrastructure. By 2012 an
estimated 10 to 12 models of highway capable electric vehicles will be available to consumers. Electrical
vehicle infrastructure is necessary to serve this growing consumer base and HB 1481 recognizes this need by
requiring local governments to allow electrical vehicle infrastructure.
Additionally, to create a consistent regulatory framework that would help the EV industry grow across
Washington State, the legislature required the Puget Sound Regional Council (PSRC) and Department of
Commerce to develop guidance for local governments. These agencies issued EV Infrastructure Model
MD Page 1 of 3 10/21/2010
H:\Electrical Vehicle Infrastructure\Planning Commission staff report-10-28-10.DOC
6300 Southcenter Boulevard, Suite #100 • Tukwila, Washington 98188 • Phone 206-431-3670 • Fax: 206-431-3665
Guidance in July 2010, following a cooperative research and development effort involving numerous agencies
and stakeholders. The full text of the model ordinance and regulations may be found on the PSRC web site at
http://www.psrc.org/transportation/ev/model-guidance .
Using information from the Model regulations, staff is preparing code amendments in order to comply with the
mandate.
DISCUSSION
The model development regulations and guidance are written so that individual sections can be tailored to the
particular needs and characteristics of a community, while still providing for cross —jurisdictional consistency
for some standards (e.g. signage).
At a minimum Tukwila must adopt definitions relating to EV infrastructure, and specify in what zones such
infrastructure is allowed and under what conditions, if any. Additional regulations are recommended in the
Model Guidance in order to ensure usable and effective infrastructure.
Electrical Vehicle infrastructure includes three types of charging stations, summarized below in Table 1. A
"Level 1" charging station is similar to a standard power outlet in your home and will fully charge a depleted
EV battery in 16-24 hours. A "Level 2" charging station is similar to a dedicated outlet for a dryer or electric
oven, and will charge a depleted battery in 4-6 hours. A "Level 3" or "Rapid charging station" requires special
equipment and infrastructure from the utility provider, similar to the power supply need to run a ski area
chairlift. A rapid charging station would most likely be used commercially and is not recommended for private
residential use, but is capable of charging a depleted battery in an hour or less.
Table 1. Charging Station Types
Level
Volts
Amps
Charge time
Similar to:
Level 1
120
15-20
16-24 hours
Wall outlet in home
Level 2
240
40
4-6 hours
Dedicated dryer or oven outlet
Level 3
480
60+
<1 hour
Ski area chairlift
PROPOSED CHANGES
Staff is proposing the following amendments to Tukwila Municipal Code (TMC) to comply with House Bill
1481:
MD
1. Adding several definitions to the Zoning Code Chapterl 8.06 to identify the types of EV
infrastructure. These would include definition of an electric vehicle; electrical vehicle charging
station; different types of charging stations including rapid charging station and electric vehicle
parking space.
Page 2 of 3 10/21/2010
2. Amending Tukwila Municipal Code Title 9 Vehicles and Traffic section to authorize enforcement
for non -electric vehicles that park in electric vehicle charging station spaces or for electric vehicles
parked out of compliance with posted days and hours of charging operation. These regulations
would be only for publicly owned and or operated parking areas.
3. Amending Zoning Code Chapter 18.50 Supplemental Development Regulations to allow electrical
vehicle infrastructure as a use in all commercial and industrial zones. Per HB 1481 local
governments shall at a minimum allow EV infrastructure as a permitted use in all areas not zoned for
residential, resource uses or critical areas. The different policy options for Tukwila are:
a) Allow EV infrastructure only in commercial and industrial zones; or
b) Allow EV infrastructure as a permitted use in all commercial and industrial zones that currently
allow vehicle service stations; and allow it only as an accessory use in all other commercial and
industrial zones; and
c) In addition to option a) or b) listed above allow Level 1 and Level 2 charging stations in all
residential zones as an accessory use; or
d) Allow all types of EV infrastructure in all residential, commercial and industrial zones.
Staff recommends allowing Level 1 and Level 2 charging stations in all residential zones as an
accessory use and as a permitted use in all commercial and industrial zones. Also, allow Level 3
charging stations in all zones that currently allow gas stations, which are NCC, RC, RCM, TUC,
C/LI, LI, HI, MIC/L, MIC/H, TVS, and TSO.
4. Amending Zoning Code Chapter 18.56 Off Street Parking and Loading Regulations to allow an EV
charging station space to be included in the calculation for minimum required parking spaces;
require notification and signage for EV parking spaces; and provide guidance related to accessible
use of EV charging station for all users.
5. When a local jurisdiction chooses to install EV charging station in publicly owned and/or operated
parking areas (on street, municipal garages, park-and-ride lots, etc) there should be some regulations
related size and location of the EV charging station and directional signage to direct the general
public to those areas. Due to lack of on -street parking and public municipal garage staff is not
proposing any such amendments at this time.
6. Amending TMC Title 21 State Environmental Policy Act to add reference to RCW 43.21.C.410, so
that EV Infrastructure is added to the Categorical Exemptions list.
REQUESTED ACTION
Hold the public hearing on the proposed changes and forward the proposed changes to the City Council for
adoption.
MD
Page 3 of 3 10/21/2010
Attachment A
Proposed Code Amendments to the Tukwila Municipal Code
I. Title 18 Chapter 18.06 Definitions
"Battery charging station" means an electrical component assembly or cluster of
component assemblies designed specifically to charge batteries within electric vehicles,
which meet or exceed any standards, codes, and regulations set forth by chapter 19.28
RCW and consistent with rules adopted under RCW 19.27.540.
"Battery exchange station" means a fully automated facility that will enable an electric
vehicle with a swappable battery to enter a drive lane and exchange the depleted battery
with a fully charged battery through a fully automated process, which meets or exceeds
any standards, codes, and regulations set forth by chapter 19.27 RCW and consistent with
rules adopted under RCW 19.27.540.
"Charging levels" means the standardized indicators of electrical force, or voltage, at
which an electric vehicle's battery is recharged. The terms 1, 2, and 3 are the most
common EV charging levels, and include the following specifications:
• Level 1 is considered slow charging.
• Level 2 is considered medium charging.
• Level 3 is considered fast or rapid charging.
"Electric vehicle" means any vehicle that operates, either partially or exclusively, on
electrical energy from the grid, or an off -board source, that is stored on -board for motive
purpose. "Electric vehicle" includes: (1) a battery electric vehicle; (2) a plug-in hybrid
electric vehicle; (3) a neighborhood electric vehicle; and (4) a medium -speed electric
vehicle.
"Electric vehicle charging station" means a public or private parking space that is
served by battery charging station equipment that has as its primary purpose the transfer
of electric energy (by conductive or inductive means) to a battery or other energy storage
device in an electric vehicle. An electric vehicle charging station equipped with Level 1
or Level 2 charging equipment is permitted outright as an accessory use to any principal
use.
"Electric vehicle charging station — restricted" means an electric vehicle charging
station that is (1) privately owned and restricted access (e.g., single-family home,
executive parking, designated employee parking) or (2) publicly owned and restricted
(e.g., fleet parking with no access to the general public).
"Electric vehicle charging station — public" means an electric vehicle charging station
that is (1) publicly owned and publicly available (e.g., Park & Ride parking, public
library parking lot, on -street parking) or (2) privately owned and publicly available (e.g.,
shopping center parking, non -reserved parking in multi -family parking lots).
"Electric vehicle infrastructure" means structures, machinery, and equipment
necessary and integral to support an electric vehicle, including battery charging stations,
rapid charging stations, and battery exchange stations.
MD Page 1 of 5 10-21-10
W:\Code Amendments\Electric Vehicle Regs\Proposed Code Amendments.doc
Attachment A
"Electric vehicle parking space" means any marked parking space that identifies the
use to be exclusively for the parking of an electric vehicle.
"Rapid charging station" means an industrial grade electrical outlet that allows for
faster recharging of electric vehicle batteries through higher power levels and that meets
or exceeds any standards, codes, and regulations set forth by chapter 19.28 RCW and
consistent with rules adopted under RCW 19.27.540.
II. Title 9 Chapter 9.28 Miscellaneous Regulations
9.28.037 Electric Vehicle parking. This section provides regulations for enforcement
of non -electric vehicles that park in electric vehicle charging station spaces or for
electric vehicles parked out of compliance with posted days and hours of charging
operation. These regulations are only for electric vehicle charging station spaces
located in publicly owned and/or operated parking areas (e.g., on -street parking,
municipal garages, park-and-ride lots, etc.). Signage for enforcement is included in
Title 18 Chapter18.56 Off Street Parking and Loading Regulations.
A. Electric vehicle charging stations are reserved for parking and charging electric
vehicles only.
B. Electric vehicles may be parked in any space designated for public parking, subject to
the restrictions that would apply to any other vehicle that would park in that space.
C. When a sign authorized under TMC 18.56 provides notice that a space is a designated
electric vehicle charging station, no person shall park or stand any non -electric vehicle in
a designated electric vehicle charging station space. Any non -electric vehicle is subject to
fine or removal.
D. Any electric vehicle in any designated electric vehicle charging station space and not
electrically charging or parked beyond the days and hours designated on regulatory signs
posted at or near the space, shall be subject to a fine and/or removal. For purposes of this
subsection, "charging" means an electric vehicle is parked at an electric vehicle charging
station and is connected to the charging station equipment.
E. Upon adoption by the City of Tukwila, the City engineer shall cause appropriate signs
and marking to be placed in and around electric vehicle charging station spaces,
indicating prominently thereon the parking regulations. The signs shall define time limits
and hours of operation, as applicable, shall state that the parking space is reserved for
charging electric vehicles and that an electric vehicle may only park in the space for
charging purposes. Violators are subject to a fine and/or removal of their vehicle.
F. Violations of this section shall be punishable as infractions. Punishment shall be by a
fine not to exceed the fine prescribed in accordance with TMC Section 9.28.040. Each
day such violation is committed shall constitute a separate offense and shall be
punishable as such.
MD Page 2 of 5
W:\Code_Amendments\Electric Vehicle Regs\Proposed Code Amendments.doc
10-21-10
Attachment A
G. In addition to a fine, a vehicle left parked or standing upon a street, alley, or Tukwila
parking lot or garage in a space appropriately marked and posted in violation of this
article is subject to being removed from the street, alley, or Tukwila parking lot or garage
by any commissioned police officer or Tukwila Police Department volunteer authorized
by the police chief or other designated law official in the manner and subject to the
requirements of the TMC Section 9.20.090.
III. Title 18 Chapter 18.50 Supplemental Development
Regulations
18.50.140: Level 1 and Level 2 charging stations are allowed as an accessory use in the
predominantly residential zones, LDR, MDR and HDR. Level 1 and Level 2 charging
stations are allowed as a permitted use in all other zones. Level 3 charging station, battery
exchange stations and rapid charging stations are allowed as a permitted use in all zones
that allow other automotive services such as gas stations.
IV. Title 18 Chapter 18.56 Off Street Parking and Loading
Regulations
18.56.135: Electric Vehicle Charging Station Spaces
A. Purpose. For all parking lots or garages, except those that include restricted electric
vehicle charging stations.
B. Number. No minimum number of charging station spaces is required.
C. Minimum Parking Requirements. An electric vehicle charging station space may be
included in the calculation for minimum required parking spaces that are required
pursuant to other sections of this chapter.
D. Location and Design Criteria. The provision of electric vehicle parking will vary
based on the design and use of the primary parking lot. The following required and
additional locational and design criteria are provided in recognition of the various
parking lot layout options.
1. Where provided, parking for electric vehicle charging purposes is required to
include the following:
a. Signage. Each charging station space shall be posted with signage indicating the
space is only for electric vehicle charging purposes. Days and hours of
operations shall be included if time limits or tow away provisions are to be
enforced. Refer to Manual on Uniform Traffic Control Devices for electric
vehicle and parking signs. See the following diagram for examples of signage
and appropriate sizes:
MD Page 3 of 5
W:\Code Amendments\Electric Vehicle Regs\Proposed Code Amendments.doc
10-21-10
ELECTRIC
VEHICLE
CHARGING
STATION
12"x12"
EXCEPT FOR
ELECTRIC
VEHICLE
CHARGING
12"x18"
Attachment A
HOUR
CHARGING
7AM TO 6pM
12"xl 8"
b. Maintenance. Charging station equipment shall be maintained in all respects,
including the functioning of the charging equipment. A phone number or other
contact information shall be provided on the charging station equipment for
reporting when the equipment is not functioning or other problems are
encountered.
c. Accessibility. Where charging station equipment is provided within an adjacent
pedestrian circulation area, such as a sidewalk or accessible route to the building
entrance, the charging equipment shall be located so as not to interfere with
accessibility requirements of WAC 51-50-005.
d. Lighting. Where charging station equipment is installed, adequate site lighting
shall exist, unless charging is allowed during daytime hours only.
2. Parking for electric vehicles should also consider the following:
a. Notification. Information on the charging station, identifying voltage and
amperage levels and any time of use, fees, or safety information.
b. Signage. Installation of directional signs at the parking lot entrance and at
appropriate decision points to effectively guide motorists to the charging station
space(s). Refer to the Manual on Uniform Traffic Control Devices for electric
vehicle and directional signs. See the following diagram for examples of signage
and appropriate sizes:
MD Page 4 of 5
W:\Code_Amendments\Electric Vehicle Regs\Proposed Code Amendments.doc
10-21-10
ELECTRIC
VEHICLE
CHARGING
STATION
12"12"
12"x 6"
Attachment A
12"x12"
V. TMC Title 21 Environmental Regulations
12"x6"
21.04.080 Categorical exemptions and threshold determinations - Adoption by
reference
The City adopts the following sections of WAC Chapter 197-11 and RCW 43.21C.410,
as now existing or as may be amended hereafter, by reference as supplemented in this
chapter:
197-11-300 Purpose of this part
197-11-305 Categorical exemptions
197-11-310 Threshold determination required
197-11-315 Environmental checklist
197-11-330 Threshold determination process
197-11-335 Additional information
197-11-340 Determination of Non -Significance (DNS)
197-11-350 Mitigated DNS
197-11-355 Optional DNS process
197-11-360 Determination of Significance
(DS)/initiation of scoping
197-11-390 Effect of threshold determination
RCW 43.21C.410 Battery charging and exchange station installation
MD Page 5 of 5 10-21-10
W:\Code_Amendments\Electric Vehicle Regs\Proposed Code Amendments.doc
Attachment B
Simply smarter.
Level 2 Pedestal EVSE
Simply Smart Pedestal Design
Electric Vehicle Supply Equipment (EVSE) provides convenient means
to charge electric vehicles. Level 2 charging (240 volt AC input) is the
primary and preferred method for charging in residential and public
locations. The ECOtality design provides intelligent, user-friendly
features to easily and safely charge electric vehicles
Benefits of ECOtality's Unique
Binary Design
• Dramatic, timeless, stylish appearance
• Ease of installation
• Specified advertising space on pedestal
• Convenient cable management for long reach and storage
between uses
• Connector holster for protection and storage
• Intuitive connector docking
• Selective height design for convenient compliance with
ADA requirements
• 360° beacon light for easy wayfinding
J1772 Standard EV Connector
The SAE 11772 is the standard for electric vehicle charging in
the United States.
• Ergonomic design
• Prevents accidental disconnection
• Grounded pole - first to make contact, last to break contact
• Designed for over 10,000 cycles
• Can withstand being driven over by a vehicle
• Safe in wet or dry use
Energy Meter
• Internal meter to monitor energy and demand usage
• Supports energy usage data evaluation
• Supports electric utility EV billing when certified to ANSI
12.20 and IEC standards
Touch Screen
• Convenient, user-friendly touch screen display
• Charge status and statistics
• Find charging stations
• Status messages delivered to user's smart phone
bink
Proven technology and reliable safety tality
Features
• Charge circuit interruption device (CCID) with automatic test
• Ground monitoring circuit
• Nuisance -tripping avoidance and auto re -closure
• Cold Toad pickup (randomized auto -restart following power outage)
• Certified energy and demand metering
• Wireless IEEE 802.119
• LAN capable
• ZigBee SEP 1.0 capable
• AMI interface capable
• Web -based bi-directional data flow
• Cord management system
ECOtality's Blink Level 2 Electric Vehicle Supply
Equipment (EVSE) Specifications
Input Voltage
Input Phase
Frequency
Input Current
Breaker Size
Output Voltage
Output Phase
Pilot
Connector/Cable
Cable Length
Exterior Dimensions
Temperature Rating
Enclosure
208 VAC to 240 VAC +/- 10%
Single
50/60 Hz
30 Amps (maximum); 12A, 16A, 24A available
40 Amps; settings at 15A/20A/30A available
208 VAC - 240 VAC +/- 10%
Single
SAE J1772 -compliant
SAE J 1772 -compliant; UL -rated at 30A maximum
18 feet (estimated)
Pedestal: 66" H x 20" W x 17" D
-22° F (-30° C) to +122° F (+50° C)
NEMA Type 3R; sun -and -heat -resistant
Additional Features
• Smart Phone Applications for status
charges and notification of completion
or interruption of charge
• Controllable output to support utility
demand response requests
• Revenue systems support
• Multiple input current settings to
conveniently accommodate electric
service capabilities
• Communication systems, multiple modes
of communications including wireless,
cellular, LAN and Zigbee
Safety
• Interlocks with EV drive system so EV
cannot drive when connector is inserted
in vehicle inlet
• De -energizes EVSE if connector and
cable are subjected to strain
• Charge current interrupting device
(CCID) with automatic test feature for
personal protection
• Connector parts are de -energized until
latched in vehicle inlet
• Meets all National Electric Code
requirements
Standards and Certifications
• SAE J1772 compliant
• NEC article 625 electric vehicle
charging system
• UL and ULc to 2594
Simply smarter.
Level 2 Wall Mount Charger
Simply Smart Wali Mount Design
Electric Vehicle Supply Equipment (EVSE) provides the transfer of
electrical energy from the utility to the vehicle. Level 2 charging
(240 volt AC input) is the primary and preferred method for
charging vehicles in residential and commercial facilities. The
ECOtality design provides intelligent user-friendly features to easily
and safely charge electric vehicles.
Benefits of ECOtality's Unique Binary
Wall Mount Design
• Simplifies the installation process
• Convenient configuration for a wide variety of physical layouts
• Easy to use, ADA compliant
• Convenient cable management for long reach and storage
between uses
• Connector holster for protection and storage
• Intuitive connector docking
J1772 Standard EV Connector
The SAE J1772 is the standard for electric vehicle charging in the
United States.
• Ergonomic design
• Prevents accidental disconnection
• Grounded pole - first to make contact, last to break contact
• Designed for over 10,000 cycles
• Can withstand being driven over by a vehicle
• Safe in wet or dry use
Touch Screen
• Convenient, user-friendly touch screen display
• Charge status
• Charge statistics and history
• Easily programmable start/stop timing allows coordination
with electric utility on/off peak time of use rates
• Find charging stations away from home - Not part of the EVSE UI
Energy Meter
• Internal meter to monitor energy and demand usage
• Supports energy usage data evaluation
• Supports electric utility EV billing when certified to ANSI
12.20 and IEC standards
• Tamper -evident seal placed in highly visible location
bink
Proven technology and reliable safety
Features
• Charge circuit interruption device (CCID) with automatic test
• Ground monitoring circuit
• Nuisance -tripping avoidance and auto re -closure
• Cold load pickup (randomized auto -restart following power outage)
• Certified energy and demand metering
• Wireless IEEE 802.112
• LAN capable
• ZigBee SEP 1.0 capable
• AMI interface capable
• Web -based bi-directional data flow
• Cord management system
ECOtality's Blink Level 2 Electric Vehicle Supply
Equipment (EVSE) Specifications
Input Voltage
Input Phase
Frequency
Input Current
Breaker Size
Output Voltage
Output Phase
Pilot
Connector/Cable
Cable Length
Exterior Dimensions
Temperature Rating
Enclosure
Mounting
208 VAC to 240 VAC +/- 10%
Single
50/60 Hz
30 Amps (maximum); 12A, 16A, 24A available
40 Amps; settings at 15A/20A/30A available
208 VAC - 240 VAC +/- 10%
Single
SAE J 1772 -compliant
SAE J1772 -compliant; UL -rated at 30A maximum
18 feet (estimated)
Wall Mount: 18" W x 22" H x 5-9/16" D
Cord Mount: 18" Diameter
-22° F (-30° C) to +122° F (+50° C)
NEMA Type 3R; sun -and -heat -resistant
Wall -mount or pedestal
tality
Additional Features
• Smart Phone Applications for status
charges and notification of completion
or interruption of charge
• Controllable output to support utility
demand response requests
• Multiple input current settings to
conveniently accommodate electric
service capabilities
• Communication systems, multiple modes
of communications including wireless,
cellular, LAN and Zigbee
Safety
• Interlocks with EV drive system so EV
cannot drive when connector is inserted
in vehicle inlet
• De -energizes EVSE if connector and
cable are subjected to strain
• Charge current interrupting device
(CCID) with automatic test feature for
personal protection
• Connector parts are de -energized until
latched in vehicle inlet
• Meets all National Electric Code
requirements
Standards and Certifications
• SAE J1772 compliant
• NEC article 625 electric vehicle
charging system
• UL and ULc to 2594
by Coulomb Technologies
Fueling the Electric Transportation Industry
ChargePoint Networked Charging Stations
CT2000 AND CT2100 FAMILIES
The CT2000 and CT2100 families of ChargePoint® Networked Charging Stations, manufactured by Coulomb
Technologies, are the most advanced, feature -rich networked charging stations available in the North
American market. Combined with the ChargePoint Network Operating System (CPNOS), the ChargePoint
Networked Charging Stations complete a smart charging infrastructure for plug-in electric vehicles called the
ChargePoint® Network.
ChargePoint Networked Charging Stations perform bi-directional energy metering via an embedded
utility -grade electronic meter. The ability to precisely measure and report electricity use enables a
sustainable, flexible business model that meets the needs of drivers, corporations, fleet operators, utility
companies and municipalities. This revenue generating business model includes flexible driver payment
methods tike "free" charging, pay -per -use, by subscription, and by kWh (where allowed).
Networked Charging Stations
In the ChargePoint® Network, each local group of charging stations automatically forms a robust self -healing
Radio Frequency (RF) mesh network managed by a single gateway charging station—a version of the
networked charging stations incorporating an embedded CDMA or GSM cellular modem. Coulomb offers two
families of Level II charging stations:
• CT2000 family: Dedicated networked Level II (208/240V ® 32A) charging via the SAE J1772N connector
standard.
• CT2100 family: Supports simultaneous Level II (208/240V @ 32A) charging via the SAE J17721m connector
standard and Levet I (120V @ 16A) charging via a standard NEMA 5-20R outlet.
Up to 127 charging stations can communicate to and be managed by a single gateway charging station, which,
in turn, uses the local cellular network to communicate with the CPNOS.
ChargePoint Network Operating System
Based on an open, highly secure, standards-based platform the CPNOS is architected to provide the following
functionality for millions of networked charging stations:
• Communication with networked charging stations to provide access control, monitoring, management, and
remote upgrades of individual stations.
• Runs on secure third -party hosted servers.
• Supports multiple Web -based applications that provide a rich set of features and functions for drivers,
municipalities, corporations, installers, fleet operators and utility companies.
• Built on a scalable, industry standard platform: Linux, Apache, MySQL, PHP (LAMP).
Open Access to all Drivers
By virtue of being networked, ChargePoint Networked Charging Stations can be configured to be open to all drivers of electric vehicles without the
need for a "subscription", or a relationship with a local utility, or an owner of that charging station. Drivers can access a ChargePoint Networked
Charging Station by:
• Paying for a single charging session by placing a toll free call to the 24/7 telephone number.
• Becoming a member of the ChargePoint Network by choosing a monthly subscription plan to fit their lifestyle.
• Paying via a smart (RFID) credit/debit card (future)
• Paying via standard credit or debit cards at Remote Payment Stations (RPSs) (future).
Because the architecture is open, members of other charging systems will be able to use their smart cards at any ChargePoint Networked Charging
Station—just as they can roam between cell phone networks.
Networking Capabilities and Benefits
ChargePoint Networked Charging Stations provide many advantages over non -networked charging stations:
• Open charging infrastructure to all drivers, without requiring subscriptions.
• Create a revenue stream to pay for electricity, capital equipment and maintenance.
• Allow drivers to find unoccupied charging stations via Web -enabled cell phones.
• Notify drivers by SMS text or email when charging is complete.
• Authenticate access to eliminate energy theft.
• Authorize energizing to improve safety.
• Enable remote monitoring and diagnostics for superior quality of service.
• Integrate with the Smart Grid for utility load management with future V2G capabilities.
• Enable fleet vehicle management.
CHARG
NORTHWEST
Charge Northwest
Coulomb, Chargepoint Distributors
22322 NE 157th St.
Woodinville, WA 98077
253-265-0919
•
by Coulomb Technologies
Mechanical Drawings
C T 2000 FAM LY
POLE MOUNT (CT2002)
BOLLARD (CT2001)
FEATURES
• Smart card: Open, standards-based RFID provides
authorized network access control preventing
electricity theft, enhancing safety and minimizing
liability.
• Automatic SMS text and/or email notification: Warns
drivers of events and issues, such as when charging is
complete or interrupted.
• High Availability: Real-time remote control monitoring
and management features minimize station downtime
and enable remote start/stop of charging sessions.
• 24/7 ChargePoint Network customer support. Available
via toll-free number.
• Advanced safety features (Level I): Power is not
energized until the driver is authorized, plug is fully
inserted, and the door is locked.
• Locking door (Level I): Retains the charging cord to
prevent theft, and includes auto unlock in case of
power outage.
• Plug -out detect (Level I): Automatically detects if
charging cord has been un -plugged at the vehicle,
de -energizes outlet and optionally notifies driver
(patent pending).
• GFCI: Integral hardware ground -fault protection
circuitry with auto retry minimizes nuisance GFCI
trips.
Ls
by Coulomb Technologies
Mechanical Drawings
0-2100 FAMILY
POLE MOUNT (CT2102)
WALL MOUNT (2103)
FEATURES cont.
• Fast over -current detect at charging station: Minimizes
nuisance breaker trips at service panel.
• Bi-directional, utility -grade power measurement:
Integral power metering circuitry provides accurate
measurement of energy delivered for charging and
allows calculation of Green House Gas savings.
• Wide Area Network Connection - CDMA or GSM: Only
one gateway charging station with cellular modem is
required per local group of charging stations.
• HTTPS and 128 -bit AES encryption: Ensures secure
network communications.
• Integrated RFID Reader: Recognizes and identifies
ChargePoint Network Smart Cards, and authorized
smart cards from other charging systems.
• Future -proofed: Upgrade all firmware remotely via the
network as new capabilities and functionality become
available.
• Electric utility demand-side management:
Communicates via an HTTPS secure link to utility and
third party "Smart Grid" management systems to
provide real-time load shedding of any group of
charging stations.
• Vacuum fluorescent display: Bright and easy -to -read.
BOLLARD (CT2101)
Coulomb Technologies, Inc. reserves the right to alter product offerings and specifications at any time without notice,
and is not responsible for typographical or graphical errors that may appear in this document.
by Coulomb Technologies
Specifications (preliminary)
CT2000 FAMILY
CT2IOO FAMILY
Charging Connection
Level II: SAE J1772'' EV connector on 18' cable
Level II: SAE J1772TM' EV connector on 18' cable
Level I: NEMA 5-20R receptacle
AC Charging Power Output
Level II: 7.7kW (240VAC ® 32A)
Level II: 7.7kW (240VAC ® 32A)
Level I: 1.9kW (120VAC @ 16A)
Supports simultaneous Level I
and Level II charging
AC Power Input
Level II: 32A; Line 1, Line 2, and Earth
(no Neutral) connection, 208VAC or 240VAC
operation
Level II: 32A; Line 1, Line 2, and Earth
(no Neutral) connection, 208VAC or 240VAC
operation
Level I: 16A Line, Neutral, and Earth
connection, 120VAC
Recommended Service Panel Breaker
Level II: Dual -pole 40A breaker on dedicated
circuit
Level II: Dual -pole 40A breaker on dedicated
circuit
Level I: Single 20A breaker on dedicated circuit
Recommended Service Panel GFCI
None. Do not provide GFCI at panel
None. Do not provide GFCI at panel
Integral Hardware GFCI
20mA CCID with auto retry (15 min delay,
3 tries)
20mA CCID with auto retry (15 min delay,
3 tries)
Both Level 1 and Level II outputs
Automatic Plug Out Detection
Level II: Power terminated per SAE J17721m
specification
CPNOS SMS or email notification
Level II: Power terminated per SAE J1772TM'
specification, CPNOS 5MS or email notification
Level I: Auto Power Termination on plug out
at vehicle w/programmable arming and trip
currents (patent pending), CPNOS SMS or
email notification
Power Measurement
1% ® 5 min interval; ANSI C12 0.5% capable
(special order)
1% ® 5 min interval; ANSI C12 0.5% capable
(special order)
Both Level I and Level II outputs
Local Area Network
2.4GHz 802.15.4 dynamic mesh network
Wide Area Network
Commercial CDMA or GPRS cellular data network
Network Communication Protocol
TCP/IP
Network Security
HTTPS; 128 -bit AES Encryption
Maximum Charging Stations per
802.15.4 Radio Group
128
Smart Card Reader
ISO 15693 compliant
Standby Power
5W typ.
Outdoor Rated
NEMA 3 per NEMA250-1997, IP44 per IEC 60529
Safety Compliance
UL Listed; CCID per UL 2231-1 and -2; Meets UL2594; NEC Article 625 Compliant
Surge Protection
6kV @ 3,000A In geographic areas subject to frequent thunderstorms, supplemental surge
protection at the service panel is recommended.
EMI Compliance
FCC Part 15 Class A
Operating Temperature
-30°C to +50°C ambient
Operating Humidity
Up to 95% non -condensing
Terminal Block Temperature Rating
100°C
Approximate Shipping Weights
Bollard (CT2001) 581bs
Pole Mount (CT2002) 401bs
Wall Mount (CT2003) 401bs
Bollard (CT2101) 651bs
Pole Mount (CT2102) 491bs
Wall Mount (CT2103) 511bs
Coulomb Technologies, Inc. - 1692 Dell Ave. - Campbell, CA 95008-6901 USA
408.370.3802 - 877.370.3802 - info®coulombtech.com
www.coulombtech.com - www.mychargepoint.net
Copyright e 2010 Coulomb Technologies, Inc. All rights reserved. CHARGEPOINT is a U.S. registered trademark and service mark of Coulomb Technologies, Inc.
All other products or services mentioned are the trademarks, service marks, registered trademarks or registered service marks of their respective owners. Coulomb Technologies has several patents filed.
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IAAWash ingto no
qt. la t* G.1/.017'444: W114ila+
RCWs > Title 46 > Chapter 46.61 > Section 46.61.723
46.61.720 « 46.61.723 » 46.61.725
RCW 46.61.723
Medium -speed electric vehicles.
(1) Except as provided in subsection (3) of this section, a person may operate a medium -
speed electric vehicle upon a highway of this state having a speed limit of thirty-five miles per
hour or less, or forty-five miles per hour or less as provided in subsection` (4) of this section;
(a) The person does not operate a medium -speed electric vehicle upon state highways
that are listed in chapter 47.17 RCW;
(b) The person does not operate a medium -speed electric vehicle upon a highway of this
state without first having obtained and having in full force and effect a current and proper
vehicle license and display vehicle license number plates in compliance with *chapter 46.16
RCW. The department must track medium -speed electric vehicles in a separate registration
category for reporting purposes;
(c) The person does not operate a medium -speed electric vehicle upon a highway of this
state without first obtaining a valid driver's license issued to Washington residents in
compliance with chapter 46.20 RCW;
(d) The person does not operate a medium -speed electric vehicle subject to registration
under *chapter 46.16 RCW on a highway of this state unless the person is insured under a
motor vehicle liability policy in compliance with chapter 46.30 RCW; and
(e) The person operating a medium -speed electric vehicle does not cross a roadway with
a speed limit in excess of thirty-five miles per hour, or forty-five miles per hour as provided in
subsection (4) of this section, unless the crossing begins and ends on a roadway with a
speed limit of thirty-five miles per hour or less, or forty-five miles per hour or less as provided
in subsection (4) of this section, and occurs at an intersection of approximately ninety
degrees, except that the operator of a medium -speed electric vehicle must not cross an
uncontrolled intersection of streets and highways that are part of the state highway system
subject to Title 47 RCW unless that intersection has been authorized by local authorities
under subsection (3) of this section.
(2) Any person who violates this section commits a traffic infraction.
(3) This section does not prevent local authorities, with respect to streets and highways
under their jurisdiction and within the reasonable exercise of their police power, from
regulating the operation of medium -speed electric vehicles on streets and highways under
their jurisdiction by resolution or ordinance of the governing body, if the regulation is
consistent with this title, except that:
(a) Local authorities may not authorize the operation of medium -speed electric vehicles on
streets and highways that are part of the state highway system subject to Title 47 RCW;
(b) Local authorities may not prohibit the operation of medium -speed electric vehicles
upon highways of this state having a speed limit of thirty-five miles per hour or less; and
(c) Local authorities may not establish requirements for the registration and licensing of
medium -speed electric vehicles.
(4) In counties consisting of islands whose only connection to the mainland are ferry
routes, a person may operate a medium -speed electric vehicle upon a highway of this state
having a speed limit of forty-five miles per hour or less. A person operating a medium -speed
electric vehicle as authorized under this subsection must not cross a roadway with a speed
limit in excess of forty-five miles per hour, unless the crossing begins and ends on a roadway
with a speed limit of forty-five miles per hour or less and occurs at an intersection of
approximately ninety degrees, except that the operator of a medium -speed electric vehicle
must not cross an uncontrolled intersection of streets and highways that are part of the state
highway system subject to Title 47 RCW unless that intersection has been authorized by
local authorities under subsection (3) of this section.
(5) Accidents must be recorded and tracked in compliance with chapter 46.52 RCW. An
accident report must indicate and be tracked separately when any of the vehicles involved
are a medium -speed electric vehicle.
[2010c144§2;2007c510§31
Notes:
*Reviser's note: Although directed to be recodified within chapter 46.16 RCW
pursuant to chapter 161, Laws of 2010, a majority of chapter 46.16 RCW was
recodified under chapter 46.16A RCW pursuant to RCW 1.08.015 (2)(k) and (3).
Effective date -- 2007 c 510: See note following RCW 46.04.320.
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it Civic Education
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Access
1►1Washingtone
6".tccixl Slab GGvarnmanl WOCa171
RCWs > Title 46 > Chapter 46.61 > Section 46.61.725
46.61.723 « 46.61.725 » 46.61.730
RCW 46.61.725
Neighborhood electric vehicles.
(1) Absent prohibition by local authorities authorized under this section and except as
prohibited elsewhere in this section, a person may operate a neighborhood electric vehicle
upon a highway of this state having a speed limit of thirty-five miles per hour or less, or forty-
five miles per hour or less as provided in subsection (4) of this section, if:
(a) The person does not operate a neighborhood electric vehicle upon state highways that
are listed in chapter 47.17 RCW;
(b) The person does not operate a neighborhood electric vehicle upon a highway of this
state without first having obtained and having in full force and effect a current and proper
vehicle license and display vehicle license number plates in compliance with *chapter 46.16
RCW. The department must track neighborhood electric vehicles in a separate registration
category for reporting purposes;
(c) The person does not operate a neighborhood electric vehicle upon a highway of this
state without first obtaining a valid driver's license issued to Washington residents in
compliance with chapter 46.20 RCW;
(d) The person does not operate a neighborhood electric vehicle subject to registration
under *chapter 46.16 RCW on a highway of this state unless the person is insured under a
motor vehicle liability policy in compliance with chapter 46.30 RCW; and
(e) The person operating a neighborhood electric vehicle does not cross a roadway with a
speed limit in excess of thirty-five miles per hour, or forty-five miles per hour as provided in
subsection (4) of this section, unless the crossing begins and ends on a roadway with a
speed limit of thirty-five miles per hour or less, or forty-five miles per hour or less as provided
in subsection (4) of this section, and occurs at an intersection of approximately ninety
degrees, except that the operator of a neighborhood electric vehicle must not cross an
uncontrolled intersection of streets and highways that are part of the state highway system
subject to Title 47 RCW unless that intersection has been authorized by local authorities
provided elsewhere in this section.
(2) Any person who violates this section commits a traffic infraction.
(3) This section does not prevent local authorities, with respect to streets and highways
under their jurisdiction and within the reasonable exercise of their police power, from
regulating the operation of neighborhood electric vehicles on streets and highways under
their jurisdiction by resolution or ordinance of the governing body, if the regulation is
consistent with the provisions of this title, except that:
(a) Local authorities may not authorize the operation of neighborhood electric vehicles on
streets and highways that are part of the state highway system subject to the provisions of
Title 47 RCW;
(b) Local authorities may not prohibit the operation of neighborhood electric vehicles upon
highways of this state having a speed limit of twenty-five miles per hour or less; and
(c) Local authorities are prohibited from establishing any requirements for the registration
and licensing of neighborhood electric vehicles.
(4) In counties consisting of islands whose only connection to the mainland are ferry
routes, a person may operate a neighborhood electric vehicle upon a highway of this state
having a speed limit of forty-five miles per hour or less. A person operating a neighborhood
electric vehicle as authorized under this subsection must not cross a roadway with a speed
limit in excess of forty-five miles per hour, unless the crossing begins and ends on a roadway
with a speed limit of forty-five miles per hour or less and occurs at an intersection of
approximately ninety degrees, except that the operator of a neighborhood electric vehicle
must not cross an uncontrolled intersection of streets and highways that are part of the state
highway system subject to Title 47 RCW unless that intersection has been authorized by
local authorities under subsection (3) of this section.
(5) Accidents must be recorded and tracked in compliance with chapter 46.52 RCW. An
accident report must indicate and be tracked separately when any of the vehicles involved
are a neighborhood electric vehicle.
[2010 c 144 § 3; 2003 c 353 § 3.]
Notes:
*Reviser's note: Although directed to be recodified within chapter 46.16 RCW
pursuant to chapter 161, Laws of 2010, a majority of chapter 46.16 RCW was
recodified under chapter 46.16A RCW pursuant to RCW 1.08.015 (2)(k) and (3).
Effective date -- 2003 c 353: See note following RCW 46.04.320.
Department of Community Development
Planning Commission hearing
October 28, 2010
Electrical Vehicle Infrastructure Code
EV Infrastructure
• HB 1481 Laws of 2009 Regarding Electric
Vehicles- Codified in the GMA as RCW
36.70A.695.
• All cities and counties "must allow electric vehicle
infrastructure (or battery charging stations) as a use in all
areas except those zoned for residential or resource use or
critical areas."
• Purpose: encourage the transition to electric vehicle use and
expedite the establishment of cost effective EV
infrastructure.
• Create a consistent regulatory framework that would help
the EV industry grow across Washington State.
EV Infrastructure
For all areas except those zoned for residential,
resource use or critical areas:
• July 2010 -Allow EV Infrastucture
Cities: Arrington, Bellevue, Bothell Des Moines.. DuPont, Everett.
Federal Way, Fife, Issaquah, Kent, Kirkland. Lacey, Lakewood. Lynnwood,
°Inc. area Marysville, Mercer Island, Milton, Mountlake Tenace. Otympia. Redmond,
mile butler
Renton. Sea Tac: Seattle, Shoreline, Tacoma, Tumwater
Counties: fang. Pierce, Snohomish, and Thurston.within a one -mile
buffer of 1-5 1-405, SR 520 and 1-90
July 2011 -Allow EV Infrastucture
Cities: Ali cities in King, Pierce, Snohomish and Thurston counties
unmc. area adiacent to 1-5, 1-90, 1-405 and SR -520 under 20.000 population.
I Inde butler and all cities In the rest of the state adjacent to I-5 and 1-90.
Counties: Adams. Clerk, Cowlitz. Grant. Matas, Levis, Lincoln. Skagit.
"---1
Spokane and Whatcom, within a 1 mile buffer of 1-5 and 1-90
I-
i July 2011 -Allow Battery Charging Stations
T--=-- .J Remainder of cities and county unincorporated areas
dries counties In Washington State
cities
cues
EV Infrastructure
EVI Model Ordinance -
July 2010 Model Ordinance
includes: Model ordinance
language, guidance, and
example code sections
including Definitions,
Vehicles and Traffic, Zoning,
Streets, Sidewalks, Public
Places, etc.
Electric Vehicle Infra
EV infrastructure
The model development regulations and
guidance are written so that individual
sections can be tailored to the particular
needs and characteristics of a community,
while still providing cross jurisdictional
consistency for some standards.
����IILA{y��
ti
y EV infrastructure
90
At a minimum Tukwila must adopt:
• Definitions related to EV infrastructure
• Specify in what zones to allow it and
under what conditions
• Additional regulations to ensure usable
and effective infrastructure.
EV infrastructure
roposed Amendments:
1. Definitions of various types of infrastructure.
2. Enforcement of electric vehicle public parking spaces.
3. Allowing Level 1 and Level 2 charging stations as an
• Accessory use in LDR, MDR and HDR zones.
• Permitted use in all other zones
4. Allowing Level 3 charging stations, battery exchange stations and rapid
charging stations in all zones that currently allow gas stations -NCC, RC,
RCM, TUC, C/LI, LI, HI, MIC/L, MIC/H, TVS and TSO.
5. Amendments to parking chapter to allow EV parking to be counted towards
minimum parking requirements and have locational, signage, accessibliity
and lighting standards.
6. Add State Law reference related to exemptions to SEPA chapter.
EV infrastructure
• Questions:
What do battery exchange stations look like?
In addition to allowing EV infrastructure should the city
require it?
Can a single charging station serve more than one car?
Any Fire Department concerns?
Is the gas station model appropriate for rapid charging
station that takes one hour to charge?
Are we regulating devices rather than use or activity?
Are these stations purely powered by the power grid?
Can we learn anything from SeaTac's proposed changes?
EV infrastructure
Any other questions??
4
J
From:
To:
Date: 10/26/2010 2:06 PM
Subject: Commissioner Peterson thoughts/comments on L10-068
CC:
Minnie,
as usual, just sharing some thoughts on my mind so staff has time to think about responses or
get me back on track at the meeting, so no formal email response required prior to the
meeting.
1) Proposed TMC 18.50.140 allows "battery exchange stations" in the same places as gas
stations. Is the assumption that these sites operate like a gas station and the use is similar
(same impacts)? From the proposed 18.06 definition for these exchange stations, its not clear
what one of these sites looks like or how it operates. Is it like a Jiffy Lube where you queue
your car up in a external line where your car pulls into a enclosed building for the battery pack
swap that takes 10-15 minutes, a automated car wash like assembly line in a enclosed
building, or a open parking lot where a OSHA approved robot swaps the battery out (see TMC
18.22.020.2.c and TMC 18.22.020.7.g for typical language about where work can be done
today)? Are the batteries stored inside for charging or outside like some of those
small propane tank exchange cages you see at some stores (visual eyesore)? Will repair of
damaged batteries be allowed at these sites? If a battery that is swapped is at the end of it's
life -cycle, will there be delivery of replacement batteries to the inventory as well as haul away
services at the site (thinking about traffic mitigation and loading dock orientation on sites)? Will
these sites not only sell replacements, but offer upgrades to batteries with same form factor,
but higher performance (larger storage capacity and/or energy delivery rate), which would
require showroom/retail space (possibly need parking)?
2) It's one thing to allow the electric vehicle infrastructure, but I'm wondering why we aren't
going the next step, which is to require it? It would seem that designing in the provisions for a
Level 2 charging station (electrical service line sizing, circuit breaker service panel sizing, pre-
installed dedicated 240 volt outlet/circuit, etc) would be of minimal cost at initial build time (not
to mention could be financed as part of initial construction) versus a potentially impassable
barrier to retrofit later. A single family residence may have design margin and/or be able to
manage household power usage to accommodate charging time, but a multifamily unit may not
have that same luxury.
3) It isn't clear if it is expected that a single charging station services one or many parking
spaces. I'm thinking of the case where a employer or store desires to provide limited charging
capacity (a single L3 line due to physical limitations or desire to minimize initial offering to "test
the waters"), but clusters 2 or more parking stalls within reach of the machine with the
understanding that a employee or shopper may wish to check back to see if the power cord is
available at breaks without the need to move their car to or from one of the spots. Should we
account for this type of clustering?
4) With regard to proposed 18.56.135.C, even if we decide against a minimum number of
stations (see comment 2 above), I'd like us to think about incentivising installation of these
charging stations by providing a multiplication factor that increase by level provided and
possibly by use (something possibly like less for residential, more for employee parking lots,
most for retail, etc).
I"
5) The fire department always seems to be pretty interested in what we are doing these days.
Are you aware of any concerns they have about EV charging (batteries shorting out and
blowing up, electrical fires requiring different suppression methods, failed batteries leaking
hazardous chemicals that need to be contained, etc) that wouldn't already be addressed in
building codes that we would need to add in to our proposed language?
6) Although your table 1 in the staff report shows L3 charging times as less than an hour, I'm
assuming that the transaction time is a order of magnitude more than a typical "fill up" at a gas
station. If true, it would seem like a gas station model of getting in line to take your turn at a
"pump" on a island wouldn't likely work and that the equivalent function would look more like a
parking lot with a sea of asphalt, cars, and charging stations. Do you think these stations
transition by starting to offer a charging stall over by their coin operated airpumps until the gas
pumps go away or do they completely go away as businesses use these stations to attract
shoppers/employees and/or folks approach parking lot owners to do the equivalent with
charging stations that Redbox does for DVD rentals? While my perception is that these aren't
going to be like "service stations" if staff thinks they are (possibly alluded to in staff report page
3 of 3, Proposed Changes #3, last paragraph), why wouldn't we just expand the service station
definition in 18.06.735 as well as automotive service reference (such as 18.22.020.2 and
equivalent for other zones)?
7) As I read about limiting options of L3 to SFR, while it might be impractical for them to do,
maybe there are some folks with mutigenerational family units that could get by with one car
(or at least fewer cars) if they had one of these stations so they could quick charge it and the
cost saved from buying extra vehicles may offset the increased infrastructure demanded by
this type of station. Additionally, I'm not sure I actually care or should be able to prohibit folks
from charging their personal vehicle or a visiting friend's vehicle at their home. If they start
running a service station, I care because that has impacts (traffic, noise, etc). We don't
regulate whether people do laundry in their house, but I'm sure that when it starts to look like a
commercial laundry mat, we do. Whether a electrical cord is being used to charge their EV
battery, their conventional car battery because they left the headlights on and can't start the
car, or it is running a engine block heater to keep the engine block from freezing, I don't think
care. I also don't care which way the energy is running in the cord, be it to charge the vehicle,
or using the vehicle to drive critical house circuits when the grid is down. With all that said,
some of the proposed code seems to read more like we are regulating devices (where a L1
can be versus a L3) versus a use, activity, or form.
8) Is the underlying assumption on these charging stations that they will all be purely powered
by the power grid? Does anything change if somebody wants to "blend" in on site power
generation (goes green with photovoltaic or windmills, has hydrogen delivered for a fuel cells,
generator that runs on natural gas, or ???) or storage capacity (buy at off peak low rates from
power company and then resale later)?
9) At that joint session with the Seatac PC, we found out they had a head start on this EV
stuff. I briefly looked at some of their meeting minutes (noted below), but didn't see anything
that jumped out. Maybe you could get a snapshot of lessons learned and good ideas from
their prior work that we can leverage off of at our meeting.
- 9/21/10 meeting (agenda item 4.B) -->
http://www.ci.seatac.wa.us/Modules/ShowDocument.aspx?documentid=1097
- Archive page (didn't see anything prior in 2010, last minutes were for May) -->
http://www.ci.seatac.wa.us/index.aspx?page=499
,0
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•
TO:
FROM: Jack Pace, DCD Director
DATE: September 20, 2010
City of Tukwila
Jim Haggerton, Mayor
INFORMATIONAL MEMORANDUM
Mayor Haggerton
Community Affairs and Parks Committee
SUBJECT: Electric Vehicle Infrastructure Code Amendments
ISSUE
State legislation has mandated that local governments allow electric vehicle (EV) infrastructure
as a permitted use in all areas not zoned for residential, resource uses or critical areas. Tukwila's
deadline for adopting these changes is July 1, 2011.
BACKGROUND
In 2009 the Washington State Legislature passed and the Governor signed into law House Bill
1481 an Act relating to electric vehicles. The purpose of the law is to encourage the transition to
electric vehicle use and to expedite the establishment of a convenient and cost effective electric
vehicle infrastructure. By 2012 an estimated 10 to 12 models of highway capable electric
vehicles will be available to consumers. Electrical vehicle infrastructure is necessary to serve this
growing consumer base and HB 1481 recognizes this need by requiring local governments to
allow electrical vehicle infrastructure.
Additionally, to create a consistent regulatory framework that would help the EV industry grow
across Washington State, the legislature required the Puget Sound Regional Council (PSRC) and
Department of Commerce to develop guidance for local governments. These agencies issued EV
Infrastructure Model Guidance in July 2010, following a cooperative research and development
effort involving numerous agencies and stakeholders. The full text of the model ordinance and
regulations may be found on the PSRC web site at http://www.psrc.org/transportation/ev/model-
guidance .
Using information from the Model regulations, staff is preparing a Zoning Code Amendment in
order to comply with the mandate.
DISCUSSION
The model development regulations and guidance are written so that individual sections can be
tailored to the particular needs and characteristics of a community, while still providing for cross
—jurisdictional consistency for some standards (e.g. signage).
At a minimum Tukwila must adopt definitions relating to EV infrastructure, and specify in what
zones such infrastructure is allowed and under what conditions, if any. Additional regulations are
recommended in the Model Guidance in order to ensure usable and effective infrastructure.
INFORMATIONAL MEMO
Page 2
Electrical Vehicle infrastructure includes three types of charging stations, summarized below in
Table 1. A "Level 1" charging station is similar to a standard power outlet in your home and will
fully charge a depleted EV battery in 16-24 hours. A "Level 2" charging station is similar to a
dedicated outlet for a dryer or electric oven, and will charge a depleted battery in 4-6 hours. A
"Level 3" or "Rapid charging station" requires special equipment and infrastructure from the
utility provider, similar to the power supply need to run a ski area chairlift. A rapid charging
station would most likely be used commercially and is not recommended for private residential
use, but is capable of charging a depleted battery in an hour or less.
Table 1. Charging Station Types
Level
Volts
Amps
Charge time
Similar to:
Level 1
120
15-20
16-24 hours
Wall outlet in home
Level 2
240
40
4-6 hours
Dedicated dryer or oven outlet
Level 3
480
60+
<1 hour
Ski area chairlift
Staff anticipates the following amendments to Tukwila Municipal Code (TMC) to comply with
House Bill 1481:
1. Adding several definitions to the Zoning Code Chapter18.06 to identify the types of
EV infrastructure. These would include definition of an electric vehicle; electrical
vehicle charging station; different types of charging stations including rapid charging
station and electric vehicle parking space.
2. Amending Tukwila Municipal Code Title 9 Vehicles and Traffic section to authorize
enforcement for non -electric vehicles that park in electric vehicle charging station
spaces or for electric vehicles parked out of compliance with posted days and hours of
charging operation. These regulations would be only for publicly owned and or
operated parking areas.
3. Amending Zoning Code Chapter 18.50 Supplemental Development Regulations to
allow electrical vehicle infrastructure as a use in all commercial and industrial zones.
Per HB 1481 local governments shall at a minimum allow EV infrastructure as a
permitted use in all areas not zoned for residential, resource uses or critical areas. The
different policy options for Tukwila are:
a) Allow EV infrastructure only in commercial and industrial zones; or
b) Allow EV infrastructure as a permitted use in all commercial and industrial zones
that currently allow vehicle service stations; and allow it only as an accessory use
in all other commercial and industrial zones; and
c) In addition to option a) or b) listed above allow Level 1 and Level 2 charging
stations in all residential zones as an accessory use; or
d) Allow all types of EV infrastructure in all residential, commercial and industrial
zones.
4. Amending Zoning Code Chapter 18.56 Off Street Parking and Loading Regulations
to allow an EV charging station space to be included in the calculation for minimum
MD Page 2 of 3 09/17/2010
H:\Electrical Vehicle Infrastructure\CAP_Memo 9-27-101.doc
INFORMATIONAL MEMO
Page 3
required parking spaces; require notification and signage for EV parking spaces; and
provide guidance related to accessible use of EV charging station for all users.
5. Amending TMC Title 21 State Environmental Policy Act to add reference to RCW
43.21.C.410, so that EV Infrastructure is added to the Categorical Exemptions list.
RECOMMENDATION
Staff recommends that the Community Affairs and Parks Committee forward this item to the
Planning Commission for review and a public hearing. Staff would then return to the Committee
with the Planning Commission's recommendations and a draft ordinance.
MD Page 3 of 3 09/17/2010
H:\Electrical Vehicle Infrastructure\CAP_Memo 9-27-101.doc
SEPA
CITY OF TUKWILA ENVIRONMENTAL
Department of Community Development REVIEW
6300 Southcenter Boulevard, Tukwila, WA
98188
Telephone: (206) 431-3670 FAX (206) 431-
3665
E-mail: tuk • lanaci.tukwila.wa.us
APPLICATION
NAME OF PROJECT/DEVELOPMENT:
rej.A.W kAfrr-t-SfylA_CillWe- AAA/Lcanzi
LOCATION OF PROJECT/DEVELOPMENT: Give street address or, if vacant, indicate lot(s), block
and subdivision, access street, and nearest intersection.
-,r1 - wtbC
LIST ALL TAX LOT NUMBERS (this information may be found on your tax statement).
DEVELOPMENT COORDINATOR :
The individual who:
• has decision making authority on behalf of the owner/applicant in meetings with City staff,
• has full responsibility for identifying and satisfying all relevant and sometimes overlapping
development standards, and
• is the primary contact with the City to whom all notices and reports will be sent.
Name: 1111 l N N I E bl'zl tri/
Address: B9):c° 5 YkXIA- t/), ac,z_ 1 w
Phone: 6 —Cf (^ 3 6 (SCC FAX:
E-mail:
Signature. Date: 1 o I tiIVO \ O
H:\Electrical Vehicle Infrastructure\SEPA checklist.doc
FOR STAFF USE ONLY Permits Plus TYPE P-SEPA
Planner: A4 i (
,.„, ,.,St
File Number: El 0 — p i .9
Application Complete
(Date:
)
Project File Number: PL 1 o -- o c--1!,
Application Incomplete
(Date:
)
Other File Numbers: L (O — O G
NAME OF PROJECT/DEVELOPMENT:
rej.A.W kAfrr-t-SfylA_CillWe- AAA/Lcanzi
LOCATION OF PROJECT/DEVELOPMENT: Give street address or, if vacant, indicate lot(s), block
and subdivision, access street, and nearest intersection.
-,r1 - wtbC
LIST ALL TAX LOT NUMBERS (this information may be found on your tax statement).
DEVELOPMENT COORDINATOR :
The individual who:
• has decision making authority on behalf of the owner/applicant in meetings with City staff,
• has full responsibility for identifying and satisfying all relevant and sometimes overlapping
development standards, and
• is the primary contact with the City to whom all notices and reports will be sent.
Name: 1111 l N N I E bl'zl tri/
Address: B9):c° 5 YkXIA- t/), ac,z_ 1 w
Phone: 6 —Cf (^ 3 6 (SCC FAX:
E-mail:
Signature. Date: 1 o I tiIVO \ O
H:\Electrical Vehicle Infrastructure\SEPA checklist.doc
Simply smarter.
Level 2 Pedestal EVSE
Simply Smart Pedestal Design
Electric Vehicle Supply Equipment (EVSE) provides convenient means
to charge electric vehicles. Level 2 charging (240 volt AC input) is the
primary and preferred method for charging in residential and public
locations. The ECOtality design provides intelligent, user-friendly
features to easily and safely charge electric vehicles
Benefits of ECOtality's Unique
Binary Design
• Dramatic, timeless, stylish appearance
• Ease of installation
• Specified advertising space on pedestal
• Convenient cable management for long reach and storage
between uses
• Connector holster for protection and storage
• Intuitive connector docking
• Selective height design for convenient compliance with
ADA requirements
• 360° beacon Tight for easy wayfinding
J1772 Standard EV Connector
The SAE J 1772 is the standard for electric vehicle charging in
the United States.
• Ergonomic design
• Prevents accidental disconnection
• Grounded pole - first to make contact, last to break contact
• Designed for over 10,000 cycles
• Can withstand being driven over by a vehicle
• Safe in wet or dry use
Energy Meter
• Internal meter to monitor energy and demand usage
• Supports energy usage data evaluation
• Supports electric utility EV billing when certified to ANSI
12.20 and IEC standards
Touch Screen
• Convenient, user-friendly touch screen display
• Charge status and statistics
• Find charging stations
• Status messages delivered to user's smart phone
bink
Proven technology and reliable safety e '1taIity
Features
• Charge circuit interruption device (CCID) with automatic test
• Ground monitoring circuit
• Nuisance -tripping avoidance and auto re -closure
• Cold load pickup (randomized auto -restart following power outage)
• Certified energy and demand metering
• Wireless IEEE 802.11g
• LAN capable
• ZigBee SEP 1.0 capable
• AMI interface capable
• Web -based bi-directional data flow
• Cord management system
ECOtality's Blink Level 2 Electric Vehicle Supply
Equipment (EVSE) Specifications
Input Voltage
Input Phase
Frequency
Input Current
Breaker Size
Output Voltage
Output Phase
Pilot
Connector/Cable
Cable Length
Exterior Dimensions
Temperature Rating
Enclosure
208 VAC to 240 VAC +/- 10%
Single
50/60 Hz
30 Amps (maximum); 12A, 16A, 24A available
40 Amps; settings at 15A/20A/30A available
208 VAC - 240 VAC +/- 10%
Single
SAE J 1772 -compliant
SAE J1772 -compliant; UL -rated at 30A maximum
18 feet (estimated)
Pedestal: 66" H x 20" W x 17" D
-22° F (-30° C) to +122° F (+50° C)
NEMA Type 3R; sun -and -heat -resistant
Additional Features
• Smart Phone Applications for status
charges and notification of completion
or interruption of charge
• Controllable output to support utility
demand response requests
• Revenue systems support
• Multiple input current settings to
conveniently accommodate electric
service capabilities
• Communication systems, multiple modes
of communications including wireless,
cellular, LAN and Zigbee
Safety
• Interlocks with EV drive system so EV
cannot drive when connector is inserted
in vehicle inlet
• De -energizes EVSE if connector and
cable are subjected to strain
• Charge current interrupting device
(CCID) with automatic test feature for
personal protection
• Connector parts are de -energized until
latched in vehicle inlet
• Meets all National Electric Code
requirements
Standards and Certifications
• SAE J 1772 compliant
• NEC article 625 electric vehicle
charging system
• UL and ULc to 2594
Simply smarter.
Level 2 Wall Mount Charger
Simply Smart Wall Mount Design
Electric Vehicle Supply Equipment (EVSE) provides the transfer of
electrical energy from the utility to the vehicle. Level 2 charging
(240 volt AC input) is the primary and preferred method for
charging vehicles in residential and commercial facilities. The
ECOtality design provides intelligent user-friendly features to easily
and safely charge electric vehicles.
Benefits of ECOtality's Unique Binary
Wall Mount Design
• Simplifies the installation process
• Convenient configuration for a wide variety of physical layouts
• Easy to use, ADA compliant
• Convenient cable management for long reach and storage
between uses
• Connector holster for protection and storage
• Intuitive connector docking
J1772 Standard EV Connector
The SAE J 1772 is the standard for electric vehicle charging in the
United States.
• Ergonomic design
• Prevents accidental disconnection
• Grounded pole - first to make contact, last to break contact
• Designed for over 10,000 cycles
• Can withstand being driven over by a vehicle
• Safe in wet or dry use
Touch Screen
• Convenient, user-friendly touch screen display
• Charge status
• Charge statistics and history
• Easily programmable start/stop timing allows coordination
with electric utility on/off peak time of use rates
• Find charging stations away from home - Not part of the EVSE UI
Energy Meter
• Internal meter to monitor energy and demand usage
• Supports energy usage data evaluation
• Supports electric utility EV billing when certified to ANSI
12.20 and IEC standards
• Tamper -evident seal placed in highly visible location
bink
Proven technology and reliable safety
Features
• Charge circuit interruption device (CCID) with automatic test
• Ground monitoring circuit
• Nuisance -tripping avoidance and auto re -closure
• Cold load pickup (randomized auto -restart following power outage)
• Certified energy and demand metering
• Wireless IEEE 802.11g
• LAN capable
• ZigBee SEP 1.0 capable
• AMI interface capable
• Web -based bi-directional data flow
• Cord management system
ECOtality's Blink Level 2 Electric Vehicle Supply
Equipment (EVSE) Specifications
Input Voltage
Input Phase
Frequency
Input Current
Breaker Size
Output Voltage
Output Phase
Pilot
Connector/Cable
Cable Length
Exterior Dimensions
Temperature Rating
Enclosure
Mounting
208 VAC to 240 VAC +/- 10%
Single
50/60 Hz
30 Amps (maximum); 12A, 16A, 24A available
40 Amps; settings at 15A/20A/30A available
208 VAC - 240 VAC +/- 10%
Single
SAE J1772 -compliant
SAE J1772 -compliant; UL -rated at 30A maximum
18 feet (estimated)
Wall Mount: 18" W x 22" H x 5-9/16" D
Cord Mount: 18" Diameter
-22° F (-30° C) to +122° F (+50° C)
NEMA Type 3R; sun -and -heat -resistant
Wall -mount or pedestal
tality
Additional Features
• Smart Phone Applications for status
charges and notification of completion
or interruption of charge
• Controllable output to support utility
demand response requests
• Multiple input current settings to
conveniently accommodate electric
service capabilities
• Communication systems, multiple modes
of communications including wireless,
cellular, LAN and Zigbee
Safety
• Interlocks with EV drive system so EV
cannot drive when connector is inserted
in vehicle inlet
• De -energizes EVSE if connector and
cable are subjected to strain
• Charge current interrupting device
(CCID) with automatic test feature for
personal protection
• Connector parts are de -energized until
latched in vehicle inlet
• Meets all National Electric Code
requirements
Standards and Certifications
• SAE J1772 compliant
• NEC article 625 electric vehicle
charging system
• UL and Ulc to 2594
ChargeP*int
by Coulomb Technologies
Specifications (preliminary)
CT2000 FAMILY
co ED ••
CT2100 FAMILY
Charging Connection
Level II: SAE J1772'm EV connector on 18' cable
Level II: SAE J1772' EV connector on 18' cable
Level I: NEMA 5-20R receptacle
AC Charging Power Output
Levet II: 7.7kW (240VAC @ 32A)
Level II: 7.7kW (240VAC ® 32A)
Level I: 1.9kW (120VAC ® 16A)
Supports simultaneous Level I
and Level II charging
AC Power Input
Level II: 32A; Line 1, Line 2, and Earth
(no Neutral) connection, 208VAC or 240VAC
operation
Level II: 32A; Line 1, Line 2, and Earth
(no Neutral) connection, 208VAC or 240VAC
operation
Level 1: 16A Line, Neutral, and Earth
connection, 120VAC
Recommended Service Panel Breaker
Level II: Dual -pole 40A breaker on dedicated
circuit
Level II: Dual -pole 40A breaker on dedicated
circuit
Level I: Single 20A breaker on dedicated circuit
Recommended Service Panel GFCI
None. Do not provide GFCI at panel
None. Do not provide GFCI at panel
Integral Hardware GFCI
20mA CCID with auto retry (15 min delay,
3 tries)
20mA CCID with auto retry (15 min delay,
3 tries)
Both Level I and Level II outputs
Automatic Plug Out Detection
Level II: Power terminated per SAE J1772'm
specification
CPNOS SMS or email notification
Level II: Power terminated per SAE J1772TM
specification, CPNOS SMS or email notification
Level I: Auto Power Termination on plug out
at vehicle w/programmable arming and trip
currents (patent pending), CPNOS SMS or
email notification
Power Measurement
1% @ 5 min interval; ANSI C12 0.5% capable
(special order)
1% @ 5 min interval; ANSI C12 0.5% capable
(special order)
Both Level I and Level II outputs
Local Area Network
2.4GHz 802.15.4 dynamic mesh network
Wide Area Network
Commercial CDMA or GPRS cellular data network
Network Communication Protocol
TCP/IP
Network Security
HTTPS; 128 -bit AES Encryption
Maximum Charging Stations per
802.15.4 Radio Group
128
Smart Card Reader
ISO 15693 compliant
Standby Power
5W typ.
Outdoor Rated
NEMA 3 per NEMA250-1997, IP44 per IEC 60529
Safety Compliance
UL Listed; CCID per UL 2231-1 and -2; Meets UL2594; NEC Article 625 Compliant
Surge Protection
6kV ® 3,000A In geographic areas subject to frequent thunderstorms, supplemental surge
protection at the service panel is recommended.
EMI Compliance
FCC Part 15 Class A
Operating Temperature
-30°C to +50°C ambient
Operating Humidity
Up to 95% non -condensing
Terminal Block Temperature Rating
100°C
Approximate Shipping Weights
Bollard (CT2001) 581bs
Pole Mount (CT2002) 401bs
Wall Mount (CT2003) 401bsWall
Bollard (CT2101) 651bs
Pole Mount (CT2102) 491bs
Mount (CT2103) 511bs
Coulomb Technologies, Inc. - 1692 Dell Ave. - Campbell, CA 95008-6901 USA
408.370.3802 - 877.370.3802 - info@coulombtech.com
www.coulombtech.com - www.mychargepoint.net
Copyright ® 2010 Coulomb Technologies, Inc. All rights reserved. CHARGEPOINT is a U.S. registered trademark and service mark of Coulomb Technologies, Inc.
$t Riggy U Ix simian mgOSiDn} Ire the trepemarks, servICC wits, rgistered tretNmirll} or registered service marks of they respective owners. Coulomb Tichnotoles hes several patents Mid.
ChargePint
Coulomb Technologies
by
0 0 0
® •
Fueling the Electric Transportation Industry
ChargePoint Networked Charging Stations
CT2000 AND CT2100 FAMILIES
The CT2000 and CT2100 families of ChargePoint® Networked Charging Stations, manufactured by Coulomb
Technologies, are the most advanced, feature -rich networked charging stations available in the North
American market. Combined with the ChargePoint Network Operating System (CPNOS), the ChargePoint
Networked Charging Stations complete a smart charging infrastructure for plug-in electric vehicles called the
ChargePoint® Network.
ChargePoint Networked Charging Stations perform bi-directional energy metering via an embedded
utility -grade electronic meter. The ability to precisely measure and report electricity use enables a
sustainable, flexible business model that meets the needs of drivers, corporations, fleet operators, utility
companies and municipalities. This revenue generating business model includes flexible driver payment
methods like "free" charging, pay -per -use, by subscription, and by kWh (where allowed).
Networked Charging Stations
In the ChargePoint® Network, each local group of charging stations automatically forms a robust self -healing
Radio Frequency (RF) mesh network managed by a single gateway charging station—a version of the
networked charging stations incorporating an embedded CDMA or GSM cellular modem. Coulomb offers two
families of Level II charging stations:
• CT2000 family: Dedicated networked Level II (208/240V ® 32A) charging via the SAE J1772'm connector
standard.
• CT2100 family: Supports simultaneous Level II (208/240V ® 32A) charging via the SAE J177211" connector
standard and Levet I (120V ® 16A) charging via a standard NEMA 5-20R outlet.
Up to 127 charging stations can communicate to and be managed by a single gateway charging station, which,
in tum, uses the local cellular network to communicate with the CPNOS.
ChargePoint Network Operating System
Based on an open, highly secure, standards-based platform the CPNOS is architected to provide the following
functionality for millions of networked charging stations:
• Communication with networked charging stations to provide access control, monitoring, management, and
remote upgrades of individual stations.
• Runs on secure third -party hosted servers.
• Supports multiple Web -based applications that provide a rich set of features and functions for drivers,
municipalities, corporations, installers, fleet operators and utility companies.
• Built on a scalable, industry standard platform: Linux, Apache, MySQL, PHP (LAMP).
Open Access to all Drivers
By virtue of being networked, ChargePoint Networked Charging Stations can be configured to be open to all drivers of electric vehicles without the
need for a "subscription", or a relationship with a local utility, or an owner of that charging station. Drivers can access a ChargePoint Networked
Charging Station by:
• Paying for a single charging session by placing a toll free call to the 24/7 telephone number.
• Becoming a member of the ChargePoint Network by choosing a monthly subscription plan to fit their lifestyle.
• Paying via a smart (RFID) credit/debit card (future)
• Paying via standard credit or debit cards at Remote Payment Stations (RPSs) (future).
Because the architecture is open, members of other charging systems will be able to use their smart cards at any ChargePoint Networked Charging
Station—just as they can roam between cell phone networks.
Networking Capabilities and Benefits
ChargePoint Networked Charging Stations provide many advantages over non -networked charging stations:
• Open charging infrastructure to all drivers, without requiring subscriptions.
• Create a revenue stream to pay for electricity, capital equipment and maintenance.
• Allow drivers to find unoccupied charging stations via Web -enabled cell phones.
• Notify drivers by SMS text or email when charging is complete.
• Authenticate access to eliminate energy theft.
• Authorize energizing to improve safety.
• Enable remote monitoring and diagnostics for superior quality of service.
• Integrate with the Smart Grid for utility load management with future V2G capabilities.
• Enable fleet vehicle management.
CHARG*
NORTHWEST
Charge Northwest
Coulomb, Chargepoint Distributors
22322 NE 157th St.
Woodinville, WA 98077
253-265-0919
ChargePint
by Coulomb Technologies
WALL MOUNT (CT2003)
coo ••
Mechanical Drawings
CT2000 FAMILY
BOLLARD (CT2001)
POLE MOUNT (CT2002)
FEATURES
• Smart card: Open, standards-based RFID provides
authorized network access control preventing
electricity theft, enhancing safety and minimizing
liability.
• Automatic SMS text and/or email notification: Warns
drivers of events and issues, such as when charging is
complete or interrupted.
• High Availability: Real-time remote control monitoring
and management features minimize station downtime
and enable remote start/stop of charging sessions.
• 24/7 ChargePoint Network customer support. Available
via toll-free number.
• Advanced safety features (Level I): Power is not
energized until the driver is authorized, plug is fully
inserted, and the door is locked.
• Locking door (Level I): Retains the charging cord to
prevent theft, and includes auto unlock in case of
power outage.
• Plug -out detect (Level I): Automatically detects if
charging cord has been un -plugged at the vehicle,
de -energizes outlet and optionally notifies driver
(patent pending).
• GFCI: Integral hardware ground -fault protection
circuitry with auto retry minimizes nuisance GFCI
trips.
ChargePint
by Coulomb Technologies
Mechanical Drawings
CT2100 FAMILY
000•••
POLE MOUNT (CT2102)
WALL MOUNT (2103)
FEATURES cont.
• Fast over -current detect at charging station: Minimizes
nuisance breaker trips at service panel.
• Bi-directional, utility -grade power measurement:
Integral power metering circuitry provides accurate
measurement of energy delivered for charging and
allows calculation of Green House Gas savings.
• Wide Area Network Connection - CDMA or GSM: Only
one gateway charging station with cellular modem is
required per local group of charging stations.
• HTTPS and 128 -bit AES encryption: Ensures secure
network communications.
• Integrated RHD Reader: Recognizes and identifies
ChargePoint Network Smart Cards, and authorized
smart cards from other charging systems.
• Future -proofed: Upgrade all firmware remotely via the
network as new capabilities and functionality become
available.
• Electric utility demand-side management:
Communicates via an HTTPS secure link to utility and
third party "Smart Grid" management systems to
provide real-time load shedding of any group of
charging stations.
• Vacuum fluorescent display: Bright and easy -to -read.
BOLLARD (CT2101)
Coulomb Technologies, Inc. reserves the right to alter product offerings and specifications at any time without notice,
and is not responsible for typographical or graphical errors that may appear in this document.
PUGET SOUND
NEW ENERGY SOLUTIONS
Department of Commerce
Innovation is in our nature.
40 PUGET SOUND ENERGY
WWSDOT
A
leati Cities
Puget Sound Clean Cities Coalition
King County
WASHINGTON
TECHNOLOGY
Get Plug-in Ready --Now!
A regional, one -day workshop to help public and private entities
prepare for the arrival of electric vehicles this fall.
September 20, 2010
Puget Sound Energy Auditorium
335 110th Ave. NE, Bellevue, Washington
9:00 am - 4:00 pm
Agenda
(Some items subject to change)
8:00 - 9:00
Registration
Check-out the new charging stations!
9:00 - 10:30 Introductions and Overview of Issues
Overview of Workshop: Mike Grady, Chair PSNES/NOAA Green Team
Welcome: Kimberly Harris (PSE), Bellevue Mayor Don Davidson, King County Executive
Dow Constantine
Implications for Transportation, Economic Development and Climate Change:
Dennis McLerran (EPA Region 10 Administrator) ,, . v..11 1't4
Page 1 of 2
10:30 - 10:45 - Break: Photo opportunity for media
10:45 - 11:45 Government Programs to Catalyze the Market
State Programs: Dr. Gustavo Collantes (Washington Department of Commerce)
Regional Programs: Ron Posthuma (King County)
Local Programs: Leslie Stanton (Clean Cities Coalition) and Jill Simmons (Seattle Office of
Sustainability)
11:45 - 1:30 p.m. - Hosted Box Lunch
Lunch Discussion - Charging stations and vehicles --what's ready NOW?
Moderator: Mike Grady, (NOAA/PSNES)
ECOtality: Rich Feldman (Ecotality North America)
ChargeNW: James Billmaier (Charge Northwest)
Nissan: Russell Vare (Nissan)
1:30-2:30 All you need to know about installing charging stations:
Moderator: Ben Farrow (PSE)
End User perspective: Dan Davids, (President of Plug -In America)
Installer perspective: Jeremy Smithson, (EV Support)
Utility requirements: Chris Heimgartner, (Snohomish PUD)
Local government requirements: Ivan Miller, (PSRC)
2:30 - 3:30 Policy and Public Outreach Considerations
Moderator: Will Einstein (PSE)
The Green Highway: Jeff Doyle (WSDOT) and Charlie Allcock (PGE)
Local perspective: Sheida Sahandy (Bellevue) and Fred Chun (Tacoma)
Electrification of Transportation—Regional, national and international implications:
Congressman Jay Inslee
3:30-4:00
Role of PSNES and industry: Mike Grady and Jan Greylorn (WTIA)
Wrap-up Q/A
Take home products: maps, model ordinances and permitting processes
Next steps:
Page 2 of 2
PUGET SOUND
1 NEW ENERGY SOLUTIONS
Puget Sound New Energy Solutions:
Building Innovative Partnerships for Leadership in the New Energy Economy
Puget Sound New Energy Solutions (PSNES) is a four -county (King, Pierce, Snohomish, Kitsap)
collaborative partnership of municipalities, utilities, housing and transit authorities and other stakeholders
that addresses energy, economic and environmental challenges by working to build a new energy
economy in the Puget Sound region.
The goal of PSNES is to help create Clean, Smart, Communities by combining:
1. Clean Mobility -Plug-in vehicles and electrified transit run on grid power and can also serve as a
flexible energy storage resource.
2. Smart Grid—Power networks employ technology to reduce energy demand, manage charging of
plug-in vehicles and coordinate distributed networks of new energy resources with real time
monitoring in the home and at work.
3. Community -wide energy efficiency and renewables—Deep energy efficiencies can be
achieved in buildings that are actively communicating with the smart grid to transfer conserved
and renewable power sources to the transportation sector.
By building a national model for collaboration, PSNES elevates the region's profile and builds credibility
and competitiveness for all projects, while creating green jobs and businesses. This PSNES consortium
further brands the Puget Sound region and member entities as national leaders worthy of federal and state
funding in these areas.
Transportation Electrification – With the help of our PSNES members, the Region was successful in
obtaining $20M for the Nissan/eTec project, $15M for the Puget Sound Clean Cities Coalition and $2M
from EECBG funds to obtain clean fuels, vehicles and infrastructure. The Transportation Electrification
projects will bring:
• Over 3,000 plug-in vehicle charging stations across the four county Region. The charging stations
will be installed at transit facilities and sites provided by the public and private partners, including
the Eastside cities;
• Over 1,500 Nissan all -electric vehicles for over 21 public fleets.
To join PSNES contact Jared Jonson at: Jared.Jonson a,KingCountv.Gov
1
PLUG-IN HYBRID ELECTRIC VEHICLES
1LUDZE &5aodyiluDo new ffire3
nsporta
Zoo 15IternaaINGg
PSE
PUGET SOUND ENERGY
The Energy To Do Great Things
What are plug-in hybrid electric vehicles?
Plug-in hybrid electric vehicles (PHEVs) are a
type of vehicle that runs on electricity and has a
gasoline or diesel engine similar to a conventional
hybrid vehicle. PHEVs differ from conventional
hybrid vehicles in that they have a larger battery
pack that is charged by plugging into an electrical
socket or specialized charger. The two PHEVs
PSE has added to its fleet are Toyota Prius hybrids
that have been modified by installing an additional
5 kW battery pack and a plug to recharge the
battery pack.
How are PHEVs different than conventional
hybrid vehicles?
• Compared to conventional hybrids, PHEVs'
larger battery allows them to operate for a
longer distance and at higher speeds on electric power alone.
• Conventional hybrid vehicles have a smaller battery that is recharged by excess power from the
car's gasoline or diesel engine, or through energy supplied by the car's brakes when stopping.
PHEVs have a larger battery or a number of batteries, which can also be recharged by plugging the
car into an electrical socket or electric vehicle charger.
• Conventional hybrid vehicles use their gasoline or diesel engines more frequently, while PHEVs are
capable of operating on electricity alone depending on the driving situation.
• Fuel economy of PHEVs is estimated to be up to twice that of a conventional hybrid vehicle, with
lower CO2 emissions.
4153_062 08/10
Why does PSE have PHEVs?
PSE's added two PHEVs to our fleet to help
us better understand the energy demands and
infrastructure challenges presented by greater
regional use of electricity in transportation.
The PHEVs are based out of our Bellevue
corporate offices and are used by employees on
business trips throughout PSE's service area.
Along with collecting data on the energy needs
of the vehicles, PSE is testing the equipment
needed to recharge the vehicles. In addition,
PSE is monitoring the usefulness of software for
assessing ways the vehicles can be charged when
there is low energy demand on the grid.
PSE.com
What would the impact be on PSE if electric cars
became popular?
Many auto manufacturers are now producing plug-
in hybrids or full -electric vehicles. PSE has already
looked at the effects that this may have on our system
and confirmed that it will not pose major problems
for the utility. By incorporating these plug-in hybrids
in our fleet we have been able to learn when and
how much these vehicles charge. We continue to
refine our studies and increase our understanding as
new information and technology becomes available
to ensure that we are well positioned to meet our
customers' energy needs.
What kind of gas mileage are we getting?
PSE has put over 25,000 miles on the two PHEVs so far, initial test results show mileage over 70 mpg when
operating using the charged battery and overall averages between 50 and 60 mpg. Conventional hybrid
vehicles in PSE's fleet typically attain 40 to 45 mpg. The most important factor PSE has seen affect mileage
is where the cars are used, whether in town or long highway trips.
How many hybrid vehicles does PSE have in its service fleet?
PSE has had 37 conventional hybrid passenger vehicles in its fleet since 2008, and more recently added
two PHEVs and a hybrid diesel-electric line service truck. The diesel-electric hybrid service truck offers
greater fuel economy and lower noise and CO2 emissions, and is used in our maintenance and operations
work as well as in our storm response efforts.
For more information:
PSE.com/ForYourHome/ElectricVehicles
ELECTRIC VEHICLES
-p2E coo 04Ip
you
you
ome
ready
PSE
PUGET SOUND ENERGY
The Energy To Do Great Things
PSE supports electric vehicles
As new electric vehicles come on the market in 2010 and beyond,
PSE is committed to working with our residential and business
customers, government agencies, and automakers to ensure our
region is ready for next -generation technologies in transportation.
PSE is testing electric vehicles in our own fleet to give the utility
a solid, practical base of experience on which to plan for the
transportation options ahead and to ensure our energy supplies
and power -delivery infrastructure are ready. The utility has also
been working closely with local, state and national partners to
plan for infrastructure, service and education around these new
vehicles. As new technologies enter the marketplace, PSE will be
doing its part to put Western Washington on the road to a future of
cleaner, greener transportation.
The latest electric -vehicle technologies will reduce the environmental impact of transportation, including
reduced carbon dioxide (CO2) emissions. They may also offer an alternative to the rising cost of petroleum-
based fuels and provide greater regional and national energy independence.
How can PSE help?
PSE can help you determine what you need to do to get your home ready for an electric -vehicle (EV) charging
station and ensure that your electrical service is able to support the added Toad of charging your electric
vehicle. This is already being done with many customers, PSE is using this experience to help customers plan
for home charging.
FAQs in planning a home charging station installation
Is there wiring in the right place or do I need to add it?
Having an electrician inspect the wiring in your home or business before installing your charging station can
help prevent problems with your electrical system when adding and charging an electric vehicle. This service
may be provided by your charging station provider or vehicle dealer.
Is my electrical panel correctly sized?
Your electrician will need to inspect your panel to ensure that it is of adequate size to safely power a charging
station without affecting your electrical system. This service may be provided by your charging station provider
or vehicle dealer.
Have I contacted my utility?
PSE will ensure that your service connection is correctly sized, plus discuss other options that you may want
to pursue, such as separate metering for charging stations on your property if you need to separate the bills.
Also, sign up with PSE to be notified of any special programs or offers for EV customers. To start, contact us at
electricvehicle@pse.com or call a PSE Energy Advisor at 1-800-562-1482, Monday through Friday between 8
a.m. and 5 p.m.
Get appropriate electrical permits
Some installations will require a permit to be obtained from local authorities. Your installer can help with this
process. PSE also has help available at PSE.com/Solutions/ForBuilders/Pages/builderPermitslnspections.aspx
4153_086 08/10
PSE.com
Schedule the work, then install and test your charging station
If you need to modify your home's electrical panel, you may need to plan ahead to be without power for a
few hours. PSE can help schedule any needed disconnection and reconnection of service.
Learn to use your new charging station
Charging station providers should provide training on how to use their equipment. Make sure you
understand how to safely operate the charging station and that full electrical service has been restored to
your home or business prior to the installer leaving.
What are the next steps?
If you are thinking about purchasing an electric vehicle or would like more information about what
it takes to make your home or office electric -vehicle -ready, PSE can help: find more information at
PSE.com/ForYourHome/ElectricVehicles, e-mail us at electricvehicle@pse.com or call a PSE Energy
Advisor at 1-800-562-1482, Monday through Friday, 8 a.m. to 5 p.m.
Checklist for a successful home charging station installation
Make and model of my planned plug-in electric vehicle
Make and model of my home's charging station
Date I plan on first using my charging station
My PSE account number (if avaliable)
I drive miles in an average day.
It will take hours to charge my electric vehicle on an average day based on how far I drive and the size
of my charging station.
It will take hours to charge my plug-in electric vehicle when its battery is nearly drained.
Sketch of where I'm planning to put my charging station (below), showing my parking space, electrical
panel, and wiring run.
❑ My charge station installer or electrician has inspected the location, the electrical panel, and helped me
plan my wiring run.
❑ I or my charge station installer has contacted PSE at electricvehicles@pse.com or an
Energy Advisor at 1-800-562-1482.
❑ I or my charge station installer have applied for and received any appropriate permits.
❑ My charging station is installed and tested.
❑ I have been trained on how to use my new charging station.
Why
The Northwest is a leader in renewable energy, with a legacy of
hydroelectric power propelled by PSE's Snoqualmie Falls hydropower
plant entering service in the late 1890s. Today, PSE is the nation's
second-largest utility producer of wind power, with two operating
wind -power facilities in Washington and a third under construction.
What's Next
for PSE and
Electric Vehicles?
As new electric vehicles come to market in 2010 and
beyond, PSE is committed to working with our residential
and business customers, government agencies and
automakers to ensure our region is ready for the
next -generation of technologies in transportation. Our
testing of electric vehicles in our own fleet gives us a
solid, practical base of experience on which to plan for
the transportation options ahead and to ensure our
energy supplies and power -delivery infrastructure are
ready. As new technologies enter the marketplace, PSE
will be doing its part to put Western Washington on the
road to a future of cleaner, greener transportation.
Electric vehicles offer reduced greenhouse -gas emissions, lower fuel
costs than petroleum -powered vehicles and the ability to reduce our
regional and national dependence on imported oil for transportation.
The use of electricity for transportation, including that generated by
hydroelectric, wind and clean -burning natural gas-fired power plants,
provides the opportunity to preserve the environment while meeting
the region's growing transportation needs. Vehicles run on PSE's
electricity will have roughly one-half of the emissions and one-third of
the fuel cost of those run on conventional gasoline.
PSE's testing of plug-in hybrid electric vehicles
provides the utility with data on use patterns,
driving habits, fuel mileage and charging times.
The information is helping PSE plan for a future
where electric vehides are commonplace. The
utility's "wind -powered car" was made possible by
the purchase of renewable energy credits
equivalent to the electricity used for a year's worth
of battery charging.
Current and Future Projects
Involving PSE Include:
1
• Customer service readiness, PSE can help get your home or business electric vehicle ready.
• Helping plan infrastructure rollouts across Western Washington.
• Studies of future electric infrastructure needs in conjunction with customers, Pacific Northwest
National Laboratories (PNNL), Puget Sound New Energy Solutions, Washington Technology Industry
Association, Washington state and city and county government entities, and other national laboratories.
• Special offers incorporating PSE's award-winning Green Power Program.
• Coordination with state and local government agencies and regional partners, including:
»
1-5 Green Highway
State of Washington
King County
Puget Sound Regional Council
C-7 New Energy Partnership:
• Bellevue
• Issaquah
• Kirkland
• Mercer Island
• Redmond
green
power
A PROGRAM OF
• PUGET SOUND ENERGY
• Renton
• Sammamish
In 36,000 miles of driving, PSE's plug-in electric
vehicles saved about $1,500 in net fuel costs
compared to a 30 mpg conventional sedan or
about $300 in fuel costs compared to
conventional hybrid vehicles, not to mention
avoiding CO2 emissions.
Green -thinking is a way of life for PSE customers,
including local electric vehicle enthusiasts who
recharged their Tesla sports cars while touring the
utility's Wild Horse Wind and Solar Facility in
Kittitas County.
Improved Efficiency.
Reduced Emissions
Real-world testing by PSE found
the latest electric vehicles to be
making rapid strides in efficiency
and practicality.
PSE's initial test results of the
plug-in hybrid electric vehicles
show mileage over 70 mpg when
operating using the charged battery
and overall averages between
50 and 60 mpg.
Conventional gasoline -only vehicle 28-30 mpg al
Hybrid gasoline -electric vehicle 40-45 mpg
Plug-in hybrid gasoline -electric vehicle 50-60 mpg
Data based on PSE fleet vehicle use
New technologies are coming to heavy-duty vehicles as
well as passenger cars. PSE's first hybrid diesel-electric
service truck went into service in 2009.
When fuel mileage improves, so do
greenhouse -gas emissions. Carbon
dioxide emissions (as measured in
grams of CO, per mile) are lower
for hybrid and plug-in hybrid
vehicles compared to conventional
gasoline vehicles.
Conventional gasoline -only vehicle 380 g/mile
Hybrid gasoline -electric vehicle 260 g/mile
PSE plug-in hybrid gasoline -electric vehicle 230 g/mile
Battery electric vehicle 140g/mile
Battery electric vehicle on Green Power Og/mile
Gasoline emissions estimates based on Califomia emissions research, Washington research
is currently underway. Plug-in hybrid electric vehicle emissions estimates based on PSE
electric mix and experiences. Battery electric vehicle emissions not yet tested by PSE.
.161A rwnn 1 .. i...... • a .. ..- - a .. : , rig eOr sr.—
Driving Change
How Puget Sound Energy supports
new electric -transportation options
PUGET
SOUND
ENERGY
January 7, 2019
City of Tukwila
Department of Community Development
6300 Southcenter Blvd., #100
Tukwila, Washington 98188
RE: Stenson Year Five Annual Monitoring
15404 40th Ave. S., Tax Parcel No. 004300-0266
To Whomever It Concerns:
The fal' of 2018 is Year Five of a five-year monitoring program. The project is a stream buffer
enhancement for a reduction from a 50-foot to a 25-foot buffer, of a Type 4 watercourse. The
goal is to reestablish a native plant community in the buffer.
Vegetation Monitoring Methodology and Performance Standards
According to the approved mitigation plan, monitoring of vegetation transects shall occur
annually. One three-foot wide belted-transect was established to count plant species. The west
end of the transect was used for the center of a plot. The plot is used to determine cover. A
transect and plot was used because the overall buffer may be too dense to count every plant in
future years. Photographs were taken from each end of the transect, looking along the transect.
The required performance standards are as follows:
Performance Standards
Vegetative Standards
Standard
Year 1
Year 3
Year 5
Shrub/Sapling Tree Cover
>10%
>25%
>50%
Shrub/Sapling Tree Survival
100%
>85%
>80%
L/0-05G- - ;LEv
P.O. BOX 1908
ISSAQUAH, WASHINGTON 98027
Community
253-905-5736 Development
Jeff.jsjones@comcast.net
FLS Development
Vegetation Sampling Results
Trees
Initial
Transect
Qty
Year
1
Year
2
Year
3
Year
4
Year
5
%
Survival
big -leaf maple (Acer macrophyllum)
4
4
3
4
4
5
100
red alder (Alnus rubra)
4
1
2
2
1
1
25
Douglas fir(Pseudotsuga menziesii)
3
3
3
3
3
3
100
Shrubs
vine maple (Acer circinatum)
1
1
1
1
1
1
100
beaked hazelnut (Corylus cornuta)
1
'I
1
1
1
1
100
red -flowering currant (Ribes
sanguineum)
3
3
3
3
3
3
100
salmonberry (Rubus spectabilis)
4
4
4
5
5
2
50
snowberry (Symphorcarpos albus)
5
5
3
3
3
2
40
Nootka rose (Rosa nutkana)
7
7
20
21
20
38
540%
Total
32
29
40
43
41
56
175
Plot One
Buffer Percent Cover
Strata
Year 1
Year 2
Year 3
Year 4
Year 5
Trees
20%
20%
20%
30%
30
Shrubs
5%
5%
20%
80%
80
The prc ject exceeds Year 5 standards for survival and meets the performance standard for cover.
Nootka rose is spreading. Grass cover is protecting the soil surface from erosion. Plant
development is appropriate for the time since planting. Invasive plants constitute less than 10
percent cover of the buffer area.
Recommendation
I recommend ending monitoring and release of any financial guarantee or bond. The property
owner and renters should be encouraged to remove Himalayan blackberry with hand tools and
maintain the split rail fencing and critical area signs.
Sincerely,
Jeffery S. Jones
Professional Wetland Scientist
cc: Lee Stenson, FLS Development
2
FLS Development
Looking East from the West End of the Transect
3
City of Tukwila
Department of Community Development - Jack Pace, Director
June 5, 2019
Jemima Vila Pinto
Boeing Employee Credit Union
12770 Gateway Drive
Tukwila, WA 98168
RE: Partial Release of Cash Assignment
Dear Ms. Vila Pinto:
Allan Ekberg, Mayor
This letter hereby authorizes a final release in the amount of $2,223.69 of the original assignment of
account posted in the amount of $20,013.20. This fund amount set aside was for the removal of invasive
plants and restoration planting improvement for the property located at 15404 — 40th Avenue S, Tukwila,
WA. I have attached a copy of the original paperwork outlining the original fund amount and account
number.
If you should have any questions, please contact our office at (206) 433-7165 or by email at
rchelle ripleyatukwilawa.gov.
Sincerely,
Rachelle Ripley
Permit Coordinator
encl
xc: Permit No. L10-056
Lee Stenson
t 206439-5700 f 206-214-1684
jemima.vilapinto@becu.org
BECU Tukwila Financial Center
12770 Gateway Dnve, Tukwila, WA 98168
,111111111111111111111
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Tukwila City Hall • 6200 Southcenter Boulevard • Tukwila, WA 98188 • 206-433-1800 • Website: TukwilaWA.gov
City of Tukwila
6300 Southcenter Blvd, Suite 100
Tukwila, WA 98188
206-431-3670
DEVELOPER'S PROJECT WARRANTY REQUEST FORM
RECEIVED
CITY OF TUKWILA
Ati6
PERMIT CENTER
Section I :' o be completed by Developer',
Name of Development: S OA" S/11-0.1-7 ic? c //a. /96/104 Da*. 67..26 /.2 C�/3
Address: 45`L 4/ 4' v 714- Sv 0 7/- Permit No.: i / 0 - OS C
Release should be sent to:
Name: j /, C) Jf
Address: /�$ S Y iS- z S 7-- OA i t
City/State/Zip"
Description of items to be completed (reference plans/documents where items are described):
A ,!f / 7 0 v , l Ui= //t/ v /'L. 4 %t,,/i�)
/ /12i r / / /i., /- /�= 7- 01 /12 /ate 6
As the owner, or authorized agent of the owner, I hereby submit cash or cash equivalent in the amount of
$ 0, C'O, Of 3 -- (150% of value to complete work above) and attach support ocumentation for value of work. I
will have this work carried out and call for a final inspection by this date: 3/Z,6.2 0/ i or risk having the City use
these funds to carry out the work with their own contractor or in-house manpower. f I fail to carry out the work, I hereby
authorize the City to go onto the property and carry out completion of the above deficiencies. I further agree to complete
all work listed above prior to requesting inspection and release of these funds.
Signed:
Title: O cc.,)/i,,/,.;"
Section 2 — to . Completed by City sta
Signed:
Amount: $ ') 1) i -It))
Deposited this Date:
❑ Cash/Check {Cash Assignment ❑ Bond
City Receipt No.:
Received By: 14
/11j4
Th
THIS FUND IS AUTHOp IZED TO ;APCEPTED
Department Head:
o,be completed by Developer,
All work identified in Section 1 of this form has now been completed and returned to
department which authorized warranty. I hereby request inspection and release of my
cash/cash equivalent/bond.
Developer's Representative: /
To be cornped,byCity staff
I have reviewed the above work and found it acceptable and therefore authorize the release of the above
v ;
cash/cash equivalent/bond.
Date:
Inspector:
Date: ?hi l l
,f
Authorized By:
Section 4
e ;com
eted by
Amount Released: $ �
❑ Check - Check No. ❑ Cash E uiva nt — L eetter r2�� •�� ttac ed
Date Released: Released ontf�e ter at ac
ased b : of to(i1�O1 `•7I i\9(t��
. talff`
\policy and procedurestrcd boakldnvcloper s project ssarn,ny form
Craned: Febnnr 2nit]
CITY OF TUKWILA
ASSIGNMENT OF ACCOUNT
I/We hereby establish our Assignment of Account in favor of the City of Tukwila in the
amount of $ 0, 0 / 3 2 ° . This Assignment of Account is issued in connection with
construction of the project known as Sr-Ais/ it.-f SA.6.a,/Lc- / /?.-.1.g' iS s:u"-,
located at / S y (� L' 4I U 7-7/- /I- /t S O t,'7"/f j Irl �vi� r� wr2
to guarantee installation of A 6.01 U t/it-e- of - i, Lij= P4 S
pol-A.(i /1. L 7un/'i_7-7( /940/1-177,r1.4 improvements.
It is understood that the nature of and extent of the improvements is defined by the
approved plans and conditions contained in the City of Tukwila File No. ,L—/ CJ — OS-6,
If, in the determination of the Community Development Director the above -referenced
improvements are not completed as required by the approved plans, conditions, and applicable
City standards at the above location no later than 0"/,Z / 2G! , this bank agrees
to pay to the City of Tukwila the sum of $ 2 0, 0 / 3 2 C7 , or such amount as required
by the City of Tukwila to complete said project in accordance with approved plans, conditions,
and applicable City standards. Payment shall be made within five (5) days of receipt of written
request from the City of Tukwila.
This Assignment of Account shall not expire until released in writing by the City of
Tukwila, which release shall be provided upon request when the required improvements have
been completed as provided above.
Date
Bank Name
Account Number
Account Depositor
Account Depositor
I-1:\Applications\Assignment of Account - DCD.doc
04/1 1/201 1
bh
By:
(to b
thorized representative of lending ins ion)
fig
Name (please print)
Title
(t
Address
ze4 9r/0
City, State, Zip
City of Tukwila
Department of Community Development
August 10, 2012
Harold Duncanson
Duncanson Company
145 SW 155th St, Suite 102
Seattle, WA 98166
RE: Stenson Short Plat and Special .Permission Application
Jim Haggerton, Mayor
Jack Pace, Director
RECEIVED
AUG 18 2012
Duncanson Cmtnpany, Inc.
14SSWi55 -5t. Aug#102
Seattle, WA 98166
Dear Mr. Duncanson:
The City of Tukwila is ready to issue the preliminary approval letter for the Stenson short plat. Prior to
issuance of the preliminary approval letter, the special permission application•for the watercourse buffer
reduction needs to be completed. The only outstanding item for the special permission application is for
the financial guarantee of $20,013.20 to be placed with the City. The funds must be cash, check or
assignment of funds in a bank in the State of Washington. Due .to the low dollar amount, the City will not
accept a bond.
Please call me to make arrangements to place the funds with the City. Once the funds have been
provided to the City, the preliminary approval letter can be issued. The application will be deemed to be
canceled if the funds are not provided to the City within 90-days of this letter (11/10/12).
If you have any questions, please call (206) 431-3684 or send an email to
Brandon. MilepTukwilawa.cov.
Si
ratfdon J. Miles
Senior Planner
cc. Files (L10-055 and L10-056)
6300 Southcenter Boulevard, Suite #100 • Tukwila, Washington 98188 • Phone 206-431-3670 • Fax 206-431-3665
Department of Community Development
April 2, 2015
Jemima Vila Pinto
Boeing Employee Credit Union
12770 Gateway Drive
Tukwila, WA 98168
RE: Partial Release of Cash Assignment
Dear Ms. Vila Pinto:
Jim Haggerton, Mayor
Jack Pace, Director
This letter hereby authorizes a partial release in the amount of $6,671.07 of the original assignment of
account posted in the amount of $20,013.20. This fund amount set aside was for the removal of invasive
plants and restoration planting improvement for the property located at 15404 — 40th Avenue S, Tukwila,
WA. I have attached a copy of the original paperwork outlining the original fund amount and account
number.
If you should have any questions, please contact our office at (206)431-3672 or by email at
brenda.holt@tukwilawa.gov.
Sincerely,
Brenda Holt
Permit Coordinator
encl
xc: Permit No. L10-056
Lee Stenson
bh 04/02/2015
H:\Documents\Bond Release\L10-056 - Release Letter (one-third).docx
6300 Southcenter Boulevard, Suite #100 0 Tukwila, Washington 98188 0 Phone 206-431-3670 • Fax: 206-431-3665
Brenda Holt
From: Valerie Lonneman
Sent: Wednesday, April 01, 2015 4:05 PM
To: Brenda Holt
Cc: Minnie Dhaliwal
Subject: L10-056 Partial Refund
Attachments: D00048.pdf
Brenda,
I've attached the bond information regarding the Special Permission permit for site mitigation at the Stenson Short Plat.
Please issue Mr. Stenson a 1/3 refund of the bond amount.
Thanks, let me know if you need anything else.
Valerie Lonneman
Assistant Planner, City of Tukwila 1630o Southcenter Blvd, Tukwila WA 98i88
206.433.714o I Valerielonneman@TukwilaWA.gov
TukwilaWA.gov
Tukwila: The, City olt
re 1,Caffi
ntiy, the eofa; f uh/7 y of cho/
1
® k it
Department of Community Development
October 26, 2015
Jemima Vila Pinto
Boeing Employee Credit Union
12770 Gateway Drive
Tukwila, WA 98168
RE: Partial Release of Cash Assignment
Dear Ms. Vila Pinto:
Jim Haggerton, Mayor
Jack Pace, Director
This letter hereby authorizes a partial release in the amount of $6,671.07 of the original assignment of
account posted in the amount of $20,013.20. This fund amount set aside was for the removal of invasive
plants and restoration planting improvement for the property located at 15404 — 40th Avenue S, Tukwila,
WA. I have attached a copy of the original paperwork outlining the original fund amount and account
number.
If you should have any questions, please contact our office at (206)431-3672 or by email at
brenda.holt@tukwilawa.gov.
Sincerely,
Brenda Holt
Permit Coordinator
encl
xc: Permit No. L10-056
Lee Stenson
bh
H:\Documents\Bond Release\LI0-056 - Release Letter (one-third 2.docx
6300 Southcenter Boulevard, Suite #100 0 Tukwila, Washington 98188 0 Phone 206-431-3670 Fax: 206-431-3665
10/26/2015
Brenda Holt
From: Valerie Lonneman
Sent: Monday, October 26, 2015 11:26 AM
To: Brenda Holt
Cc: Minnie Dhaliwal
Subject: Refund for Stenson Short Plat Special Permission L10-056
Brenda,
Please issue a second 1/3 refund ($6,671.07) to Lee Stenson for permit L10-056. The city will issue the remaining third of
the payment in equal installments over years 3-5 of the monitoring requirement.
Let me know if you have any questions.
Thanks,
Valerie Lonneman
Assistant Planner, City of Tukwila 1630o Southcenter Blvd, Tukwila WA 98188
206.433.714o I Valerielonneman@TukwilaWA.gov
) J,Iti -vita. Th , C14/ of l pdr; c Itir"At.`y, tale coF7lmJit l710/ 7! C Of
1
Allan Ekberg, Mayor
INEWINEENIm
Department of Community Development - Jack Pace, Director
November 3, 2016
Jemima Vila Pinto
Boeing Employee Credit Union
12770 Gateway Drive
Tukwila, WA 98168
RE: Partial Release of Cash Assignment
Dear Ms. Vila Pinto:
This letter hereby authorizes a partial release in the amount of $2,223.69 of .the original assignment of
account posted in the amount of $20,013.20. This fund amount set aside was for the removal of invasive
plants and restoration planting improvement for the property located at 15404 — 40`h Avenue S, Tukwila,
WA. I have attached a copy of the original paperwork outlining the original fund amount and account
number.
If you should have any questions, please contact our office at (206)431-3672 or by email at
brenda.holt@tukwilawa.gov.
Sincerely,
Permit Coordinator
encl
xc: Permit No. L10-056
Lee Stenson
i�mm���uwiww.w, gmn1111wu
Tukwila City Hall e 6200 Southcenter Boulevard ¢ Tukwila, WA 98188 ® 206-433-1800 m Website: TukwilaWA.gov
Brenda Holt
From: Maxwell Baker
Sent: Tuesday, November 01, 2016 4:08 PM
To: Brenda Holt
Subject: FW: Stenson Year 3
Hi Brenda,
The file is L10-056. The agreement we made with Stenson is as follows: "Mr. Stenson agreed in an email (in file) to the
following refund schedule for the bond: the city will refund the second 1/3 payment of the bond amount now, as the year two monitoring
report has been submitted and meets the maintenance requirements. The remaining amount (approximately $8,000) shall be divided
into thirds, to be refunded after successful completion of the performance standards for years three, four, and five."
If we could release 1/3 of the remaining bond amount (approximate! $8,000) as he has met the requirements of the 3`d
year site inspection, that would be great. Thanks!
Best,
Maxwell Baker I Assistant Planner
Max.Baker@Tukwilawa.gov 1206.431.3683
From: Andrea Cummins
Sent: Thursday, October 27, 2016 11:00 AM
To: Maxwell Baker <Max.Baker@TukwilaWA.gov>
Subject: Stenson Year 3
Hi Max,
I made the site visit to the Stenson property and it all looks good. They are meeting their performance standards and
weeds are under control. There aren't any corrective actions that I would advise, other than to continue as they are with
regular maintenance and monitoring. Mr. Stenson did ask about his bond and requested he have the partial amount
released since all is well.
If you could just send him an email stating that the property looks good, reiterating the need for continued maintenance
and information about his bond, that would be great. I can send the email but don't have any info on the money and I
know that is what his primary concern is. Let me know if you need anything else. Oh, and I put the report on your desk.
Cheers!
A
Andrea Cl.rmmins
Urban Environmental Specialist, City o f Tukwila
6300 Southcentcr- Blvd., Suite 100
Tut wila, WA 98188
andreCLciim.mins@tl(l/wilawa.gov
206.431.3663
Tukwila: The City of opportunity, the community of choice.
i
Department of Community Development
MEMORANDUM
July 12, 2012
Jim Haggerton, Mayor
Jack Pace, Director
TO: Jack Pace, Director, Department of Community Development
FM: Brandon Miles, Senior Planner
RE: L10-056, Special Permission, Director, Request to Reduce Type IV Watercourse Buffer at 40th
Ave South
Background
On August 12, 2012, the City received a special permission application from Harold Duncanson
requesting to reduce the buffer of a type 4 watercourse from 50 feet to 25 feet per TMC 18.45.100 (E).
The application was submitted on the day that the City's current regulations regarding sensitive areas
went into effect. The special permission application is part of a two lot short plat on the subject property.
The City was initially ready to issue the special permission approval in spring of 2011; however the City
and the applicant tried to work on an innovative development for the subject property. During this time,
all applications were placed on hold while the applicant explored creative residential design for the
property. On June 13, 2012, the Developer sent an email indicated that he had explored all creative
options, but was unable to come up with a project that was workable. The Developer requested that the
City move ahead with the outstanding applications.
Tukwila Municipal Code (TMC) 18.45.100 (A)(4) describes a type 4 watercourse, "[as] those
watercourses that have intermittent flows (do not have surface flow during at least some portion of the
year) and do not meet the physical criteria of a type 2 watercourse." Under TMC 18.45.100(C)(4) a type
4 watercourse is required to have a 50-foot-wide buffer.
The Type IV watercourse is located offsite, within the City's right of way of Southcenter Blvd. The
buffer for the Type 4 watercourse extends onto the applicant's property. The buffer both on and offsite is
significantly degraded with lawn and blackberry bushes. There appear to be no additional sensitive areas
located on or near the project site.
6300 Southcenter Boulevard, Suite #100 • Tukwila, Washington 98188 • Phone 206-431-3670 • Fax 206-431-3665
Reviewed Materials
The City relied on the following documents in review of the applicant's buffer reduction request:
1. Type 4 Water Course Buffer Enhancement Plan and Justification for Buffer Reduction, prepared
by JS Jones and Associates, Inc., revised October 11, 2010,
2. Buffer Enhancement Plan (Sheets 1-3), prepared by JS Jones and Associates, Inc., received by the
City on August 12, 2010.
Decision Criteria
TMC 18.45.100 (F) permits the Director to reduce a buffer width based upon the following criteria:
a) The reduced buffer area does not contain slopes over 15%;
The project site complies with this requirement. The buffer area does not contain any slopes with
a grade of 15% or greater.
b) The buffer reduction is not greater than 50%;
The applicant is requesting to reduce the buffer from 50 feet to 25 feet, thus the buffer reduction
will be exactly a 50% reduction from the required buffer width.
c) The buffer is vegetated and includes an enhancement plan as may be required to improve the
buffer function and value; or
d) If there is no significant vegetation in the buffer, a buffer may be reduced only if an enhancement
plan is provided. The plan must include using a variety of native vegetation that improves the
functional attributes of the buffer and provides additional protection for the watercourse functions
and values.
The existing buffer is significantly degraded. As is indicated in the JS Jones Plan, which was
confirmed by site visits by city staff, the existing buffer area includes maintained lawn, Himalayan
blackberry bushes, and unmaintained grass. There is currently one significant tree in the buffer
area. The applicant has prepared a detailed enhancement plan which proposes to remove invasive
vegetation from the reduced buffer area and plant native trees and shrubs. A split rail fence is also
proposed at the edge of the buffer area.
The applicant's enhancement plan only shows the buffer on the applicant's property being
modified. As indicated, the stream is located off site, within the City's right of way. Not
extending the buffer enhancement to the stream edge presents several problems, namely, that the
invasive vegetation offsite could extend into and hinder the development of the proposed
plantings. The City will likely grant the applicant permission to install plantings in the City's right
of way.
Page 2 of 4
The enhancement plan was also lacking information on the method and timing for removal of
invasive vegetation. The grubbing must be done in a time of year that reduces the chances of
sedimentation into the stream. Additionally, following installation of the plantings, it is
imperative that the area is stabilized to prevent erosion and sedimentation into the stream. The
plans also failed to provide details on compost materials that will be used for the plantings.
The financial guarantee worksheet discussed in the enhancement plan is consistent with the City's
previous sensitive area regulations. Given that the application was submitted on the day that the
current regulations came into effect, the application will need to monitor the enhancement area for
five years, starting from the date the City accepts the plantings as being complete.
The enhancement plan also notes that sensitive area signs will be installed, but failed to provide
the specifications.
RECOMMENDATION
Staff recommends approval of a 50% reduction in the buffer for the Type 4 watercourse and the general
approach for mitigation that is outlined by JS Jones and Associates, including the proposed plant spacing,
with the following conditions:
1. The applicant shall obtain a right of way use permit from the City of Tukwila in order to extend
the enhancement area to the edge of the type 4 stream. As part of the right of way use permit, the
applicant shall modify the proposed enhancement plan to include additional plantings in the City's
right of way. The modified plan must be approved by the Department of Community
Development prior to issuance of the right of way use permit.
2. An erosion control fence shall be installed along the edge of the type 4 stream, prior to ANY work
occurring in the buffer area, including weed removal. The location of the fence shall be called out
in the plans that are submitted for the right of way use permit. Staff must inspect the fence
placement before any weed removal can occur.
3. A tree protection fence shall be installed around the Douglas fir located within the buffer area.
The fence shall be spaced a distance of at least 1 foot for every inch of the trunk diameter. Use of
heavy machinery in the enhancement area is prohibited until the tree protection fence is installed
and its location approved by the City. Removal of all invasive vegetation within the tree protection
zone shall only be done by hand. Staff must inspect the fence placement before any weed removal
can occur.
4. Invasive vegetation in the enhancement area, including the City's right of way, shall be grubbed
out completely (i.e. roots removed). Invasive vegetation removal shall only occur during June,
July, August or September. Work outside of those months requires express permission from the
City of Tukwila.
5. The enhancement area, included the City's right of way, shall be amended with at least three
inches of compost (Cedar Grove or equivalent) tilled into the entire planting area. Inspection of
the amended soils area is required, BEFORE plantings can occur.
Page 3 of 4
6. Once the soils are amended, the entire site is to be immediately stabilized to prevent erosion with
at least three inches of arborist chips. Jute matting or equivalent shall be applied in areas within
two feet of the stream edge and on the streambank after the erosion control fence is removed. The
jute matting or equivalent must be anchored in place to prevent wood chips from entering the
watercourse.
7. The plantings must be watered for at least two dry seasons (possibly three, depending on
conditions) until they are established. At least one watering per week is required, possibly more if
very dry or hot conditions exist. Water may not be withdrawn from the stream for any purposes.
8. The signs placed on the split rail fence shall be spaced at least every 30-feet on the fence and shall
meet the requirements of TMC 18.45.060 (6).
9. Prior to issuance of the Notice of Decision for this special permission application, the applicant
shall provide the City a financial guarantee of $20,013.20. The financial guarantee shall be cash,
check or assignment of funds in a bank within the United States. Due to the low value of the
financial guarantee, the City shall not accept a bond.
The City shall retain the financial guarantee for five years, with the five year period starting on the
day that the City accepts the plantings and restoration work as being complete. Monitoring reports
are due to the City on or before the end of each year, once the City has accepted the planting and
restoration work as being complete.
The City may choose to refund portions of the financial guarantee during the five year monitoring
period. Decisions to release the funds during the monitoring period shall be at the discretion of the
City.
10. Prior to issuance of the Notice of Decision for this special permission application, the applicant
shall record a copy of the Environmentally Sensitive Area Notice.
11. This application and the authorization to work within the stream buffer shall expire on September
30, 2014,
Page 4 of 4
City of Tukwila
Department of Community Development - Jack Pace, Director
February 8, 2018
Jemima Vila Pinto
Boeing Employee Credit Union
12770 Gateway Drive
Tukwila, WA 98168
RE: Partial Release of Cash Assignment
Dear Ms. Vila Pinto:
Allan Ekberg, Mayor
This letter hereby authorizes a partial release in the amount of $2,223.69 of the original assignment of
account posted in the amount of $20,013.20. This fund amount set aside was for the removal of invasive
plants and restoration planting improvement for the property located at 15404 — 40th Avenue S, Tukwila,
WA. I have attached a copy of the original paperwork outlining the original fund amount and account
number.
If you should have any questions, please contact our office at (206)431-3672 or by email at
brenda.holt@tukwilawa.gov.
Sincerely,
Brenda Holt
Permit Coordinator
encl
xc: Permit No. L 10-056
Lee Stenson
Tukwila City Hall • 6200 Southcenter Boulevard • Tukwila, WA 98188 • . 206-433-1800 • Website: TukwilaWA.gov
Brenda Holt
From: Andrea Cummins
Sent: Wednesday, February 7, 2018 3:43 PM
To: Brenda Holt; Jonathan Joseph
Subject: RE: Stenson Monitoring, Year 4
Hi Brenda and Jonathan,
Ok, I have done a little detective work...and I THINK that there is still $4447.37 left in the account for the Stenson
project. If that is the case then, the 2nd 3rd of the remaining 3rd (yikes!) can be released to the applicant—$2223.69. That
would leave the remaining 3rd of a 3rd ($2223.69) for release next year at the end of the monitoring period.
Hopefully this makes sense. If it doesn't, and there is less/more in the account then I think there is, then we may have a
problem. There is only record in Traklt (L10-056) for three cash releases — 2 for 1/3rd each ($6671.07) and one for the 15t
3rd of the remaining 3rd ($2223.69).
Let me know.
Thanks!
Andrea
From: Brenda Holt
Sent: Wednesday, February 7, 2018 1:55 PM
To: Jonathan Joseph <Jonathan.Joseph@TukwilaWA.gov>
Cc: Andrea Cummins <Andrea.Cummins@TukwilaWA.gov>
Subject: RE: Stenson Monitoring, Year 4
No worries — I'll hold off until I hear from you.
From: Jonathan Joseph
Sent: Wednesday, February 7, 2018 1:11 PM
To: Brenda Holt <Brenda.Holt TukwilaWA.gov>
Cc: Andrea Cummins <Andrea.Cummins@TukwilaWA.gov>
Subject: FW: Stenson Monitoring, Year 4
Hi Brenda,
I know we discussed releasing the final third today, but can you hold off on doing this. The customer might have one
more yaer of mitigation reporting to do, so Andrea and I want to make sure we don't release all the funds prior to that.
We will be doing some additional research, will touch base with Minnie and then I will follow up with you on next steps.
Thanks so much for your help. I really appreciate it.
Jonathan Joseph
From: Jonathan Joseph
Sent: Wednesday, February 7, 2018 11:49 AM
To: Brenda Holt <Brenda.Holt@TukwilaWA.gov>
1
Cc: Andrea Cummins (Andrea.Cummins@TukwilaWA.gov) <Andrea.CumminTukwilaWA. ov>
Subject: FW: Stenson Monitoring, Year 4
Brenda,
Thank you so much for releasing the final 1/3 amount for this account. I really appreciate all your help. Have a great
day.
Jonathan Joseph
From: Andrea Cummins
Sent: Wednesday, January 24, 2018 3:08 PM
To:jeff.jsjones@comcast.net; FLEETSTENSON@gmail.com
Cc: Jonathan Joseph <Jonathan.Joseph@TukwilaW Aov>
Subject: Stenson Monitoring, Year 4
Hi Lee,
Jonathan Joseph and I just completed the inspection of your property at 15404 40th Ave. S., Tukwila, WA. The area is
looking good — you are once again meeting your performance standards. Please continue maintenance and weeding this
year, I did see some blackberry that was starting to head into the mitigation area and tangle up some of the alders. It
shouldn't be a problem, if it is taken care of this spring.
We will process your bond refund in the next few days and issue a check. Please let me know if you don't receive this in
a couple of weeks.
Thank you again for your attention to this project.
Cheers!
Andi ccl Cummins
Urban bnvironmcntal Specialist, City of uk ila
6300 Soutllcenter 131vd., Suite 100
-Tukwila, WA 98188
clndrea.C11111711115@l.11k1 I lawct ov
206.431.3663
2
Brenda Holt
From: Jonathan Joseph
Sent: Wednesday, February 7, 2018 11:49 AM
To: Brenda Holt
Cc: Andrea Cummins
Subject: FW: Stenson Monitoring, Year 4
Brenda,
Thank you so much for releasing the final 1/3 amount for this account. I really appreciate all your help. Have a great
day.
Jonathan Joseph
From: Andrea Cummins
Sent: Wednesday, January 24, 2018 3:08 PM
To: jeff.jsjones@comcast.net; FLEETSTENSON@gmail.com
Cc: Jonathan Joseph <Jonathan.Joseph@TukwilaWA.gov>
Subject: Stenson Monitoring, Year 4
Hi Lee,
Jonathan Joseph and I just completed the inspection of your property at 15404 40`h Ave. S., Tukwila, WA. The area is
looking good — you are once again meeting your performance standards. Please continue maintenance and weeding this
year, I did see some blackberry that was starting to head into the mitigation area and tangle up some of the alders. It
shouldn't be a problem, if it is taken care of this spring.
We will process your bond refund in the next few days and issue a check. Please let me know if you don't receive this in
a couple of weeks.
Thank you again for your attention to this project.
Cheers!
Andrea Cummins
Urban Environmental Specialist, City of:Tukwila
6300 Sou thccnter Blvd., Suite 100
Tukwila, WA 98188
aifidrea.cummins@tuhwilatis/a,gov
206.431.3663
i
Rachelle Ripley
From: Kyle Cotchett
Sent: Wednesday, March 6, 2019 2:42 PM
To: Rachelle Ripley
Cc: Andrea Cummins
Subject: Re: L10-056 5 Yr Monitoring Stream Buffer Bond
Hello Rachelle,
Andrea and I just completed the final wetland monitoring site visit for L10-056. We have approved it and are
ready for his money to be refunded! If you have any questions please let me know.
Kyle
Kyle V. CO he°tt
Assistant Planner
City of Tukwila
kyle.cotchett@TukwilaWA.gov
206-43 3-7166
From: Rachelle Ripley
Sent: Thursday, February 28, 2019 9:46:52 AM
To: Kyle Cotchett
Cc: Andrea Cummins
Subject: RE: L10-056 5 Yr Monitoring Stream Buffer Bond
Hi Kyle,
Yes, there is still $2,223.69 left to be refunded once the final monitoring is completed.
Thank you,
Rachelle Ripley
Permit Coordinator
City of Tukwila
206-433-7165
Rachelle. Ripley(c�TukwilaWA.gov I http://www.TukwilaWA.gov
From: Kyle Cotchett <Kyle.Cotchett@TukwilaWA.gov>
Sent: Wednesday, February 27, 2019 9:23 AM
1
To: Rachelle Ripley <Rachelle.Ripley@TukwilaWA.gov>
Subject: Re: L10-056 5 Yr Monitoring Stream Buffer Bond
Sounds great, thank you!
Kyle
Kyie V. Cotchett
Assistant Planner
City of Tukwila
hyle.cotchoLLOYfu AA/ilaVVA.gov
206-4 - % 166
From: Rachelle Ripley
Sent: Wednesday, February 27, 2019 9:07:52 AM
To: Kyle Cotchett
Subject: RE: L10-056 5 Yr Monitoring Stream Buffer Bond
Hi Kyle,
I will get back to you by the end of the day on this.
Rachelle Ripley
Permit Coordinator
City of Tukwila
206-433-7165
Rachelle. Ripley(a�TukwilaWA.gov I http://www.TukwilaWA.gov
From: Kyle Cotchett <Kyle.Cotchett@TukwilaWA.gov>
Sent: Tuesday, February 26, 2019 4:06 PM
To: Rachelle Ripley <Rachelle.Riplev@TukwilaWA.gov>
Subject: L10-056 5 Yr Monitoring Stream Buffer Bond
Hello Rachelle,
Just wanted to check -in with a bond for stream buffer monitoring on the Stenson short plat. The file # is L10-
056. Just wanted to check and see if there is still money left that will be issued if Andrea approves the
maintenance work done.
Kyle
Kyle V. Cotchett
Assistant Planner
City of Tuk\iila
kyle.cotchettcc>T .ib «, ilaWA.clov
206--433..7166
2