HomeMy WebLinkAbout08/20/2018 City Council - Regular Meeting Agenda Packet
August 20, 2018 11:40 AM City Council Regular Meeting Agenda Page1 MAYOR
Mayor Roland Velasco
COUNCIL MEMBERS
Marie Blankley
Dion Bracco
Daniel Harney
Peter Leroe-Muñoz
Fred Tovar
Cat Tucker
CITY COUNCIL
AGENDA
CITY OF GILROY
CITY COUNCIL CHAMBERS, CITY HALL
7351 ROSANNA STREET
GILROY, CA 95020
SPECIAL MEETING 5:30 P.M. - INTERVIEWS
REGULAR MEETING 6:00 P.M.
MONDAY, AUGUST 20, 2018
CITY COUNCIL PACKET MATERIALS ARE AVAILABLE ONLINE AT www.cityofgilroy.org
AGENDA CLOSING TIME IS 5:00 P.M. THE TUESDAY PRIOR TO THE MEETING
COMMENTS BY THE PUBLIC WILL BE TAKEN ON AGENDA ITEMS BEFORE ACTION IS TAKEN BY
THE CITY COUNCIL. Persons wishing to address the Council are requested, but not required, to
complete a Speaker’s Card located at the entrances. Public testimony is subject to reasonable
regulations, including but not limited to time restrictions for each individual spea ker. A minimum
of 12 copies of materials should be provided to the City Clerk for distribution to the Council and
Staff. Please limit your comments to 3 minutes.
In compliance with the Americans with Disabilities Act, the City will make reasonable
arrangements to ensure accessibility to this meeting. If you need special assistance to participate
in this meeting, please contact the City Clerk a minimum of 72 hours prior to the meeting at (408)
846-0204. A sound enhancement system is also available for us e in the City Council Chambers.
If you challenge any planning or land use decision made at this meeting in court, you may be
limited to raising only those issues you or someone else raised at the public hearing held at this
meeting, or in written correspondence delivered to the City Council at, or prior to, the public
hearing. Please take notice that the time within which to seek judicial review of any final
administrative determination reached at this meeting is governed by Section 1094.6 of the
California Code of Civil Procedure.
A Closed Session may be called during this meeting pursuant to Government Code Section
54956.9 (d)(2) if a point has been reached where, in the opinion of the legislative body of the City
on the advice of its legal counsel, based on existing facts and circumstances, there is a
significant exposure to litigation against the City.
Materials related to an item on this agenda submitted to the City Council after distribution of the
agenda packet are available for public inspection with the agenda packet in the lobby of
Administration at City Hall, 7351 Rosanna Street during normal business hours. These materials
are also available with the agenda packet on the City website at www.cityofgilroy.org subject to
Staff’s ability to post the documents before the meeting.
The City Council meets regularly on the first and third Monday of each month, at 6:00 p.m. If a
holiday, the meeting will be rescheduled to the following Monday, with the excep tion of the single
meeting in July which lands on the first day of the month not a holiday, Friday, Saturday or
Sunday.
City Council Regular Meeting Agenda
08/20/2018 Page2 KNOW YOUR RIGHTS UNDER THE GILROY OPEN GOVERNMENT ORDINANCE
Government's duty is to serve the public, reaching its decisions in full view of the public.
Commissions, task forces, councils and other agencies of the City exist to conduct the
people's business. This ordinance assures that deliberations are conducted before the
people and that City operations are open to the people's review.
FOR MORE INFORMATION ON YOUR RIGHTS UNDER THE OPEN
GOVERNMENT ORDINANCE, TO RECEIVE A FREE COPY OF THE ORDINANCE
OR TO REPORT A VIOLATION OF THE ORDINANCE, CONTACT THE OPEN
GOVERNMENT COMMISSION STAFF AT (408) 846-0204 or
shawna.freels@cityofgilroy.org
SPECIAL MEETING 5:30 P.M. - INTERVIEWS
A. Interviews for the Arts and Culture Commission
1. Staff Report:
2. Public Comment
3. Possible Action:
REGULAR MEETING 6:00 P.M.
I. OPENING
A. Call to Order
1. Pledge of Allegiance
2. Invocation
3. City Clerk's Report on Posting the Agenda
4. Roll Call
B. Orders of the Day
C. Employee Introductions
II. CEREMONIAL ITEMS
A. Proclamations, Awards, and Presentations
1. Certificates of Recognition for Eagle Scouts Daniel Carter, William Murphy
and Jorge Lopez
III. PRESENTATIONS TO THE COUNCIL
A. PUBLIC COMMENT BY MEMBERS OF THE PUBLIC ON ITEMS NOT ON THE
AGENDA BUT WITHIN THE SUBJECT MATTER JURISDICTION OF THE CITY
COUNCIL (This portion of the meeting is reserved for persons desiring to address the Council
on matters not on this agenda. The law does not permit Council action or extended discussion of
any item not on the agenda except under special circumstances. If Council action is requested, the
Council may place the matter on a future agenda. Written material provided by public members for
Council agenda item “public comment by Members of the Public on items not on the agenda” will be
limited to 10 pages in hard copy. An unlimited amount of material may be provided elec tronically.)
A. Housing Advisory Committee Annual Presentation to Council
City Council Regular Meeting Agenda
08/20/2018 Page3 IV. REPORTS OF COUNCIL MEMBERS
Council Member Bracco –Santa Clara Co. Library JPA, SCRWA Board, Street
Naming Committee, SC Valley Joint Water Resources Committee, URM Task Force
Council Member Tucker – Caltrain Citizen's Advisory Committee, Gilroy Welcome
Center, General Plan Advisory Committee, Santa Clara Valley Habitat Agency
Governing and Implementation Boards, Recycling and Waste Commission
Council Member Blankley - Gilroy Sister Cities Association, HSR Sub-Committee, SC
Valley Joint Water Resources Committee, SCRWA Board, South County United for
Health, Street Naming Committee
Mayor Pro Tempore Harney – Gilroy Downtown Business Association, Gilroy Gardens
Board, Santa Clara Valley Habitat Agency Governing and Implementation Boards,
Santa Clara Valley Clean Energy Authority, VTA Board (Alternate), VTA Policy Advisory
Committee
Council Member Tovar – Santa Clara Co. Expressway Plan Advisory Board, SCRWA
Board, Street Naming Committee, VTA Committee for Transit Accessibility
Council Member Leroe-Muñoz - ABAG, Economic Development Corporation Board,
Cities Association of Santa Clara Co. Board, HSR Station Area Planning Advisory
Committee & HSR Sub-Committee, Santa Clara Valley Water Dist. Water Comm.,
Silicon Valley Regional Interoperability Authority (SVRIA), VTA Mobility Partnership
Mayor Velasco – Gilroy Youth Task Force, Economic Development Corporation Board,
General Plan Advisory Committee, Historic Heritage Committee, South County Youth
Task Force Policy Team, South County Joint Planning Advisory Committee , VTA South
County City Group, URM Task Force
V. FUTURE COUNCIL INITIATED AGENDA ITEMS
VI. CONSENT CALENDAR (ROLL CALL VOTE)
All matters listed under the Consent Calendar are considered by the City Council to be routine
and will be enacted by one motion. There will be no separate discussion of these items unless a
request is made by a member of the City Council or a member of the public. Any person desiring
to speak on any item on the consent calendar should ask to have that item removed from the
consent calendar prior to the time the Council votes to approve. If removed, the item will be
discussed in the order in which it appears.
A. Minutes of the August 6, 2018 Regular Meeting
B. Acceptance of Office of Traffic Safety Grant in the Amount of $76,000
C. Claim of Maria Ramirez (The City Administrator recommends a “yes” vote
under the Consent Calendar shall constitute the denial of the claim)
D. Claim of Debbie Griffith (The City Administrator recommends a “yes” vote
under the Consent Calendar shall constitute the denial of the claim)
E. Approval of the Design of a Public Art Sculpture for the Alexander Station
Project (AS 13-33)
F. Approval of the Design of a Public Art Sculpture for the Harvest Park
Project (M 18-05)
City Council Regular Meeting Agenda
08/20/2018 Page4 G. Adoption of an Ordinance of the City Council of the City of Gilroy
Approving Zoning Application Z 18-01 for a Property Located within the
Hecker Pass North Residential Cluster Area to Allow for a Planned Unit
Development Zoning Amendment, Filed by Hecker Pass North, LLC, c/o
Skip Spiering (APN 783-04-023) (introduced 8/6/18 with a 7-0 vote)
H. Notice of Acceptance of Completion of Property Improvement Agreement
No. 2014-02 (and First Amendment), Cydney Casper Park, Glen Loma
Ranch Phase I
I. Consideration and Direction to Gilroy's Voting Delegate on the 2018 League
of California Cities Resolutions
VII. BIDS AND PROPOSALS - NONE
VIII. PUBLIC HEARINGS
A. Public Hearing to Consider the Report of Abatement of Weeds and Refuse
Within the City of Gilroy and Confirming the Imposition of Assessment
Liens Against the Land (continued from 8/6/2018 meeting)
1. Staff Report: Kristi Abrams, Community Development Director
2. Open Public Hearing
3. Close Public Hearing
4. Possible Action:
Adoption of a resolution of the City Council of the City of Gilroy confirming the
report of the Chief of the Fire Department setting forth the description of property,
naming the owners thereof and the costs of abating the nuisance caused by the
growing of weeds and accumulation of refuse on the property, and providing that
such costs shall constitute assessments against the land.
IX. UNFINISHED BUSINESS
A. Appointments to Three Open Seats on the Arts and Culture Commission
1. Staff Report: Shawna Freels, City Clerk
2. Public Comment
3. Possible Action:
Motion to appoint three members to the Arts and Culture Commission with terms
ending 12/31/2019, 12/31/2020 and 12/31/2021.
X. INTRODUCTION OF NEW BUSINESS
A. Introduction of an Ordinance of the City Council of the City of Gilroy
Creating an Expedited and Streamlined Permitting Process for Electric
Vehicle Charging Stations, In Compliance with Assembly Bill 1236
City Council Regular Meeting Agenda
08/20/2018 Page5 1. Staff Report: Kristi Abrams, Community Development Director
2. Public Comment
3. Possible Action:
a) Motion to read the ordinance by title only, and
b) Motion to introduce an ordinance of the City Council of the City of Gilroy
which sets forth an expedited, streamlined permitting process for electric
vehicle charging stations.
XI. CITY ADMINISTRATOR'S REPORTS
XII. CITY ATTORNEY'S REPORTS
XIII. CLOSED SESSION
A. CONFERENCE WITH LEGAL COUNSEL - EXISTING LITIGATION; Significant
Exposure to Litigation Pursuant to Paragraph (1) of Subdivision (d) of
54956.9 and Gilroy City Code Section 17A.11(3)(a); Case Name: C. DeMelo
v. City of Gilroy, et al.; Santa Clara Co. Superior Court, Case No.
18CV331272, Case Filed July 17, 2018
B. CONFERENCE WITH LEGAL COUNSEL - EXISTING LITIGATION; Significant
Exposure to Litigation Pursuant to Paragraph (1) of Subdivision (d) of
54956.9 and Gilroy City Code Section 17A.11(3)(a); Case Name: Patricia
Harrell v. City of Gilroy, et al.; Santa Clara Co. Superior Court, Case No.
17VC314125, Filed August 7, 2017
C. CONFERENCE WITH NEGOTIATOR – COLLECTIVE BARGAINING UNIT
Pursuant to Government Code Section 54957.6 and Gilroy City Code
Section 17A.11 (4) Collective Bargaining Unit: Local 2805, IAFF Fire Unit
Representing Gilroy Fire Fighters; City Negotiators: Gabriel Gonzalez, City
Administrator; LeeAnn McPhillips, HR Director; Anticipated Issues(s)
Under Negotiation: Wages, Hours, Benefits, Working Conditions;
Memorandum of Understanding: MOU between the City of Gilroy and the
Gilroy Fire Fighters
D. PUBLIC EMPLOYEE PERFORMANCE EVALUATION Pursuant to
Government Code Section 54957 and Gilroy City Code Section 17A.8 (a) (4)
Name/Title: Gabriel Gonzalez, City Administrator (Annual Review)
1. Public Comment on Closed Session Items
2. City Attorney’s Advice Re: Entering into Closed Session on Items A and B
3. Adjourn to Closed Session
ADJOURN TO OPEN SESSION
Report of any action taken in Closed Session and vote or abstention of each
Councilmember if required by Government Code Section 54957.1 and Gilroy Code
Section 17A.13 (a); Public Report of the vote to continue in closed ses sion if required
under Gilroy Code Section 17A.11 (5)
ADJOURNMENT
MEETING DATES
City Council Regular Meeting Agenda
08/20/2018 Page6 AUGUST, 2018
20* Special Meeting/Interviews - 5:30 p.m./Regular Meeting - 6:00 p.m., City
Council Chambers
21 Special Joint Meeting with Santa Clara Valley Water District - 6:00 p.m.,
5700 Almaden Expressway, San Jose
27* Special Meeting/Study Session, Transportation- 6:00 p.m., City Council
Chambers
SEPTEMBER, 2018
10* Regular Meeting - 6:00 p.m., City Council Chambers
17* Regular Meeting - 6:00 p.m., City Council Chambers
24* Special Joint Meeting with GUSD Board - 6:00 p.m., City Council Chambers
OCTOBER, 2018
1* Regular Meeting - 6:00 p.m., City Council Chambers
15* Regular Meeting - 6:00 p.m., City Council Chambers
NOVEMBER, 2018
5* Regular Meeting - 6:00 p.m., City Council Chambers
19* Regular Meeting - 6:00 p.m., City Council Chambers
DECEMBER, 2018
3* Regular Meeting - 6:00 p.m., City Council Chambers
17* Regular Meeting - 6:00 p.m., City Council Chambers
City of Gilroy Application
for Board, Commission and Committee Appointment
Board/Committee /Commission of Interest: ( ty _ 1Vl t SSA un
Name: V Y ) Q ( I, Ce 6 LA n
Phone number(s) / email address *:
Are you a registered voter within the City limits? Yes—L No
Physical Address *:
List your qualifications for this appointment: JOi) I) I c— yy) n Aye
List any service to the community including any prior appointments-
V-) I !'
nit
W-)
What are your goals while serving on this Board/Commission/Committee?-1 U Lc
fYlm ."
Why are you the most qualified to serve on this Board /Commission /Committee ?:
All Commission, Board and Committee applications are a public record
Mail or email your application to: Shawna Freels, City Clerk
City of Gilroy
7351 Rosanna Street, Gilroy, CA 95020
shawna.freeis(a ci.gilrov.ca.us
The City of Gilroy accepts applications at any time and will keep them on file for one year.
C
edc 2
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Page 1 of 2 6/22/2018 14:03
City of Gilroy Application
for Board, Committee and Commission Appointment
Board /Committee /Commission of Interest: Arts & Culture Commission
Name: Nancy Fierro
Phone number(s): email address *:
Are you a registered voter within the City limits? Yes
Physical Address *:
List your qualifications for this appointment:
Teacher with Elementary and Middle School Service - 13 Years
Gilroy Unified School District
Active Cultural and Fine Arts Integration with English Language Arts and Social Studies curriculum
Arts Alive Parent Volunteer Partnerships with Las Animas Elementary
Santa Clara County Library, Gilroy Children and Teen Collection Partnership with Sharon Kelly and
Kelly McKean
Monthly Pop -Up library coordination at Brownell Middle School 2017 -2018
Culturally Relevant Informational and Fictional Book Collection Use for Social Studies
curriculum supplementation
Local Business Partnering for School Fundraising
Predator's Archery, Proud to Be Me Sewing, The Nimble Thimble 2016 - 2017
Green Glaze Pottery 2016 -2017
Gilroy Native and Parent
Local school attendance: El Roble, South Valley, and Gilroy High School
GHS FFA participant in Horticulture program, Interact Club and Camp Rotarian Youth Leadership
Award (RYLA),
mid
1990s
Elementary age son in attendance within the Dual Immersion Program with GUSD
Parent with Child Participant in Gilroy Parks and Recreation Department Program Offerings
TaeKwonDo, Kids CrossFit, USA Sports, KidzLoveSoccer, Chess Camp
Parent of Child Participant with Camp Catamount, Christopher High School
Gilroy City Youth Theatre Arts Attendee
List any service to the community including any prior appointments:
See employment descriptions above.
Gilroy Little League TBall Team Manager 2015 - 2016
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Page 2 of 2 6/22/2018 14:03
What are your goals while serving on this Board /Commission /Committee ?:
The goals while serving are to advocate and promote the voices of youth and under represented
families. The experience of working with our local youth has provided a unique perspective to the
wants and needs of the adolescent age group. This in specific includes the vital necessity of all
children and families to see and experience their cultural relevance in the artistic events and
programs sponsored by the city. When students see their culture highlighted and celebrated this
validates their self identity and creates an importance within their community.
Additionally, the goal is to foster the acceptance and appreciation for other cultures outside of one's
own through celebratory cultural events that both inform and enterain our citizens of Gilroy. Through
promotion of voice and cultural as well as artistic appreciation, our community will thrive as a
creative and cultured city.
Why are you the most qualified to serve on this Board /Commission /Committee?
Throughout studies and application for a Master's degree in Applied School Leadership, confirmed
this past Spring, a deep appreciation for equity within the school and community was fostered. Issues
regarding access to culturally relevant curriculum and pedagogical practices may be supported in a
broader spectrum through service at the city commission level.
Thank you for your consideration.
All Commission, Board and Committee applications are a public record
Mail or email your application to: Shawna Freels, City Clerk
City of Gilroy
7351 Rosanna Street, Gilroy, CA 95020
shawna.freels(a-)-ci.gilroy.ca.us
The City of Gilroy accepts applications at any time and will keep them on file for one year.
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Page 1 of 1 6/2/2018 8:00
City of Gilroy Application
for Board, Committee and Commission Appointment
Board /Committee /Commission of Interest: Arts & Culture Commission
Name: Rev Wendy Sue Kissa
Phone number(s): email address *:
Are you a registered voter within the City limits? Yes
Physical Address*
List your qualifications for this appointment:
Committee Member of Simsbury Celebrates
Girl Scout Troop Leader
Vice President & President of PEO with planning for Cultural and Educational events
There are more but these are the first things that come to mind.....
List any service to the community including any prior appointments:
Girl Scout Troop Leader (CA & CT)
Simsbury Celebrates Committee
PEO Involvement
Kiwanis
Gilroy Resident for past two years
What are your goals while serving on this Board /Commission /Committee ?:
Increase Gilroy's Involvement in the Arts
Help with the existing programing going on
Dream about the possibilities for Gilroy in the future
Why are you the most qualified to serve on this Board /Commission /Committee?
I have been involved in bringing arts to my own children and their classrooms for years. I want to see
Gilroy's involvement in the arts increase as the town continues to grow. Bringing some organization
and communication to the community.
We live on Cape Cod during the summer and I will not be available to be interviewed until after
August 7th. We live a couple of miles away from Broadway's summer home on the Cape and our
children have been involved with Broadway education classes at two of the local theaters in the area.
I am interested in helping in this area, I am wondering about the timing with our kids activities and
and family schedule but at would least like to talk about the possibility.
All Commission, Board and Committee applications are a public record
Mail or email your application to: Shawna Freels, City Clerk
City of Gilroy
7351 Rosanna Street, Gilroy, CA 95020
shawna.freels(a-)-ci.gilroy.ca.us
The City of Gilroy accepts applications at any time and will keep them on file for one year.
A
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Page 1 of 1 7/11/2018 12:53
City of Gilroy Application
for Board, Committee and Commission Appointment
Board /Committee /Commission of Interest: Arts & Culture Commission
Name: Marika Somoriai
Phone number(s): email address *:
Are you a registered voter within the City limits? Yes
Physical Address*
List your qualifications for this appointment:
My favorite subject always been about esthetic, Art, Music, Architecture.
My European education is related to esthetic also Fashion design and Skin Care specialist.
Before we moved to USA my son did Folklore dance for 6 years.
List any service to the community including any prior appointments:
I'm new resident and this is the first time I volunteer my time in Gilroy.
What are your goals while serving on this Board /Commission /Committee ?:
would like if our City prospers not just by the number of buildings, but also in beauty.
The very simple cost effective project can look rich and expensive if we include Art and landscape
tastefully. I would like to see the newer generations get involved more with Art and music to enrich
all of our life.
Why are you the most qualified to serve on this Board /Commission /Committee?
I like my new city and I'm passionate about moving resident's interest into Art, music and cultural life.
I'm applying for the 1 year term.
Thank you.
Marika
All Commission, Board and Committee applications are a public record
Mail or email your application to: Shawna Freels, City Clerk
City of Gilroy
7351 Rosanna Street, Gilroy, CA 95020
shawna.freels(a-)-ci.gilroy.ca.us
The City of Gilroy accepts applications at any time and will keep them on file for one year.
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Packet Pg. 11 Communication: Interviews for the Arts and Culture Commission (SPECIAL MEETING 5:30 P.M. - INTERVIEWS)
Certificate of Commendation
The Mayor and City Council of the
City of Gilroy
Issues to
Daniel Carter
this Certificate in Recognition of Your
Award of Distinction as
Eagle Scout
by
Boy Scouts of America
_________________
Mayor Roland Velasco
2.A.1
Packet Pg. 12 Communication: Certificates of Recognition for Eagle Scouts Daniel Carter, William Murphy and Jorge Lopez (Proclamations, Awards, and
Certificate of Commendation
The Mayor and City Council of the
City of Gilroy
Issues to
Jorge Lopez
this Certificate in Recognition of Your
Award of Distinction as
Eagle Scout
by
Boy Scouts of America
_________________
Mayor Roland Velasco
2.A.1
Packet Pg. 13 Communication: Certificates of Recognition for Eagle Scouts Daniel Carter, William Murphy and Jorge Lopez (Proclamations, Awards, and
Certificate of Commendation
The Mayor and City Council of the
City of Gilroy
Issues to
William Murphy
this Certificate in Recognition of Your
Award of Distinction as
Eagle Scout
by
Boy Scouts of America
_________________
Mayor Roland Velasco
2.A.1
Packet Pg. 14 Communication: Certificates of Recognition for Eagle Scouts Daniel Carter, William Murphy and Jorge Lopez (Proclamations, Awards, and
1
City Council Meeting Minutes
08/6/2018
City of Gilroy
City Council Meeting Minutes
August 6, 2018
I. OPENING
A. Call to Order
The meeting was called to order at 6:00 PM by Mayor Mayor Roland Velasco
1. Pledge of Allegiance
The pledge of allegiance was led by Mayor Velasco.
2. Invocation
The invocation was given by Pastor Malcolm MacPhail of New Hope Community
Church.
3. City Clerk's Report on Posting the Agenda
City Clerk Shawna Freels announced that the agenda had been posted on
August 1, 2018 at 5:30 p.m.
Attendee Name Title Status Arrived
Mayor Roland Velasco Mayor Present 6:00 PM
Marie Blankley Council Member Present 5:38 PM
Dion Bracco Council Member Present 6:00 PM
Daniel Harney Mayor Pro Tempore Present 6:00 PM
Peter Leroe-Muñoz Council Member Present 6:10 PM
Fred Tovar Council Member Present 5:43 PM
Cat Tucker Council Member Present 5:52 PM
B. Orders of the Day
Mayor Velasco asked to move Item 9B Quality of Life Crime and Homelessness
Plan up the agenda, following the consent calendar.
The Council agreed to move the item.
C. Employee Introductions
There were no employee introductions.
II. CEREMONIAL ITEMS
A. Proclamations, Awards, and Presentations
There were none.
III. PRESENTATIONS TO THE COUNCIL
There were none.
IV. REPORTS OF COUNCIL MEMBERS
There were no reports of Council Members.
V. FUTURE COUNCIL INITIATED AGENDA ITEMS
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Council Member Bracco asked if the City Council would consider allowing
outside groups use of Council chambers for public candidate forums.
Mayor Velasco suggested that he discuss the request with th e City Administrator
and City Attorney and he would then let the Council know the outcome of the
discussion.
VI. CONSENT CALENDAR (ROLL CALL VOTE)
RESULT: APPROVE [UNANIMOUS]
MOVER: Cat Tucker, Council Member
SECONDER: Fred Tovar, Council Member
AYES: Velasco, Blankley, Bracco, Harney, Tovar, Tucker
A. Minutes of the July 2, 2018 Regular City Council Meeting
B. Proclamation Honoring Bill Spendlove
C. Proclamation Recognizing the 30th Anniversary With Sister City Takko
Machi, Japan
D. Response to the Santa Clara County Civil Grand Jury Report "Police and
the Mentally Ill: Improving Outcomes"
E. Claim of Alfredo Zepeda (The City Administrator recommends a “yes” vote
under the Consent Calendar shall constitute the denial of the claim)
F. Claim of Fernando Zepeda (The City Administrator recommends a “yes”
vote under the Consent Calendar shall constitute the denial of the claim)
G. Claim of Maria Elena Alvarez (The City Administrator recommends a “yes”
vote under the Consent Calendar shall constitute the denial of the claim)
H. Adoption Resolution 2018-28 of the Santa Clara County Operational Area
Hazard Mitigation Plan Update Including all of Volume 1 and the City of
Gilroy Portion of Volume 2 of the 2017 Santa Clara County Operational Area
Hazard Mitigation Plan Update
I. Right of Way Agreement with Mobilitie, LLC for Use of Two Street Lights in
the Right-of-Way for Installation of Small Cell Wireless
Telecommunications Equipment (M18-11)
J. Approval of an Agreement with Santa Clara County Library in t he Amount
of $160,000 for a Library Shade Structure Project
K. Approval of the Second Operating Memorandum to the Development
Agreement with Glen Loma Ranch
IX.B. Quality of Life Crime and Homelessness Plan
The staff report was presented by Police Chief Smithee.
Public comment was opened.
Ron Kirkish spoke on the need to focus on the impacts of homeless on the
residents of the community explaining that the statistical data showed Gilroy as a
high percent of homeless to population.
Beverley Pierce spoke on the need for more assistance for the children of the
homeless.
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City Council Meeting Minutes
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Public comment was then closed.
Possible Action:
Receive Report and Provide Direction
VII. BIDS AND PROPOSALS
There were none.
VIII. PUBLIC HEARINGS
A. Public Hearing to Consider the Report of Abatement of Weeds and Refuse
Within the City of Gilroy and Confirming the Imposition of Assessment
Liens Against the Land
The staff report was presented by Community Development Director Abrams.
The public hearing was opened.
Jim Hoey spoke on the fires throughout the state in urban areas detailing his
concerns with the weed abatement process and need to maintain properties
throughout the summer months.
The public hearing was then closed.
Possible Action:
Motion to continue the item to the August 20, 2018 regular meeting.
RESULT: APPROVE [UNANIMOUS]
MOVER: Daniel Harney, Mayor Pro Tempore
SECONDER: Fred Tovar, Council Member
AYES: Velasco, Blankley, Bracco, Harney, Leroe-Muñoz, Tovar,
Tucker
B. Zone Change, Tentative Map and Architectural and Site Approval of a
Planned Unit Development for a Property of Approximately 22.44 Acres
Commonly Known as the Hecker Pass North Cluster Subdivision of the
Hecker Pass Specific Plan, Located North of Hecker Pass Highway and
East of the Gilroy Municipal Golf Course, APN 783-04-023 for a 72 Single-
family Residential Lot Subdivision With Four “zipper lot” Home Plans and
Seven Single-family Home Plans; Applicant Hecker Pass North, LLC c/o
Skip Spiering (Z 18-01) (TM 18-01) (AS 18-03)
The staff report was introduced by Community Development Director Abrams.
The public hearing was opened.
Skip Spiering, applicant, spoke on the proposal describing the large open space
component of the project and variety of design models.
Don DeLorenzo of the Gilroy Municipal Golf Course spoke in support of the
project, highlighting the easily achieved mitigations to impacts at the golf course
and ease of working with the applicant.
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Susan Mister spoke on the adjacency of the project to the scenic highway into
Gilroy stating that the development would negatively change the look of Hecker
Pass.
The public hearing was then closed.
Possible Action:
Motion to accept an addendum to the Hecker Pass Specific Plan EIR
prepared for the project, based on findings required by the California
Environmental Quality Act (CEQA)
RESULT: APPROVE [UNANIMOUS]
MOVER: Peter Leroe-Muñoz, Council Member
SECONDER: Fred Tovar, Council Member
AYES: Velasco, Blankley, Bracco, Harney, Leroe-Muñoz, Tovar,
Tucker
Possible Action:
Motion to read the ordinance by title only and waive further reading; and
RESULT: APPROVE [UNANIMOUS]
MOVER: Cat Tucker, Council Member
SECONDER: Peter Leroe-Muñoz, Council Member
AYES: Velasco, Blankley, Bracco, Harney, Leroe-Muñoz, Tovar,
Tucker
C
City Clerk Freels read the ordinance title. City Clerk
Possible Action:
Introduction of an ordinance of the City Council of the City of Gilroy
approving zoning application Z 18-01 for a property located within the
Hecker Pass north residential cluster area to allow for a Planned Unit
Development zoning amendment, filed by Hecker Pass North LLC, c/o Skip
Spiering (APN 783-04-023); and
RESULT: APPROVE [UNANIMOUS]
MOVER: Peter Leroe-Muñoz, Council Member
SECONDER: Marie Blankley, Council Member
AYES: Velasco, Blankley, Bracco, Harney, Leroe-Muñoz, Tovar,
Tucker
x
Adoption of a resolution 2018-29 of the City Council of the City of Gilroy
approving Tentative Map application TM 18-01 a subdivision to allow 72
single-family residential lots in the Hecker Pass north residential cluster,
filed by Hecker Pass North, LLC, c/o Skip Spiering (APN 783-04-023)
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RESULT: APPROVE [UNANIMOUS]
MOVER: Fred Tovar, Council Member
SECONDER: Peter Leroe-Muñoz, Council Member
AYES: Velasco, Blankley, Bracco, Harney, Leroe-Muñoz, Tovar,
Tucker
Possible Action:
Adoption of a resolution 2018-30 of the City Council of the City of Gilroy
approving Architectural and Site Review AS 18-03, a planned unit
development architectural and site review to allow for the construction of
the 72 single-family residential unit Hecker Pass North Residential Cluster
Project, filed by Hecker Pass North LLC, c/o Skip Spiering (APN 783-04-
023), with an added condition that disclosure to future homeowners be
made that there are no bus services provided by the Gilroy Unified School
District.
RESULT: APPROVE [UNANIMOUS]
MOVER: Peter Leroe-Muñoz, Council Member
SECONDER: Marie Blankley, Council Member
AYES: Velasco, Blankley, Bracco, Harney, Leroe-Muñoz, Tovar,
Tucker
C. Tentative Map Approval and Architectural and Site Review Request for a
Proposed 9-lot Single Family Residential Subdivision on a Portion of APN
810-20-020, a 2.23-acre Property Located Northeast of Third Street, West of
the Heartland Subdivision and South of Syngenta Flowers, Inc. Within the
Hecker Pass Specific Plan Area, Applicant Meritage Homes c/o Mark
Currington (TM 17-02) (AS 17-24)
The staff report was presented by EMC Planner Stuart Poulter.
The public hearing was opened; there being none, it was then closed.
Possible Action:
Adoption of a resolution 2018-31 of the City Council of the City of Gilroy
approving Tentative Map TM 17-02 Heartland Triangle residential project
creating 9 Single-family residential lots with 0.42 acres of city-owned
landscaped areas and 0.34 acres of public streets, located within the
Hecker Pass Specific Plan, northeast of Third Street, West of the Heartland
subdivision and South of Syngenta Flowers, Inc., on a Portion of APN 810-
20-029, filed by Meritage Homes; and
RESULT: APPROVE [5 TO 2]
MOVER: Cat Tucker, Council Member
SECONDER: Dion Bracco, Council Member
AYES: Velasco, Blankley, Bracco, Leroe-Muñoz, Tucker
NAYS: Daniel Harney; Fred Tovar
x
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Possible Action:
Adoption of a resolution 2018-32 of the City Council of the City of Gilroy
approving Architectural and Site Review application AS 17-14 to allow for
the construction of a 9-unit residential Heartland Triangle project located
within the Hecker Pass Specific Plan, northeast of Third Street, West of the
Heartland subdivision and south of Syngenta Flowers, Inc. on a portion of
APN 810-20-020, filed by Meritage Homes
RESULT: APPROVE [5 TO 2]
MOVER: Cat Tucker, Council Member
SECONDER: Peter Leroe-Muñoz, Council Member
AYES: Velasco, Blankley, Bracco, Leroe-Muñoz, Tucker
NAYS: Daniel Harney, Fred Tovar
D. Consideration of Specific Plan Zoning Amendments to the Hecker Pass
Specific Plan for Properties Located on Hecker Pass Highway/ State Route
152 Frontage at the Intersection with Third Street (APN’s 783 -04-021 to 023;
810-20-005 to 030; 810-21-011 to -025; 810-65-007 to -023; 810-83-001 to -
117; 810-84-001 to -071; 810-85-001 to -034; 810-86-001 to -097), to: Change
the Planned Hecker Pass Highway and Third Street Intersection from a
Standard Intersection to a Roundabout; add a Class I Bike Path on Private
Property South of Hecker Pass Highway; Change the Specific Plan
Language Related to Fencing Within the Hecker Pass Highway 115-foot
Setback Corridor and Other Fencing Restriction Modifications in the
Specific Plan; to Eliminate Two Specific Plan EIR Transportation-related
Mitigation Measures, and Various Minor Text Modifications to the Hecker
Pass Specific Plan; Applicant Meritage Homes (Z 16-02)
The staff report was presented by EMC Planner Stuart Poulter.
The public hearing was opened.
Jim Hoey spoke in support of the amendments to the Specific Plan, and
described issues with the easement for the trail that needed to be addressed by
the property owners. He then asked how the process would work as he was
concerned about his liability as one of the property owners.
Applicant Mark Currington of Meritage Homes explained that the easement
would be crafted after the specific plan amendments were approved.
Connie Rogers spoke on the access onto Highway 152 asking if the existing
property owners would be allowed access.
Susan Mister asked the Council to consider the roundabout suggesting that
commercial vehicles, RV's, and vehicles with trailers would have difficulty
traversing it.
The public hearing was then closed.
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Possible Action:
Adoption of a resolution 2018-33 of the City Council of the City of Gilroy to
adopt the mitigated negative declaration and mitigation monitoring and
reporting program prepared for zoning amendment application Z 16-02 to
amend the Hecker Pass Specific Plan, filed by Meritage Homes, c/o Mark
Currington;
RESULT: APPROVE [UNANIMOUS]
MOVER: Cat Tucker, Council Member
SECONDER: Peter Leroe-Muñoz, Council Member
AYES: Velasco, Blankley, Bracco, Harney, Leroe-Muñoz, Tovar,
Tucker
Possible Action:
Adoption of a resolution 2018-34 of the City Council of the City of Gilroy to
approve zoning amendment application Z 16-02 and adopt the mitigation
monitoring and reporting program to amend the Hecker Pass Specific Plan
to change the planned Hecker Pass Highway and Third Street intersection
from a standard intersection to a roundabout; add a class I bike path south
of Hecker Pass Highway (State Route 152); amend specific plan language
related to fencing within the Hecker Pass Highway setback corridor, as well
as other fencing restriction modifications in the specific plan; and
elimination/modification of two specific plan EIR transportation-related
mitigation measures, application filed by Meritage Homes c/o Mark
Currington.
RESULT: APPROVE [UNANIMOUS]
MOVER: Cat Tucker, Council Member
SECONDER: Peter Leroe-Muñoz, Council Member
AYES: Velasco, Blankley, Bracco, Harney, Leroe-Muñoz, Tovar,
Tucker
IX. UNFINISHED BUSINESS
A. Adoption of an Ordinance Amending Section 30.19.10(c)(2) of Chapter 30 of
the Gilroy City Code and Adoption of a Resolution Amending the
Downtown Specific Plan to allow Ground-Floor Offices Along Monterey
Road, North of 4th Street and South of 6th Street, Within the Downtown
Historic District Without a Conditional Use Permit for a Period of Two Years
(Ordinance introduced 6/18/18 with a 6-0-1 vote, Council Member Tucker
absent; continued from 7/2/2018)
The item was presented by Community Development Director Abrams.
Public comment was opened.
John Taft spoke on recent downtown ground floor business closures and
suggested that an administrative use permit process be put in place to streamline
quick occupancy, and increase economic development.
Gary Walton spoke on the larger spaces in the downtown which could be utilized
by multiple tenants and suggested that the downtown specific plan address the
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City Council Meeting Minutes
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changes to the realities of the market today, as retailers were leaving the
downtown.
Public comment was then closed.
Possible Action:
a) Motion to adopt Ordinance 2018-09 of the City Council of the City of
Gilroy amending Section 30.19.10(c)(2) of Chapter 30 of the Gilroy City
Code and the Downtown Specific Plan to allow Ground-Floor Offices
Along Monterey Road, North of 4th Street and South of 6th Street,
Within the Downtown Historic District Without a Conditional Use Permit
for a Period of Two Years; and,
RESULT: APPROVE [UNANIMOUS]
MOVER: Peter Leroe-Muñoz, Council Member
SECONDER: Dion Bracco, Council Member
AYES: Velasco, Blankley, Bracco, Harney, Leroe-Muñoz, Tovar,
Tucker
Possible Action:
a) Motion to adopt a Resolution 2018-35 of the City Council of the City of
Gilroy amending the Downtown Specific Plan in connection with an
Ordinance amending Section 30.19.10 (c)(2) of the Gilroy City Code to
allow Ground-Floor Offices in the area north of Fourth Street and South
of Sixth Street within the Downtown Historic District without a
Conditional Use Permit for two years, and to simplify the Specific Plan
such that land uses will be specified in the Zoning Code, not separately
in the Specific Plan.
RESULT: APPROVE [UNANIMOUS]
MOVER: Cat Tucker, Council Member
SECONDER: Daniel Harney, Mayor Pro Tempore
AYES: Velasco, Blankley, Bracco, Harney, Leroe-Muñoz, Tovar,
Tucker
X. INTRODUCTION OF NEW BUSINESS
A. Gilroy Police Officers Association Memorandum of Understanding and
Salary Schedules for the period July 1, 2018 through June 30, 2022
The staff report was presented by Human Resources Director McPhillips.
There were no public comments.
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Possible Action:
a) Approve the Memorandum of Understanding between the City and
Gilroy Police Officers Association for the period July 1, 2018 - June 30,
2022; and,
RESULT: APPROVE [UNANIMOUS]
MOVER: Cat Tucker, Council Member
SECONDER: Fred Tovar, Council Member
AYES: Velasco, Blankley, Bracco, Harney, Leroe-Muñoz, Tovar,
Tucker
Possible Action:
a) Adopt a Resolution 2018-36 of the City Council of the City of Gilroy
approving the July 1, 2018, July 1, 2019, July 1, 2020 and July 1, 2021
salary schedules associated with the Gilroy Police Officers Association
Memorandum of Understanding
RESULT: APPROVE [UNANIMOUS]
MOVER: Cat Tucker, Council Member
SECONDER: Daniel Harney, Mayor Pro Tempore
AYES: Velasco, Blankley, Bracco, Harney, Leroe-Muñoz, Tovar,
Tucker
XI. CITY ADMINISTRATOR'S REPORTS
City Administrator Gonzalez reminded the Council of the economic development
study session on August 13th. He then spoke on a report that would be coming
to Council and explained he would be incorporating the use table for the
downtown uses.
XII. CITY ATTORNEY'S REPORTS
There was no report.
XIII. CLOSED SESSION
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A. CONFERENCE WITH LEGAL COUNSEL – EXISTING LITIGATION;
Significant Exposure to Litigation Pursuant to Paragraph (1) of Sub. (d) of
Government Code Section 54956.9 and Gilroy City Code 17A.11 (3) (a); 1
case as defendant; Christopher Salcido, Andora Salcido, individually for
themselves; Christopher Salcido as Guardian ad Litem for Natalia Salcido,
a minor; Case Filed: 8/26/2015; Case No. 115CV284875; Superior Court of
Santa Clara County
B. CONFERENCE WITH NEGOTIATOR – COLLECTIVE BARGAINING UNIT
Pursuant to Government Code Section 54957.6 and Gilroy City Code
Section 17A.11 (4) Collective Bargaining Unit: Local 2805, IAFF Fire Unit
Representing Gilroy Fire Fighters; City Negotiators: Gabriel Gonzalez, City
Administrator; LeeAnn McPhillips, HR Director; Anticipated Issues(s)
Under Negotiation: Wages, Hours, Benefits, Working Conditions;
Memorandum of Understanding: MOU between the City of Gilroy and the
Gilroy Fire Fighters
C. PUBLIC EMPLOYEE PERFORMANCE EVALUATION Pursuant to
Government Code Section 54957 and Gilroy City Code Section 17A.8 (a) (4)
Name/Title: Gabriel Gonzalez, City Administrator (Annual Review)
There were no public comments.
City Attorney Faber advised the City Council that they were entering into closed
session on Item XIII.A. as discussion in open session would unavoidably expose
the city’s position in the case.
ADJOURNMENT
Motion to adjourn to closed session.
RESULT: APPROVE [UNANIMOUS]
MOVER: Dion Bracco, Council Member
SECONDER: Fred Tovar, Council Member
AYES: Velasco, Blankley, Bracco, Harney, Leroe-Muñoz, Tovar,
Tucker
The Council adjourned to closed session at 10:10 p.m.
/s/ Shawna Freels, MMC
City Clerk
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City of Gilroy
STAFF REPORT
Agenda Item Title: Acceptance of Office of Traffic Safety Grant in the Amount of
$76,000
Meeting Date: August 20, 2018
From: Gabriel Gonzalez, City Administrator
Department: Police Department
Submitted By: Scot Smithee
Prepared By: Joseph Deras
Joseph Deras
Strategic Plan Goals
☐ Fiscal Stability
☐ Downtown
Revitalization
☐ Economic
Development
☐ Customer Service Enhanced Public
Safety
RECOMMENDATION
Acceptance of Office of Traffic Safety (OTS) grant in the amount of $76,000.
EXECUTIVE SUMMARY
The Office of Traffic Safety released a solicitation for grant applications for the
"Selective Traffic Enforcement Program" (STEP) grant in January 2018. The City of
Gilroy Police Department applied for, and was tentatively awarded, a grant not to
exceed the amount of $76,000 (OTS Grant Number PT19043). The purpose of the grant
is to reduce the incidents of fatal and injury collisions involving vehicles, bicycles and
pedestrians by use of targeted traffic enforcement operations.
BACKGROUND
The City of Gilroy has successfully managed grants from the Office of Traffic Safety for
at least the past 6 years. All included enforcement funding but some also allowed for the
purchase of specialty equipment including the DUI Checkpoint trailer and a police
6.B
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motorcycle. Other equipment purchased with OTS grant funds included cones, lighting,
generators, reflective vests and signs for DUI Checkpoints. If this grant is accepted, the
City of Gilroy will receive $76,000 funding overtime for traffic related operations and
training.
ANALYSIS
If accepted, the grant funds would be used to fund overtime for the purposes of
conducting DUI suppression through three DUI checkpoints and 26 DUI saturation
patrols. Police officers would also attempt to reduce injury and fatal collisions by
conducting 10 special traffic enforcement operations and eight distracted driver
operations. All of these would be conducted through the use of overtime funded by the
grant. The grant also includes funding for training related to driving under the influence
of alcohol and drugs.
A requirement of the grant is participation in several national campaigns in conjunction
with the Office of Traffic Safety such as Distracted Driver Month, the winter and summer
Anti-DUI campaigns, Pedestrian Safety Month, and various walk and b ike to school
days.
Traffic Officers are also required to provide training in some areas of traffic safety to
members of the community. These presentations are not funded by the grant. T he
Traffic Division has accomplished this goal in the past by giving a bicycle/pedestrian
safety class to Gilroy Unified School District fifth graders, and plans to continue these
presentations. These are conducted during the normal course of the officer’s duty day.
No equipment purchases were funded.
OTS reimburses the City for the overtime each quarter during the 12 month long grant
cycle. There is no fiscal penalty for not spending the money awarded in the grant,
although this might affect future grant awards.
ALTERNATIVES
1. Accept this OTS grant and engage in additional traffic enforcement activities as
described above. STAFF RECOMMENDS
2. Reject this OTS grant and provide traffic enforcement activities at our currently
budgeted level. The Gilroy Police Department would not be able to fund the extra
enforcement proposed without grant funding. STAFF DOES NOT
RECOMMEND
FISCAL IMPACT/FUNDING SOURCE
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This is not a matching funds grant. The grant pays the salary of participating officers at
the overtime rate, but not benefits. The grant is short term, lasting for only 12 months
and has no requirement for ongoing fiscal support. The funding comes from the National
Highway Traffic Safety Administration and the California Office of Traffic Safety.
NEXT STEPS
As a condition of the application process the governing body of the applying jurisdiction
must approve the acceptance of the award prior to final acceptance and allocation of
funds.
The Traffic Division of the Police Department will issue the “kick-off” press release and
administer the grant throughout the next federal fiscal year. If accepted, the grant would
start October 1, 2018 and run until September 30, 2019.
PUBLIC OUTREACH
The Police Department is required to issue a “kick-off” press release announcing the
grant and a press release a week prior to each DUI Checkpoint. Additionally, a traffic
officer posts on social media throughout the year during special enforcement time
periods. The Office of Traffic Safety and NHTSA make professional materials available
to participating departments to enhance social media and press releases.
Attachments:
1. PT19043
6.B
Packet Pg. 27
6.B.a
Packet Pg. 28 Attachment: PT19043 (1788 : OTS Grant)
6.B.a
Packet Pg. 29 Attachment: PT19043 (1788 : OTS Grant)
6.B.a
Packet Pg. 30 Attachment: PT19043 (1788 : OTS Grant)
6.B.a
Packet Pg. 31 Attachment: PT19043 (1788 : OTS Grant)
6.B.a
Packet Pg. 32 Attachment: PT19043 (1788 : OTS Grant)
6.B.a
Packet Pg. 33 Attachment: PT19043 (1788 : OTS Grant)
6.B.a
Packet Pg. 34 Attachment: PT19043 (1788 : OTS Grant)
6.B.a
Packet Pg. 35 Attachment: PT19043 (1788 : OTS Grant)
6.B.a
Packet Pg. 36 Attachment: PT19043 (1788 : OTS Grant)
6.B.a
Packet Pg. 37 Attachment: PT19043 (1788 : OTS Grant)
City of Gilroy
STAFF REPORT
Agenda Item Title: Claim of Maria Ramirez (The City Administrator recommends a
“yes” vote under the Consent Calendar shall constitute the denial of
the claim)
Meeting Date: August 20, 2018
From: Gabriel Gonzalez, City Administrator
Department: Human Resources Department
Submitted By: LeeAnn McPhillips
Prepared By: LeeAnn McPhillips
Strategic Plan Goals
☐ Fiscal Stability
☐ Downtown
Revitalization
☐ Economic
Development
☐ Customer Service ☐ Enhanced Public
Safety
RECOMMENDATION
Denial of the claim of Maria Ramirez.
EXECUTIVE SUMMARY
Based on the recommendation from Municipal Pooling Authority (MPA) and/or legal
counsel, the following claim is submitted to the City Council for rejection at the August
20, 2018 meeting:
Claim of Maria Ramirez
Attachments:
1. Claim of Maria Ramirez
6.C
Packet Pg. 38
6.C.a
Packet Pg. 39 Attachment: Claim of Maria Ramirez (1798 : Claim of Maria Ramirez)
6.C.a
Packet Pg. 40 Attachment: Claim of Maria Ramirez (1798 : Claim of Maria Ramirez)
City of Gilroy
STAFF REPORT
Agenda Item Title: Claim of Debbie Griffith (The City Administrator recommends a
“yes” vote under the Consent Calendar shall constitute the denial of
the claim)
Meeting Date: August 20, 2018
From: Gabriel Gonzalez, City Administrator
Department: Human Resources Department
Submitted By: LeeAnn McPhillips
Prepared By: LeeAnn McPhillips
Strategic Plan Goals
☐ Fiscal Stability
☐ Downtown
Revitalization
☐ Economic
Development
☐ Customer Service ☐ Enhanced Public
Safety
RECOMMENDATION
Denial of the claim of Debbie Griffith.
EXECUTIVE SUMMARY
Based on the recommendation from Municipal Pooling Authority (MPA) and/or legal
counsel, the following claim is submitted to the City Council for rejection at the August
20, 2018 meeting:
Claim of Debbie Griffith
Attachments:
1. Claim of Debbie Griffith
6.D
Packet Pg. 41
6.D.a
Packet Pg. 42 Attachment: Claim of Debbie Griffith (1814 : Claim of Debbie Griffith)
6.D.a
Packet Pg. 43 Attachment: Claim of Debbie Griffith (1814 : Claim of Debbie Griffith)
City of Gilroy
STAFF REPORT
Agenda Item Title: Approval of the Design of a Public Art Sculpture for the Alexander
Station Project (AS 13-33)
Meeting Date: August 20, 2018
From: Gabriel Gonzalez, City Administrator
Department: Community Development Department
Submitted By: Kristi Abrams
Prepared By: Kristi Abrams
Melissa Durkin
Strategic Plan Goals
☐ Fiscal Stability
☐ Downtown
Revitalization
Economic
Development
☐ Customer Service ☐ Enhanced Public
Safety
RECOMMENDATION
Approval of the design of a public art sculpture for the Alexander Station project.
EXECUTIVE SUMMARY
The Alexander Station apartment project is located within a planned unit development
(PUD) zoning overlay district. Development of this project within the PUD required
several amenities, including the proposed sculpture. Based on favorable consideration
by both the Public Art Committee and Arts & Culture Commission, staff recommends
approval of the proposed sculpture.
BACKGROUND
As a condition of approval for the Alexander Station planned unit development (PUD),
the developer is required to provide public art at the entrance of the project at the 10th
Street/Alexander Street intersection. The developer initially presented a proposed
sculpture to the Public Art Committee on May 23, 2018. This initial proposal paid
6.E
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homage to the Indian Motorcycle facility that was once located at this site. The Public
Art Committee determined that the proposed art should be more organic and better
reflect Gilroy’s culture. The developer revised the concept and presented the sculpture
design described below at the July 25, 2018 Public Art Committee meeting. The
committee recommended approval of the conceptual sculpture design by a vote of 4-1
(Armendariz voted no). At the July 25, 2018 Arts & Culture Commission meeting, the
commission recommended approval of the conceptual sculpture design by a vote of 3 -
0-0-1 (Armendariz abstained).
ANALYSIS
The Pacific Companies requests approval of one public art sculpture created by artist
Ben Trautman. The artist proposes a unique sculpture that continues the garlic theme
established in Gilroy’s Downtown. Specifically, the sculpture will depict a microscopic
cross section of a garlic stalk, magnified 700 times. The artwork will be located on the
north-facing wall of the apartment building, adjacent to 10th Street. Attachment 1
shows the location of the site and Attachment 2 provides a full description of the
artwork, including dimensions, materials, and placement. The Alexander Stat ion
apartment project manager will be responsible for maintenance of the artwork.
ALTERNATIVES
If the City Council does not approve the proposed sculpture, the applicant would be
required to propose an alternative design.
FISCAL IMPACT/FUNDING SOURCE
No fiscal impacts are associated with this request for Council’s consideration and
determination. All staff costs associated with reviewing, approving, and inspecting the
proposed sculpture are reimbursable by the developer.
CONCLUSION
Staff finds that the proposed public art sculpture is acceptable as a PUD amenity for the
Alexander Station project.
NEXT STEPS
With approval of the recommended action, the artist will finalize the final sculpture
design and submit it for City review and building permits. The developer will install the
sculpture and City staff will inspect it prior to building final.
PUBLIC OUTREACH
Public hearings were held for this apartment project’s original approval. The Planning
Commission hearing was held on August 7, 2014 and the City Council hearing was held
on August 18, 2014. In addition, public meetings were held to review the proposed art
6.E
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sculptures. Public Art Committee meetings were held on May 23, 2018 and July 25,
2018, and an Arts & Culture Commission meeting was held on July 25, 2018.
Attachments:
1. Location Map
2. Description of Artwork
6.E
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The
Site
6.E.a
Packet Pg. 47 Attachment: Location Map (1795 : Public Art Sculpture for the Alexander Station Project (AS 13-33))
Proposed Sculptures
for
Alexander Station
Gilroy
Ben Trautman
Trautman & Associates Inc.
July 17th, 2018
6.E.b
Packet Pg. 48 Attachment: Description of Artwork (1795 : Public Art Sculpture for the Alexander Station Project (AS 13-
Originally, artwork was to
be installed lower down on
the building. I have decided
that any installed work
should move up out of
reach. I have identified one
area for installation on the
north facade. I have shown
the area with an oval in the
perspective. The higher
position will be more
visible from the main street
and moved to the left to
minimize any obstruction
from the projecting element
on the right side.
Site
6.E.b
Packet Pg. 49 Attachment: Description of Artwork (1795 : Public Art Sculpture for the Alexander Station Project (AS 13-
Note:
The Committee had suggested
that the stairway to the left was
a good site for some of the
installation. I have decided that
the best use of the budget is to
focus on the main facade on 10th
Street as the most public and
visible. The entry area will have
dense landscape elements and
Alexander Street is a relatively
minor side street.
6.E.b
Packet Pg. 50 Attachment: Description of Artwork (1795 : Public Art Sculpture for the Alexander Station Project (AS 13-
Design Process
After several preliminary ideas
were proposed that were not
working well, I had a meeting
with Staff. We quickly agreed
on taking a new approach to the
Garlic theme for the Downtown
area. By looking at microscopic
cross sections of garlic, we saw
a path forward.
6.E.b
Packet Pg. 51 Attachment: Description of Artwork (1795 : Public Art Sculpture for the Alexander Station Project (AS 13-
Design Process
In my work, I am always looking at
the structure of organic form, the
geometries and intricate patterns that
make organic structures strong but
lightweight. The sculptures shown
here are backlit wall installations
looking at the internal structure of
an oak tree at the microscopic scale
and the growth rings. Instead of
simple flat cutouts, I have explored
the forms in three dimensions. What
shows up in a photo as a circle is a
tube that travels the length of the
tree, and building it as a 3-D form
allows the sculpture to catch light
and shadows and change depending
on the angle of the viewer to the
piece.
Microscopic Oak Wood
Oak Growth Rings
6.E.b
Packet Pg. 52 Attachment: Description of Artwork (1795 : Public Art Sculpture for the Alexander Station Project (AS 13-
I will use multiple colors of powder coating to add a layer of detail to the sculpture. The
piece will have to be constructed in separate pieces that will each be powder coated separately
and then reassembled through bolted connections, typically using 1/2” stainless bolts.
Models and Sketches
6.E.b
Packet Pg. 53 Attachment: Description of Artwork (1795 : Public Art Sculpture for the Alexander Station Project (AS 13-
Final Model
I added a frame to
help contain the
cropped fragment
that I had built,
allowing it to work
within the overall
composition of
the building. The
frame also provides
a structural frame
to stabilize the
intricate sculpture
and connect it to the
building.
6.E.b
Packet Pg. 54 Attachment: Description of Artwork (1795 : Public Art Sculpture for the Alexander Station Project (AS 13-
Proportion and Placement
I adjusted the
proportions of the model
in photoshop. I think
the thinner proportion
works well with the
height of the building.
The sculpture is pushed
closer to the bay windows
for visibility, staying away
from projecting building
element at lower right, as
requested by Staff.
6.E.b
Packet Pg. 55 Attachment: Description of Artwork (1795 : Public Art Sculpture for the Alexander Station Project (AS 13-
Structure/Engineering
The Frame: 3’ x 15’ overall dimensions
3” x 3” x 3/16” angle, welded frame, powder coated
charcoal grey: approximately 135lbs
Sculpture: 1/8” steel plate, less than the full surface area
of 45 sq ft:
230 lbs.
Safe estimate 500lbs.
3’
15’
6.E.b
Packet Pg. 56 Attachment: Description of Artwork (1795 : Public Art Sculpture for the Alexander Station Project (AS 13-
Explanation Text for Plaque
The sculpture shows the cross section of a stalk of
garlic magnified 700x. The geometry of the garlic stalk
reflects the need to be lightweight and strong, and
allows water and nutrients to feed the plant. The circles
are the tubes that travel the height of the plant, are very
strong for their weight like a bundle of straws, and help
the stalks to stand up.
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Packet Pg. 57 Attachment: Description of Artwork (1795 : Public Art Sculpture for the Alexander Station Project (AS 13-
City of Gilroy
STAFF REPORT
Agenda Item Title: Approval of the Design of a Public Art Sculpture for the Harvest
Park Project (M 18-05)
Meeting Date: August 20, 2018
From: Gabriel Gonzalez, City Administrator
Department: Community Development Department
Submitted By: Kristi Abrams
Prepared By: Kristi Abrams
Strategic Plan Goals
☐ Fiscal Stability
Downtown
Revitalization ☐ Economic
Development
☐ Customer Service ☐ Enhanced Public
Safety
RECOMMENDATION
Approval of the design of a public art sculpture for the Harvest Park project.
EXECUTIVE SUMMARY
The Harvest Park Phase II residential development is located within a planned unit
development (PUD) zoning overlay district. Development of this project within the PUD
required several amenities; the proposed sculpture is one of the amenities required for
the project. Based on favorable consideration by the Public Art Committee and
additional research that addressed the Arts & Culture Commission’s concerns, staff
recommends approval of the proposed sculpture with one condition of approval.
BACKGROUND
The Harvest Park Phase II residential subdivision, located north and south of Cohansey
Avenue, between Monterey Street and West Llagas Creek, is located within a planned
unit development (PUD) zoning combining district. The PUD Combining District
Statement of Intent (Gilroy Municipal Code section 30.26.10) requires projects within a
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PUD to provide a higher standard of amenities than normally required of development
projects.
To satisfy the requirement for a higher standard of amenities, the subdivision’s
developer, Meritage Homes, agreed to provide public art along Cohansey Avenue. At
the City Council’s direction, the Public Art Committee and Arts & Culture Commission
are required to review and make recommendations on the design of all artwork provided
as PUD amenities.
At the May 23, 2018 Public Art Committee meeting, the committee recommended
approval of the conceptual sculpture design (described below) with the following
condition of approval:
Condition 1: Prior to tract acceptance, the developer shall install the artwork and
an associated plaque. The plaque shall state the artist’s name, title of the
artwork and explanation of the art. This condition shall be subject to the review
and approval of the Planning Division Manager.
At the July 25, 2018 Arts & Culture Commission meeting, a motion to recommend
approval of the proposed sculpture failed on a 2-2 vote (Commissioners Rudeen and
Armendariz voted no). The commissioners who vote d no were concerned that the
sculpture used a depiction of wheat as homage to Gilroy’s agricultural past. The
Commissioners did not believe that wheat had historically been grown in Gilroy.
According to the City of Gilroy website, John Cameron Gilroy grew wheat on his ranch,
along with raising cattle and making soap. Later settlers in Gilroy also farmed grain .
Therefore, wheat is part of Gilroy’s agricultural history, and staff believes the proposed
sculpture, described below, appropriately represents this history.
ANALYSIS
The applicant, Meritage Homes, requests approval of one public art sculpture created
by artist Ben Trautman. The artist proposes a sculpture inspired by Gilroy’s agricultural
heritage. Specifically, the sculpture will represent wheat forms radiating out from the
sun. The artwork will be located within a privately-owned open space area situated
south of Cohansey Avenue, and west of Chickadee Lane. Attachment 1 shows the
approximate location of the artwork and Attachment 2 provides a full description of the
artwork, including dimensions, materials, durability, and graffiti treatment. The Harvest
Park homeowners’ association will be responsible for maintenance of the artwork.
ALTERNATIVES
If the City Council does not approve the proposed sculpture, the applicant would be
required to propose an alternative design.
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FISCAL IMPACT/FUNDING SOURCE
No fiscal impacts are associated with this request for Council’s consideration and
determination. All staff costs associated with reviewing, approving, and inspecting the
proposed sculpture are reimbursable by the developer.
CONCLUSION
Staff finds that the proposed public art sculpture is acceptable as a PUD amenity for the
Harvest Park phase II project.
NEXT STEPS
With approval of the recommended action, the artist will finalize the final sculpture
design and submit it for City review and building permits. The developer will install the
sculptures and City staff will inspect them prior to final tract acceptance.
PUBLIC OUTREACH
Public hearings were held for this project’s original subdivision approval. The Planning
Commission hearing was held on November 21, 2013 and the City Council hearing was
held on December 2, 2013. In addition, public meetings were held to review the
proposed art sculptures. The Public Art Committee held a public meeting on May 23,
2018 and the Arts & Culture Commission held a public meeting on July 25, 2018.
Attachments:
1. Location Map
2. Public Art Description
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Harvest Park Phase II Artwork Location MapApproximate Location6.F.aPacket Pg. 61Attachment: Location Map (1706 : M 18-05, Harvest Park Art)
6.F.b
Packet Pg. 62 Attachment: Public Art Description (1706 : M 18-05, Harvest Park Art)
6.F.b
Packet Pg. 63 Attachment: Public Art Description (1706 : M 18-05, Harvest Park Art)
6.F.b
Packet Pg. 64 Attachment: Public Art Description (1706 : M 18-05, Harvest Park Art)
6.F.b
Packet Pg. 65 Attachment: Public Art Description (1706 : M 18-05, Harvest Park Art)
6.F.b
Packet Pg. 66 Attachment: Public Art Description (1706 : M 18-05, Harvest Park Art)
City of Gilroy
STAFF REPORT
Agenda Item Title: Adoption of an Ordinance of the City Council of the City of Gilroy
Approving Zoning Application Z 18-01 for a Property Located within
the Hecker Pass North Residential Cluster Area to Allow for a
Planned Unit Development Zoning Amendment, Filed by Hecker
Pass North, LLC, c/o Skip Spiering (APN 783-04-023) (introduced
8/6/18 with a 7-0 vote)
Meeting Date: August 20, 2018
From: Gabriel Gonzalez, City Administrator
Department: Community Development Department
Submitted By: Kristi Abrams
Prepared By: Shawna Freels
Sue O'Strander
Strategic Plan Goals
☐ Fiscal Stability
☐ Downtown
Revitalization
☐ Economic
Development
☐ Customer Service ☐ Enhanced Public
Safety
RECOMMENDATION
Adoption of an Ordinance of the City Council of the City of Gilroy approving zoning
application Z 18-01 for a property located within the Hecker Pass North residential
cluster area to allow for a planned unit development zoning amendment filed by Hecker
Pass North, LLC, c/o Skip Spiering (APN 783-04-023)
EXECUTIVE SUMMARY
The ordinance of the City Council of the City of Gilroy approving zoning application Z
18-01 for a property located within the Hecker Pass North residential cluster area to
allow for a planned unit development zoning amendment filed by Hecker Pass North,
LLC, c/o Skip Spiering (APN 783-04-023) was introduced by Council at its August 6,
2018 meeting by a unanimous vote of 7-0. Council is requested to adopt the attached
ordinance. If said ordinance is adopted by Council, the ordinance will be in effect thirty
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days from the Council’s action.
Attachments:
1. Ordinance Z 18-01
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ORDINANCE NO. 2018-XX 4833-9040-8045v1
JH\04706089
ORDINANCE NO. 2018-XX
AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF GILROY
APPROVING ZONING APPLICATION Z 18-01 FOR A PROPERTY
LOCATED WITHIN THE HECKER PASS NORTH RESIDENTIAL
CLUSTER AREA TO ALLOW FOR A PLANNED UNIT DEVELOPMENT
ZONING AMENDMENT, FILED BY HECKER PASS NORTH LLC, C/O
SKIP SPIERING (APN 783-04-023)
WHEREAS, on January 16, 2018, Hecker Pass North LLC submitted an application
requesting a Planned Unit Development zoning amendment to approve the specific design and
layout of Hecker Pass North Residential Cluster project; and
WHEREAS, in accordance with the California Environmental Quality Act, an addendum
to the certified Hecker Pass Specific Plan/South Valley Community Church Environmental
Impact Report (EIR) has been prepared for this project; and
WHEREAS, the addendum analyzed the proposed development of the Hecker Pass North
Residential Cluster and determined the project would not create new significant environmental
effects, intensify previously identified effects or take place in a context where new information is
available that would alter conclusions in the Hecker Pass Specific Plan/South Valley Community
Church EIR concerning potential environmental effects; and
WHEREAS, on June 7, 2018, the Planning Commission of the City of Gilroy held a duly
noticed public hearing at which time the Planning Commission considered the public testimony,
the staff report dated June 7, 2018, and all other documentation related to zone change request
(Z18-01) filed by Hecker Pass North LLC in accordance with the Gilroy Zoning Ordinance and
other applicable standards and regulations and recommended City Council approval of Z 18-01
with all of the following amenities:
Substantial open space for aesthetic and passive use
A 1.4 acre neighborhood park
Creation, upkeep and ongoing maintenance of private streets
Creation of a homeowners association for ongoing management and maintenance of
all required amenities and compliance with project conditions
6.G.a
Packet Pg. 69 Attachment: Ordinance Z 18-01 (1809 : Z 18-01 Ordinance Adoption)
ORDINANCE NO. 2018-XX 4833-9040-8045v1
JH\04706089
Preserved topography for enhanced view corridors
Sewer and gas connections to the City of Gilroy
Decorative treatments at crosswalks to the satisfaction of the Planning and
Engineering Divisions of the City for safety and aesthetic purposes
A payment of $175,000 to the City of Gilroy to offset impacts, both financial and
operational, to the golf course while the offsite improvements are being constructed
WHEREAS, the City Council held a duly noticed public hearing on August 6, 2018 at
which time the City Council considered the public testimony, the staff report dated August 6,
2018 and all other documentation, and received and reviewed written and oral comments related
to Z 18-01; and
WHEREAS, the City Council finds that Z 18-01 is consistent with the General Plan, the
Hecker Pass Specific Plan, and the City Zoning Ordinance.
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF GILROY DOES
HEREBY ORDAIN AS FOLLOWS:
SECTION I
The City Council finds that in accordance with Gilroy City Code Section 30.50.50(d):
i) The project conforms to the Gilroy General Plan in terms of general location and
standards of development.
ii) The project provides the type of development that will fill a specific need of the
surrounding area.
iii) The project will not require urban services beyond those that are currently available.
iv) The project provides a harmonious, integrated plan that justifies exceptions, if such are
required, to the normal requirements of this ordinance.
v) The project reflects an economical and efficient pattern of land uses.
vi) The project includes greater provisions for landscaping and open space than would
generally be required.
vii) The project utilizes aesthetic design principles to create attractive buildings and open
space areas that blend with the character of surrounding areas.
viii) The project will not create traffic congestion, noise, odor or other adverse effects on
surrounding areas.
ix) The project provides adequate access, parking, landscaping, trash areas and storage, as
necessary.
SECTION II
6.G.a
Packet Pg. 70 Attachment: Ordinance Z 18-01 (1809 : Z 18-01 Ordinance Adoption)
ORDINANCE NO. 2018-XX 4833-9040-8045v1
JH\04706089
Z 18-01 is hereby approved with all of the following amenities:
• Substantial open space for aesthetic and passive use
• A 1.4 acre neighborhood park
• Creation, upkeep and ongoing maintenance of private streets
• Creation of a homeowners association for ongoing management and maintenance of all
required amenities and compliance with project conditions
• Preserved topography for enhanced view corridors
• Sewer and gas connections to the City of Gilroy
• Decorative treatments at crosswalks to the satisfaction of the Planning and Engineering
Divisions of the City for safety and aesthetic purposes
• A payment of $175,000 to the City of Gilroy to offset impacts, both financial and
operational, to the golf course while the offsite improvements are being constructed.
SECTION III
If any section, subsection, subdivision, sentence, clause, or phrase of this Ordinance is for any
reason held to be unconstitutional or otherwise void or invalid by any court of competent
jurisdiction, the validity of the remaining portion of this Ordinance shall not be affected thereby.
SECTION IV
Pursuant to section 608 of the Charter of the City of Gilroy, this Ordinance shall be in full force
and effect thirty (30) days from and after the date of its adoption.
PASSED AND ADOPTED this 20th day of August, 2018 by the following roll call vote:
AYES: COUNCILMEMBERS:
NOES: COUNCILMEMBERS:
ABSENT: COUNCILMEMBERS:
APPROVED:
____________________________
Roland Velasco, Mayor
ATTEST:
____________________________
Shawna Freels, City Clerk
6.G.a
Packet Pg. 71 Attachment: Ordinance Z 18-01 (1809 : Z 18-01 Ordinance Adoption)
City of Gilroy
STAFF REPORT
Agenda Item Title: Notice of Acceptance of Completion of Property Improvement
Agreement No. 2014-02 (and First Amendment), Cydney Casper
Park, Glen Loma Ranch Phase I
Meeting Date: August 20, 2018
From: Gabriel Gonzalez, City Administrator
Department: Public Works Department
Submitted By: Girum Awoke
Prepared By: Girum Awoke
Jorge Duran
Strategic Plan Goals
☐ Fiscal Stability
Downtown
Revitalization ☐ Economic
Development
☐ Customer Service ☐ Enhanced Public
Safety
RECOMMENDATION
Approve the Acceptance of Completion of Property Improvement Agreement No. 2014 -
02 (and First Amendment), Cydney Casper Park, Glen Loma Ranch Phase I.
BACKGROUND
The Glen Loma Ranch Specific Plan area consists of approxima tely 309 acres divided
into 13 parcels, and includes two City park sites and approximately 88 acres of open
space and buffer areas with 6-7 miles of trails that link the neighborhood parks.
In January 2017, the applicant received improvement plan approva l to construct the
Cydney Casper Park located on Greenfield Drive and Charles Lux Drive, adjacent to
Las Animas Elementary School and the Mataro Neighborhood.
DISCUSSION
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The public improvements are fully complete per the approved improvement plans. The
Notice of Completion document is ready for acceptance and recordation with Santa
Clara County (Attachment 2). Recordation of the Notice of Completion shortens the
deadline for a mechanics lien to 60 days for a prime contractor and 30 days for
subcontractors. Once the deadlines for mechanics liens established by the recording of
the Notice of Completion have passed, the City can reduce the bonding requirements to
10% of construction costs during the maintenance/warranty period. The project’s actual
improvement costs have been reviewed to ensure that the Maintenance Security
amount covers any anticipated issues with the completed improvements. Acceptance
of the tract improvements will start the maintenance/warranty period.
FINANCIAL IMPACT
There are no financial impacts with this action.
Attachments:
1. Attach B - NOC
2. Attach A - Vicinity Map
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SEPARATE PAGE PURSUANT TO GOVT. CODE 27361.6 RECORDING REQUESTED BY: City of Gilroy WHEN RECORDED MAIL TO: Shawna Freels City of Gilroy 7351 Rosanna Street Gilroy, CA 95020 NOTICE OF ACCEPTANCE OF COMPLETION NOTICE IS HEREBY GIVEN that work agreed to be performed under the property agreement between the City of Gilroy, a municipal corporation, whose address is 7351 Rosanna Street, Gilroy, CA 95020, and the Contractor mentioned below who developed said project, was accepted as completed by the City of Gilroy on the day of August, 2018.
Project No.: Property Improvement Agreement No. 2014-02 (and First Amendment), Cydney Casper
Park-Glen Loma Ranch Phase 1A
Contractor Name: Glen Loma Corporation, a California corporation
Contractor Address: 7888 Wren Avenue, Suite D143, Gilroy, CA 95020
Surety on Contract: RLI Insurance
Location of Project: North of Charles Lux Drive between Lopez Way and Greenfield Drive
Description of Work: Tract Improvements Interest of City: x Owner in Fee: Vendee under Agreement to Purchase; Lessee; x Owner of Easements; Holder of License; Owner of Streets; x Owner of Utilities, Water, Sewer, Storm Systems Owner's Name: City of Gilroy Work Done: Public improvements include construction of Cydney Casper Park This notice is given in accordance with the provisions of Section 3093 of the Civil Code of the State of California. The undersigned declares: That he is an officer of the City of Gilroy, that he has read the foregoing Notice of Acceptance of Completion and knows the contents thereof; and that the same is true of his own knowledge, except as to those matters that he believes it to be true. I certify under penalty of perjury that the foregoing is true and correct. Executed at the City of Gilroy, County of Santa Clara, State of California on _______________________. CITY OF GILROY STATE OF CALIFORNIA COUNTY OF SANTA CLARA BY Gary Heap TITLE City Engineer. This document is for the benefit of the City of Gilroy. Request for Recordation without fee is made in accordance with Section 27383 of the Government Code of the State of California.
6.H.a
Packet Pg. 74 Attachment: Attach B - NOC (1810 : Acceptance Cydney Casper Park Glen Loma Ranch)
SEPARATE PAGE PURSUANT TO GOVERNMENT CODE SECTION 27361.6
RECORDING REQUESTED BY: )
)
City of Gilroy )
)
)
)
WHEN RECORDED, MAIL TO: )
Shawna Freels, City Clerk )
City of Gilroy )
7351 Rosanna Street )
Gilroy, CA 95020 )
RECORDED WITHOUT FEE PER CALIFORNIA GOVERNMENT CODE SECTION 27383
(SPACE ABOVE THIS LINE FOR RECORDER'S USE)
NOTICE OF ACCEPTANCE OF COMPLETION
PROPERTY IMPROVEMENT AGREEMENT NO. 2014–02 (AND FIRST AMENDMENT)
Cydney Casper Park-Glen Loma Ranch Phase 1A
Glen Loma Corporation, a California corporation
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Packet Pg. 75 Attachment: Attach B - NOC (1810 : Acceptance Cydney Casper Park Glen Loma Ranch)
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Packet Pg. 76 Attachment: Attach A - Vicinity Map (1810 : Acceptance Cydney Casper Park Glen Loma Ranch)
City of Gilroy
STAFF REPORT
Agenda Item Title: Consideration and Direction to Gilroy's Voting Delegate on the 2018
League of California Cities Resolutions
Meeting Date: August 20, 2018
From: Gabriel Gonzalez, City Administrator
Department: Administration
Submitted By: Gabriel Gonzalez
Prepared By: Shawna Freels
Strategic Plan Goals
Fiscal Stability
Downtown
Revitalization ☐ Economic
Development
☐ Customer Service ☐ Enhanced Public
Safety
RECOMMENDATION
Direction to the City's Voting Delegate Council Member Fred Tovar to vote in support of
the two resolutions being considered at the 2018 League of California Cities Annual
Conference .
BACKGROUND
The League of California Cities (“League”) Annual Conference is scheduled for
September 11-14, 2018. As a member agency of the League of California Cities, Gilroy
has the opportunity to participate in the consideration of resolutions that establish
League policy at the annual business meeting being held on Friday, September 1 4th. At
the July 2, 2018 regular City Council meeting the Council selected Council Member
Fred Tovar to be the City’s Voting Delegate (“Voting Delegate”) at the conference.
At this year’s meeting, two resolutions are being considered; one that pertains to
strengthening local control by Constitutional amendment or ballot measure, and the
other to support repealing legislation that disallows local governments to regulate
pesticides.
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ANALYSIS
Resolution No. 1 – Calling upon the League to respond to the increasing vulnerabilities
to local municipal authority, control and revenue and explore the preparation of a ballot
measure and/or Constitutional amendment that would further strengthen local
democracy and authority.
This resolution is brought forth to the League and its members in response to legislation
introduced in 2017 and 2018 by the California state legislature. Examples of such
legislation include, but not been limited to, Senate Bill 649 (Hueso) Wireless
Telecommunications Facilities (“SB 649”); Assembly Bill 252 (Ridley-Thomas) Local
government: taxation: prohibition: video streaming services (“AB 252); and Senate Bill
827 (Wiener) Planning and Zoning: Transit-Rich Housing Bonus (“SB 827”). These
three examples demonstrate the state’s persistent undermining of the principles of local
governance.
The City of Gilroy has produced letters of opposition to both SB 649 and SB 827 as both
bills were going through the legislative process. The letters were in concurrence with the
fact that both of these bills undermine our local control and governance, jeopardizing
the relationship between our local government and the community.
The League has engaged in ballot advocacy for over 20 years in the interest of
protecting local government control across California. This resolution is aligned with the
interest and principle of protecting local governance and will not implement a ballot
measure, but give the League the direction to methodically assess the vulnerabilities
that local governments face in their governance and revenue and determine whether to
explore the preparation of a ballot measure and/or constitutional amendment that would
give the state’s voters an opportunity to further strengthen local authority and preserve
the role of local democracy.
Resolution No. 2 – Declaring a commitment to support the repeal of preemption in
California food and agriculture Code § 11501.1 that prevents local governments from
regulating pesticides.
The State of California has taken action to ban the use of second -generation
anticoagulant rodenticides back in 2014 due it the extensive damage and harm it
causes wildlife, pets, and children. Despite this ban, first -generation anticoagulant
rodenticides remain available for the public and public agencies to use. Even though
first-generation are less toxic, studies have shown that 1) there is no evidence showing
a reduction in the number of poisonings, and 2) poisoning levels from first-generation
anticoagulant rodenticides to be persistent (see p. 17 - 18 of Resolution Packet).
Furthermore, California Food and Agricultural Code § 11501.1 preempts general law
cities from regulating the use of pesticides, including anticoagulant rodenticides. This
resolution calls for the repeal of that preemption to allow local governments to decide on
how to regulate pesticides within their own jurisdictions based on local concerns. In
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addition, it calls for more research into the impact that all anti-coagulant rodenticides
have on the environment.
ALTERNATIVES
1. Council may direct the Voting Delegate to vote yes in support of both resolutions.
Recommended.
2. Council may direct the Voting Delegate to vote no in opposition of one or both of
the resolutions.
3. Council may direct the Voting Delegate not to render a vote for one or both of the
resolutions.
FISCAL IMPACT/FUNDING SOURCE
None.
CONCLUSION
Both of these resolutions brought forth to the League at their September conference
pertains to protecting the control of local governments across California. Resolution No.
1 provides a roadmap for the League to look at the vulnerabilities facing local
governments with recent state action and look to protect local governance through ballot
advocacy. Resolution No. 2 does not just touch on the impacts of rodenticides, but also
addresses giving local governance over the regulation of pesticides and rodenticides
within their respective communities.
Attachments:
1. 2018 Annual Conference Resolution Packet
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Annual Conference
Resolutions Packet
2018 Annual Conference Resolutions
Long Beach, California
September 12 – 14, 2018
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Packet Pg. 80 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
INFORMATION AND PROCEDURES
RESOLUTIONS CONTAINED IN THIS PACKET: The League bylaws provide that
resolutions shall be referred by the president to an appropriate policy committee for review and
recommendation. Resolutions with committee recommendations shall then be considered by the
General Resolutions Committee at the Annual Conference.
This year, two resolutions have been introduced for consideration at the Annual Conference and
referred to League policy committees.
POLICY COMMITTEES: Five policy committees will meet at the Annual Conference to consider
and take action on the resolutions referred to them. The committees are: Environmental Quality,
Governance, Transparency & Labor Relations; Housing, Community & Economic Development;
Revenue and Taxation; and Transportation, Communication & Public Works. The committees will
meet from 9:00 – 11:00 a.m. on Wednesday, September 12, at the Hyatt Regency Long Beach. The
sponsors of the resolutions have been notified of the time and location of the meeting.
GENERAL RESOLUTIONS COMMITTEE: This committee will meet at 1:00 p.m. on Thursday,
September 13, at the Hyatt Long Beach, to consider the reports of the policy committees regarding
the resolutions. This committee includes one representative from each of the League’s regional
divisions, functional departments and standing policy committees, as well as other individuals
appointed by the League president. Please check in at the registration desk for room location.
ANNUAL LUNCHEON/BUSINESS MEETING/GENERAL ASSEMBLY: This meeting
will be held at 12:30 p.m. on Friday, September 14, at the Long Beach Convention Center.
PETITIONED RESOLUTIONS: For those issues that develop after the normal 60-day
deadline, a resolution may be introduced at the Annual Conference with a petition signed by
designated voting delegates of 10 percent of all member cities (48 valid signatures required) and
presented to the Voting Delegates Desk at least 24 hours prior to the time set for convening the
Annual Business Meeting of the General Assembly. This year, that deadline is 12:30 p.m.,
Thursday, September 13. Resolutions can be viewed on the League's Web site:
www.cacities.org/resolutions.
Any questions concerning the resolutions procedures may be directed to Meg Desmond at the
League office: mdesmond@cacities.org or (916) 658-8224
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Packet Pg. 81 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
GUIDELINES FOR ANNUAL CONFERENCE RESOLUTIONS
Policy development is a vital and ongoing process within the League. The principal means for
deciding policy on the important issues facing cities is through the League’s seven standing policy
committees and the board of directors. The process allows for timely consideration of issues in a
changing environment and assures city officials the opportunity to both initiate and influence policy
decisions.
Annual conference resolutions constitute an additional way to develop League policy. Resolutions
should adhere to the following criteria.
Guidelines for Annual Conference Resolutions
1. Only issues that have a direct bearing on municipal affairs should be considered or adopted
at the Annual Conference.
2. The issue is not of a purely local or regional concern.
3. The recommended policy should not simply restate existing League policy.
4. The resolution should be directed at achieving one of the following objectives:
(a) Focus public or media attention on an issue of major importance to cities.
(b) Establish a new direction for League policy by establishing general principals around
which more detailed policies may be developed by policy committees and the board of
directors.
(c) Consider important issues not adequately addressed by the policy committees and
board of directors.
(d) Amend the League bylaws (requires 2/3 vote at General Assembly).
2
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Packet Pg. 82 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
LOCATION OF MEETINGS
Policy Committee Meetings
Wednesday, September 12, 9:00 – 11:00 a.m.
Hyatt Regency Long Beach
200 South Pine Avenue, Long Beach
The following committees will be meeting:
1. Environmental Quality
2. Governance, Transparency & Labor Relations
3. Housing, Community & Economic Development
4. Revenue & Taxation
5. Transportation, Communication & Public Works
General Resolutions Committee
Thursday, September 13, 1:00 p.m.
Hyatt Regency Long Beach
200 South Pine Avenue, Long Beach
Annual Business Meeting and General Assembly Luncheon
Friday, September 14, 12:30 p.m.
Long Beach Convention Center
300 East Ocean Boulevard, Long Beach
3
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Packet Pg. 83 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
KEY TO ACTIONS TAKEN ON RESOLUTIONS
Resolutions have been grouped by policy committees to which they have been assigned.
Number Key Word Index Reviewing Body Action
1 2 3
1 - Policy Committee Recommendation
to General Resolutions Committee
2 - General Resolutions Committee
3 - General Assembly
ENVIRONMENTAL QUALITY POLICY COMMITTEE
1 2 3
2 Repeal Preemption of Regulating Pesticides
GOVERNANCE, TRANSPARENCY & LABOR RELATIONS POLICY COMMITTEE
1 2 3
1 Local Municipal Authority, Control, and Revenue
HOUSING, COMMUNITY & ECONOMIC DEVELOPMENT POLICY COMMITTEE
1 2 3
1 Local Municipal Authority, Control, and Revenue
REVENUE & TAXATION POLICY COMMITTEE
1 2 3
1 Local Municipal Authority, Control, and Revenue
TRANSPORTATION, COMMUNICATION & PUBLIC WORKS POLICY COMMITTEE
1 2 3
1 Local Municipal Authority, Control, and Revenue
Information pertaining to the Annual Conference Resolutions will also be posted on each
committee’s page on the League website: www.cacities.org. The entire Resolutions Packet will
be posted at: www.cacities.org/resolutions.
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Packet Pg. 84 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
KEY TO ACTIONS TAKEN ON RESOLUTIONS (Continued)
Resolutions have been grouped by policy committees to which they have been assigned.
KEY TO REVIEWING BODIES KEY TO ACTIONS TAKEN
1. Policy Committee
A Approve
2. General Resolutions Committee
D Disapprove
3. General Assembly
N No Action
R Refer to appropriate policy committee for
study
ACTION FOOTNOTES
a Amend+
* Subject matter covered in another resolution
Aa Approve as amended+
** Existing League policy Aaa Approve with additional amendment(s)+
*** Local authority presently exists
Ra Refer as amended to appropriate policy
committee for study+
Raa Additional amendments and refer+
Da Amend (for clarity or brevity) and
Disapprove+
Na Amend (for clarity or brevity) and take No
Action+
W Withdrawn by Sponsor
Procedural Note:
The League of California Cities resolution process at the Annual Conference is guided by the League
Bylaws. A helpful explanation of this process can be found on the League’s website by clicking on this
link: Resolution Process.
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Packet Pg. 85 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
1. RESOLUTION OF THE LEAGUE OF CALIFORNIA CITIES CALLING UPON THE
LEAGUE TO RESPOND TO THE INCREASING VULNERABILITIES TO LOCAL
MUNICIPAL AUTHORITY, CONTROL AND REVENUE AND EXPLORE THE
PREPARATION OF A BALLOT MEASURE AND/OR CONSTITUTIONAL
AMENDMENT THAT WOULD FURTHER STRENGTHEN LOCAL DEMOCRACY
AND AUTHORITY
Source: City of Beverly Hills
Concurrence of five or more cities/city officials: Cities: Arcadia, Burbank, Cupertino; Duarte;
Oceanside; Ontario; Palo Alto; Redondo Beach; Santa Cruz; Sunnyvale; Torrance; West
Hollywood
Referred to: Governance, Transparency & Labor Relations; Housing, Community & Economic
Development; Revenue and Taxation; and Transportation, Communication & Public Works
Policy Committees
WHEREAS, the State of California is comprised of diverse communities that are home
to persons of differing backgrounds, needs, and aspirations; yet united by the vision that the most
accessible, responsive, effective, and transparent form of democratic government is found at the
local level and in their own communities; and
WHEREAS, subsidiarity is the principle that democratic decisions are best made at the
most local level best suited to address the needs of the People, and suggests that local
governments should be allowed to find solutions at the local level before the California
Legislature imposes uniform and overreaching measures throughout the State; and
WHEREAS, the California Constitution recognizes that local self-government is the
cornerstone of democracy by empowering cities to enact local laws and policies designed to
protect the local public health, safety and welfare of their residents and govern the municipal
affairs of charter cities; and
WHEREAS, over recent years there have been an increasing number of measures
introduced within the Legislature or proposed for the state ballot, often sponsored by powerful
interest groups and corporations, aimed at undermining the authority, control and revenue
options for local governments and their residents; and
WHEREAS, powerful interest groups and corporations are willing to spend millions in
political contributions to legislators to advance legislation, or to hire paid signature gatherers to
qualify deceptive ballot proposals attempting to overrule or silence the voices of local residents
and their democratically-elected local governments affected by their proposed policies; and
WHEREAS, powerful interest groups and corporations propose and advance such
measures because they view local democracy as an obstacle that disrupts the efficiency of
implementing corporate plans and increasing profits and therefore object when local residents—
either through their elected city councils, boards of supervisors, special district boards, or by
action of local voters—enact local ordinances and policies tailored to fit the needs of their
individual communities; and
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Packet Pg. 86 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
WHEREAS, public polling repeatedly demonstrates that local residents and voters have
the highest levels of confidence in levels of government that are closest to the people, and thus
would be likely to strongly support a ballot measure that would further strengthen the ability of
communities to govern themselves without micromanagement from the state or having their
authority undermined by deep-pocketed and powerful interests and corporations.
RESOLVED that the League of California Cities should assess the increasing
vulnerabilities to local authority, control and revenue and explore the preparation of a ballot
measure and/or constitutional amendment that would give the state’s voters an opportunity to
further strengthen local authority and preserve the role of local democracy to best preserve their
local quality of life.
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Packet Pg. 87 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
Background Information on Resolution No. 1
Source: City of Beverly Hills
Background:
The relationship between the state and cities functions best as a partnership where major
policy issues are approached by the state with careful consideration of the varied conditions
among the state’s 482 cities and 58 counties. There should be an appreciation of the
importance of retaining local flexibility to tailor policies to reflect the needs and
circumstances of the local community. Still, cities have had to respond to state legislation
that undermines the principle of “local control” over important issues such as land use,
housing, finance, infrastructure, elections, labor relations and other issues directly affecting
cities.
Alexis de Tocqueville’s “Democracy in America” examined the operation of the principle
of subsidiarity in the early 19th century. Subsidiarity is an organizing principle that states
matters should be handled by the smallest, lowest or least centralized competent authority.
Tocqueville wrote that "Decentralization has not only an administrative value, but also a
civic dimension, since it increases the opportunities for citizens to take interest in public
affairs; it makes them get accustomed to using freedom.” Tocqueville’s works were first
published in 1835 with a second volume published in 1840. The United States had a
population of just 17 million people in 1840, less than 50% of the population of California
today and yet there was value found in decentralization.
Another consideration is to examine how the European Union (“EU”) operates. There are
two prime guiding principles for the EU. The first is principle of conferral, which states
that the EU should act only within the limits of the competences conferred on it by the
treaties. The second, which is relevant to this resolution, is the principle of subsidiarity,
which states that the EU should act only where an objective cannot be sufficiently achieved
by the member states acting alone. Sacramento should operate in a similar manner and only
govern when objectives need to be achieved at a much larger level than a local government.
For years, Governor Jerry Brown himself has spoken on the principle of “subsidiarity.”
Governor Brown has asserted for numerous years that local officials should have the
flexibility to act without micromanagement from Sacramento.
Legislation introduced in both 2017 and 2018 by the state legislature has continually
threatened local control in flagrant opposition to the principle of subsidiarity. This has
included, but not been limited to, Senate Bill 649 (Hueso) Wireless Telecommunications
Facilities (“SB 649”) in 2017; AB 252 (Ridley-Thomas) Local government: taxation:
prohibition: video streaming services (“AB 252”) in 2017; and Senate Bill 827 (Wiener)
Planning and Zoning: Transit-Rich Housing Bonus (“SB 827”) in 2018.
SB 649 would have applied to all telecommunications providers and the equipment they
use, including “micro-wireless,” “small cell,” and “macro-towers,” as well as a range of
video and cable services. The bill would have allowed the use of “small cell” wireless
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antennas and related equipment without a local discretionary permit in all zoning districts
as a use by-right, subject only to an administrative permit. Additionally, SB 649 provided a
de facto CEQA exemption for the installation of such facilities and precluded consideration
by the public for the aesthetic, nuisance, and environmental impacts of these facilities. SB
649 would have also removed the ability for cities to obtain fair and reasonable
compensation when authorizing the use of public property and rights of way from a “for
profit” company for this type of use.
SB 649 passed out of the State Assembly by a vote of 46-16-17 and out of the State Senate
by a vote of 22-10-8 despite over 300 cities and 47 counties in California providing letters
of opposition. Ultimately, Governor Brown vetoed the bill as he believed “that the interest
which localities have in managing rights of way requires a more balanced solution than the
one achieved in this bill.” It is strongly believed that the issue of wireless
telecommunications facilities is not over and it is anticipated that legislation will be
introduced on this topic in January 2019.
Another example of an incursion into local control was AB 252, which would have
prohibited any tax on the sale or use of video streaming services, including sales and use
taxes and utility user taxes. Over the last two decades, voters in 107 cities and 3 counties
have adopted measures to modernize their Utility User Tax (“UUT”) ordinances. Of these
jurisdictions, 87 cities and 1 county approved ordinances to allow a UUT on video
providers. Prior to its first Committee hearing, AB 252 received opposition letters from 37
cities, the League of California Cities, South Bay Council of Governments, California
Contract Cities Association, and nine other organizations. This bill failed in the Assembly
Revenue and Taxation Committee 8-0-2, which the author of the Committee chaired.
More recently, SB 827 would have overridden local control on housing development that
was within ½ mile of a major transit stop or ¼ mile from a high-quality bus corridor as
defined by the legislation with some limitations. On April 17, 2018, SB 827 failed in the
Senate Transportation and Housing Committee 4-6-3 but was granted reconsideration. State
legislators have indicated they will continue to introduce legislation that will override local
zoning ordinances for the development of affordable housing in conjunction with mixed
use and/or luxury condominium/apartment housing.
These are just three examples of the increasing attempts by Sacramento to supersede local
control. Presently, there are discussions occurring in Sacramento to ban cities from creating
their own municipal broadband or to prohibit local ordinances over the regulation of shared
mobility devices such as dockless electric scooters. These decisions should remain with
each individual jurisdiction to decide based on the uniqueness of their community and the
constituents that live in each city.
Often fueled by the actions of special interest groups, Sacramento is continually attempting
to overreach their authority with various incursions on local control. The desire in
Sacramento to strip communities of their ability to make decisions over issues which
should remain at the local level seems to intensify each state legislative cycle. Increasingly,
legislation is being introduced with a “one-size-fits-all” approach which is detrimental in a
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state with over 40 million residents that have extremely diverse communities from the
desert to the sea, from the southern to the northern borders.
Loren King in the book “Cities, Subsidiarity and Federalism” states, “Decisions should be
made at the lowest feasible scale possible”. The proposed resolution directs the League of
California Cities to assess the increasing vulnerabilities to local authority, control and
revenue. It also directs the League of California Cities to explore the preparation of a ballot
measure and/or constitutional amendment which would aim to ensure that decisions are
made as close to home as possible.
Local government, when done right, is the best form of democracy precisely because it is
closest to home. A ballot measure and/or constitutional amendment would provide the
state’s voters an opportunity to further strengthen local authority and maintain the role of
local democracy to best preserve their local quality of life while still leaving the appropriate
issues at the county, regional or state legislature depending on the topic. Any ballot
measure and/or constitutional amendment should institutionalize the principle of
subsidiarity, while encouraging inclusive regional cooperation that recognizes the diversity
of California’s many individual communities. The time has come to allow the residents of
California’s voters to decide if they prefer top down governance from Sacramento or
bottom up governing from their own locally elected officials.
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Packet Pg. 90 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
League of California Cities Staff Analysis on Resolution No. 1
Staff: Dan Carrigg, Johnnie Pina
Committees: Governance, Transparency and Labor Relations
Housing, Community & Economic Development
Revenue & Taxation
Transportation, Communication and Public Works
Summary:
This Resolution states that the League of California Cities should assess the vulnerabilities to
local authority, control and revenue and explore the preparation of a ballot measure and or
constitutional amendment that would give the state’s voters an opportunity to further strengthen
local authority and preserve the role of local democracy.
Background:
The City of Beverly Hills is sponsoring this resolution in reaction to their concerns over
measures coming from the Legislature and the initiative process attempting to roll back local
control and hinder cities from providing optimal services to their residents.
As examples, the city cites the 2017-2018 legislative cycle, the Legislature introduced bills such
as Senate Bill 649 (Hueso) Wireless Telecommunications Facilities, and AB 252 (Ridley-
Thomas) proposing to prohibit taxes on video streaming services, and more recently Senate Bill
827 (Wiener) Planning and Zoning: Transit-Rich Housing. SB 649 was vetoed by the Governor
and SB 827 died in policy committee, however if these measures had been signed into law they
would have impinged on the ability of a local government to be responsive to the needs of their
constituents.
The city maintains that “local government, when done right, is the best form of democracy
precisely because it is closest to home. A ballot measure and/or constitutional amendment would
provide the state’s voters an opportunity to further strengthen local authority and maintain the
role of local democracy to best preserve their local quality of life while still leaving the
appropriate issues at the county, regional or state legislature depending on the topic.”
Fiscal Impact:
By requesting the League to “assess” vulnerabilities and “explore” the preparation of a ballot
measure that would further protect local authority, there are no proposals to be quantified. But it
is presumed that the League would not pursue a measure that did not have positive impacts of
further protecting local authority.
For the League as an organization, however, the fiscal impact of sponsoring a ballot measure can
be very expensive. It can take several million dollars to qualify a measure via signature
gathering, and much more to fund an effective campaign and overcome organized opposition.
Comments:
1) Ballot measure advocacy is a settled aspect of California’s political process. This year’s
November ballot is an example of that, with proposals ranging from dividing California
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into three states, restoring rent control, repealing transportation funding, to funding
housing and water bonds. Three other measures are not on the November ballot after
their sponsors spent millions gathering signatures to qualify measures, then leveraged
last-minute legislative deals in exchange for pulling them from the ballot.
2) Most major stakeholder organizations in Sacramento have realized that they cannot rely
on legislative advocacy alone to protect their interests, but must develop and maintain the
capacity to protect their interests in the ballot process as well.
3) The League has been engaged in ballot advocacy for nearly 20 years. In the early 2000’s,
city officials were angered by repeated state raids of local revenues. These concerns led
to the League –-for the first time in its then 100-year history—developing a ballot
advocacy infrastructure that included forming and fundraising for an issues political
action committee (PAC), establishing a network of regional managers, and building a
coalition with other organizations that ultimately led to the passage of Prop. 1A of 2004.
Over the years, the League’s successful campaigns include the passage of Proposition 1A
and Proposition 99 and the defeat of Propositions 90 and 98.
a. Yes on Proposition 1A (2004)
As a result of the passage of Prop 1A, local government revenues that otherwise
would have been raided by the state legislature were kept in local coffers. This
resulted in increased funding for public safety, health, libraries, parks and other
locally delivered services. Proposition 1A PASSED WITH 83.7% OF THE
VOTE.
b. No on Proposition 90 (2006)
Prop. 90 was a well-financed special interest-backed initiative that sought to
eliminate most of local governments’ land use decision making authority. Led by
the League, the opposition educated voters on how this measure’s far reaching
provisions would have cost taxpayers billions of dollars by driving up the cost of
infrastructure projects, prevented voters and state and local agencies from
enacting environmental protections, jeopardized public safety services and more.
Proposition 90 FAILED WITH 52.4% OF THE VOTERS VOTING NO.
c. No on Proposition 98 Yes on Proposition 99 (2008)
Given the hidden agendas within Prop 98, our message was not always an easy
one to communicate to the electorate. The No on 98/ Yes on 99 campaign was
able to educate voters on the important differences between both measures. As a
result, important eminent domain reforms were enacted and both land use
decision making and rent control were preserved within our communities.
Proposition 98 FAILED WITH 61.6% OF THE VOTERS VOTING NO.
Proposition 99 PASSED BY 61% OF THE VOTE.
d. Yes on Proposition 22 (2010)
As a result of the passage, local governments have been able to pay for
infrastructure investment, create local jobs and avoid devastating cuts in our
communities. Proposition 22 APPROVED BY 60.7% OF VOTERS.
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Packet Pg. 92 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
4) While the League has been able to recently defeat several major legislative proposals
aimed and undermining local authority, and avoid a battle over the Business
Roundtable’s measure in November due to the “soda tax” deal, the threats to local
authority and revenue remain a constant concern. Other interest groups may be
emboldened by some of the recent “deals” cut by ballot proponents and seek to
implement similar strategies for the 2020 ballot. The next Governor may also have
different philosophies then Governor Jerry Brown on “subsidiarity.”
5) The League’s President opted to send this resolution to four policy committees for
several reasons: (a) the recent major threats to local control covered broad policy areas:
telecom, land use, contracting, and revenue; and (b) having this issue vetted broadly
within the League policy process will provide a better assessment of the depth of concern
for the vulnerability to local control within the membership
6) If the membership chooses to approve this measure, it is strongly advisable to retain
continued flexibility for the League to “assess” vulnerabilities and “explore” options.
Any ballot initiative consideration must be approached very carefully by the organization.
It is a difficult and very expensive endeavor that can have additional political
ramifications. For 120 years the League’s core mission has been to protect local control -
- and it has gone to the ballot successfully before to do so -- but any such effort must be
approached thoughtfully, prudently and cautiously.
Existing League Policy:
Related to this Resolution, existing policy provides:
The League of California Cities’ Mission Statement is, “To expand and protect local
control for cities through education and advocacy. To enhance the quality of life for all
Californians”
The League of California Cities’ Summary of Existing Policy and Guidelines states,
“We Believe
o Local self-governance is the cornerstone of democracy.
o Our strength lies in the unity of our diverse communities of interest.
o In the involvement of all stakeholders in establishing goals and in solving
problems.
o In conducting the business of government with openness, respect, and civility.
o The spirit of public service is what builds communities.
o Open decision-making that is of the highest ethical standards honors the public
trust.
o Cities are the economic engine of California.
o The vitality of cities is dependent upon their fiscal stability and local autonomy.
o The active participation of all city officials increases the League’s effectiveness.
o Focused advocacy and lobbying is most effective through partnerships and
collaboration.
o Well-informed city officials mean responsive, visionary leadership, and effective
and efficient
o city operations.”
Click here to view the Summary of Existing Policy and Guiding Principles 2018.
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Support:
The following letters of concurrence were received: Steven Scharf, Cupertino City Council
Member; Michael S. Goldman, Sunnyvale City Council; Lydia Kou, Palo Alto City Council
Member; David Terrazas, Mayor of Santa Cruz; Peter Weiss, Mayor of Oceanside; Alan D.
Wapner, Mayor pro Tem of Ontario; Patrick Furey, Mayor of Torrance; Lauren Meister, West
Hollywood Council Member; Liz Reilly, Duarte Mayor Pro Tem; Bill Brand, Mayor of Redondo
Beach; Sho Tay, Mayor of Arcadia; Emily Gabel-Luddy, Mayor of Burbank.
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Packet Pg. 94 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
2. A RESOLUTION OF THE LEAGUE OF CALIFORNIA CITIES DECLARING ITS
COMMITMENT TO SUPPORT THE REPEAL OF PREEMPTION IN CALIFORNIA
FOOD AND AGRICULTURE CODE § 11501.1 THAT PREVENTS LOCAL
GOVERNMENTS FROM REGULATING PESTICIDES
Source: City of Malibu
Concurrence of five or more cities/city officials: Cities: Agoura Hills; Calabasas; Davis; Menlo
Park; Moorpark; Ojai; Oxnard; Richmond; West Hollywood
Referred to: Environmental Quality
WHEREAS, anticoagulant rodenticides are poisonous bait products that are poisoning
80 to 90% of predator wildlife in California. These poisons cause painful, internal hemorrhaging
in non-target animals, including pets, that accidentally ingest the products. Approximately
10,000 children under the age of six are accidentally poisoned by anticoagulant rodenticides each
year nationwide; and
WHEREAS, in response to these harms, the California Department of Pesticide
Regulation banned the consumer purchase and use of second-generation anticoagulant
rodenticides in July 2014. Despite collecting data for almost four years after this ban, the
Department of Fish and Wildlife found no evidence supporting a decrease in poisonings by
anticoagulant rodenticides; and
WHEREAS, the state of California currently only recognizes the harm posed by second-
generation anticoagulant rodenticides, which are prohibited in state wildlife habitat areas but are
still available for agricultural purposes and by certified applicators throughout the state of
California; and
WHEREAS, first-generation anticoagulant rodenticides are still available to the public
and used throughout California without limitation; and
WHEREAS, nonpoisonous rodent control methods, such as controlling trash, sealing
buildings, setting traps, erecting raptor poles and owl boxes, and removing rodent nesting areas
are also effective rodent control methods; and
WHEREAS, the state of California preempts cities from regulating pesticides; and
WHEREAS, many cities across California have passed resolutions restricting pesticide
use on city property and have expressed the desire to ban the use of pesticides within their
jurisdictions.
NOW, THEREFORE, BE IT RESOLVED by the General Assembly of the League of
California Cities, assembled in Long Beach, California on September 14, 2018, to do as follows:
1. Encourage the state of California to fund and sponsor further research into the negative
impacts of anticoagulant rodenticides to determine whether the use of these products
should be further restricted or banned statewide.
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2. Direct the League of California Cities staff to consider creating a task force with other
organizations and jointly commission a report on the unintended negative impact of
anticoagulant rodenticides;
3. Encourage cities throughout California to eliminate use of anticoagulant rodenticides as
part of their maintenance program in city-owned parks, lands, and facilities and to report
on the effectiveness of other rodent control methods used in in their maintenance
program;
4. Encourage property owners throughout California to eliminate use of anticoagulant
rodenticides on their properties;
5. Encourage cities throughout California to join in these advocacy efforts to mitigate the
unintended negative impacts of anticoagulant rodenticides;
6. Endorse a repeal of California Food and Agriculture Code § 11501.1 to end local
preemption of regulating pesticides; and
7. Call for the Governor and the Legislature to work with the League of California Cities
and other stakeholders to consider and implement this reform.
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Packet Pg. 96 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
Background Information on Resolution
Source: City of Malibu
Background:
A. Anticoagulant rodenticides are unnecessarily destructive and dangerous
Anticoagulant rodenticides contain lethal agents that disrupt the normal blood clotting or
coagulation process causing dosed rodents to die from uncontrolled bleeding or hemorrhaging.
Deaths typically occur between four days and two weeks after rodents begin to feed on the bait.
Animals commonly targeted by anticoagulant rodenticides include rats, mice, gophers and
squirrels. Non-target predator wildlife victims, which are exposed to an 80-90% risk of
poisoning, include owls, hawks, bobcats, bears, foxes, coyotes, and mountain lions. The
endangered species at risk of poisoning include fishers, spotted owls, and San Joaquin foxes. The
use of anticoagulant rodenticides not only harms rodents, but it commonly harms pets, such as
dogs, cats, and bunnies, and other wildlife that mistakenly eat the bait through primary poisoning
or that unknowingly consume animals that have ingested the anticoagulant rodenticide through
secondary poisoning. Children also suffer poisoning by mistakenly ingesting anticoagulant
rodenticides.
California recognizes the grave harm that can be caused by anticoagulant rodenticides and has
partially restricted access to second-generation anticoagulant rodenticides by the public:
Because of documented hazards to wildlife, pets and children, the California
Department of Pesticide Regulation has restricted public access to some of these
materials in California. As of July 1, 2014, rodenticide products containing the
active ingredients brodifacoum, bromadiolone, difethialone and difenacoum are
only to be used by licensed applicators (professional exterminators).1
California has also prohibited the use of these ingredients in any “wildlife habitat area,” which is
defined as “any state park, state wildlife refuge, or state conservancy.”2
The United State Environmental Protection Agency3 and the California Department of Pesticide
Regulation4 have both documented in detail the damage to wildlife from second-generation
anticoagulant rodenticides in support of the 2014 consumer ban on the purchase and use of the
products. While first-generation anticoagulant rodenticides are less toxic, they are far more
abundant due to their continued availability to all members of public.4 The California
Department of Fish & Wildlife was tasked with collecting data on poisoning incidents to
ascertain the effectiveness of the restrictions on second-generation anticoagulant rodenticides.
After almost four years of collecting data, there was no evidence supporting a reduction in the
number of poisonings.
1 https://www.wildlife.ca.gov/living-with-wildlife/rodenticides.
2 Cal. Food and Agric. Code § 12978.7.
3 https://www.epa.gov/rodenticides/restrictions-rodenticide-products
4 https://www.cdpr.ca.gov/docs/registration/reevaluation/chemicals/brodifacoum_final_assess.pdf
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Recent studies by the University of California, Los Angeles and the National Park Service on
bobcats have shown that first-generation anticoagulant rodenticide poisoning levels similar to the
second-generation anticoagulant rodenticides poisoning levels.5 A comprehensive study of 111
mountain lions in 37 California counties found first-generation anticoagulant rodenticides in the
liver tissue of 81 mountain lions (73% of those studied) across 33 of the 37 counties, and second-
generation anticoagulant rodenticides in 102 mountain lions (92% of those studied) across 35 of
the 37 counties.6 First-generation anticoagulant rodenticides were identified as contributing to
the poisoning of Griffith Park mountain lion, P-22, (who was rescued), and the deaths of
Newbury Park mountain lion, P-34, and Verdugo Hills mountain lion, P-41.
This data demonstrates the inadequacy of current legislative measures to ameliorate the
documented problem caused by both second-generation and first-generation anticoagulant
rodenticides.
B. State law preempts general law cities from regulating the use of pesticides, including
anticoagulant rodenticides
A general law city may not enact local laws that conflict with general state law.7 Local
legislation that conflicts with state law is void.8 A local law conflicts with state law if it (1)
duplicates, (2) contradicts, or (3) enters a field that has been fully occupied by state law, whether
expressly or by implication. A local law falling into any of these categories is “preempted” and is
unenforceable.
State law expressly bars local governments from regulating or prohibiting pesticide use. This bar
is codified in the California Food and Agricultural Code § 11501.1(a):
This division and Division 7 . . . are of statewide concern and occupy the whole
field of regulation regarding the registration, sale, transportation, or use of
pesticides to the exclusion of all local regulation. Except as otherwise specifically
provided in this code, no ordinance or regulation of local government, including,
but not limited to, an action by a local governmental agency or department, a county
board of supervisors, or a city council, or a local regulation adopted by the use of
an initiative measure, may prohibit or in any way attempt to regulate any matter
relating to the registration, transportation, or use of pesticides, and any of these
ordinances, laws or regulations are void and of no force or effect.
State law also authorizes the state to take action against any local entity that promulgates an
ordinance or regulation that violates § 11501.1(a).9 The statute was specifically adopted to
overrule a 30 year old court decision in People v. County of Mendocino,10 which had held that a
5 L. E. K. Serieys, et al, “Anticoagulant rodenticides in urban bobcats: exposure, risk factors and potential effects
based on a 16-year study,” Ecotoxicology (2015) 24:844–862.
6 J. Rudd, et al, “Prevalence of First-Generation and Second-Generation Rodenticide Exposure in California
Mountain Lions,” Proceeding of the 28th Vertebrate Pest Conference, February 2018.
7 Cal. Const. art. XI § 7.
8 City of Riverside v. Inland Empire Patients Health and Wellness Center, Inc. (2013) 56 Cal. 4th 729, 743.
9 Cal. Food and Agric. Code § 11501.1, subd. (b).
10 People ex rel. Deukmejian v. County of Mendocino (1984) 36 Cal. 3d 476.
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local regulation prohibiting aerial application of phenoxy herbicides was not then preempted by
state or federal law.11
The use of pesticides is broadly regulated by state law. In the language of preemption law, the
state “occupies the field,” leaving no room for additional local law on the subject. Accordingly, a
city’s ban on the use of anticoagulant rodenticides would be unenforceable.
C. California should repeal the preemption in Cal. Food and Agric. Code § 11501.1 to
provide cities with the authority to decide how to regulate pesticides within their
own jurisdictions based on local concerns
The state of California should provide cities with the authority to regulate the use of pesticides in
their own jurisdictions based on their own individual local needs.
Recognizing that cities’ power to “make and enforce within its limits all local, police, sanitary,
and other ordinances and regulations” is presently preempted by the general laws of the state,
cities throughout California request that the state provide cities with the authority to decide how
to deal with rodents based on their land use.
Depending on such land use, cities may decide to allow the use of nonpoisonous control
methods, non-anticoagulant rodenticides, or anticoagulant rodenticides, if necessary.
Nonpoisonous methods to control rodent pests, include sealing entrances to buildings, sanitizing
property, removing rodent habitats, such as ivy or wood piles, setting traps, and erecting raptor
poles or owl boxes. For example, a recent landmark study by Ventura County established that
installing raptor poles for hawks and owls was more effective than anticoagulant rodenticides in
reducing the damage to water control levees caused by ground squirrel burrows. Burrows
decreased by 66% with the change.12
The ultimate goal is to allow cities to address their local concerns with the input of community
members at open and public meetings. Presently, cities are unable to adequately address local
concerns; they are limited to encouraging or discouraging behavior.
D. Conclusion
The negative effects from the use of anticoagulant rodenticides across California has garnered
the interest of cities and community members to remedy the problem. By presenting this
resolution to the League of California Cities, the City of Malibu hopes to organize support and
gain interest at the state level to repeal the preemption in Cal. Food and Agric. Code § 11501.1 to
provide cities with the authority to regulate pesticides based on individual, local concerns.
11 IT Corp. v. Solano County Bd. Of Supervisors (1991) 1 Cal. 4th 81, fn. 9; Turner v. Chevron USA Inc., 2006 WL
1314013, fn. 14 (unpublished).
12 http://vcportal.ventura.org/BOS/District2/RaptorPilotStudy.pdf
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Packet Pg. 99 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
League of California Cities Staff Analysis on Resolution No. 2
Staff: Erin Evans-Fudem
Committee: Environmental Quality
Summary:
This resolution seeks to have the state and the League study the negative impacts of
anticoagulant rodenticides and address the inability of cities to regulate the use of rodenticides
and pesticides.
Specifically related to anticoagulant rodenticides, the resolution would encourage the state to
fund research into the negative impacts and a potential restriction or ban; direct the League to
consider creating a task force to study and report on the unintended negative consequences;
encourage cities and property owners to eliminate use; and encourage cities to join advocacy
efforts. In addition, the resolution would direct the League to endorse repeal of a statute that
preempts local regulation of pesticides.
Background:
The City of Malibu is sponsoring this resolution out of concern about the effect of a certain type
of rodent control (anticoagulant rodenticides) has on other wildlife. According to the City,
anticoagulant rodenticides disrupt the blood clotting process and therefore cause rodents to die
from bleeding or hemorrhaging. This rodenticide is commonly used on rats, mice, gophers, and
squirrels. Predator animals that eat rodents can be exposed to anticoagulant rodenticides if they
consume animals that have eaten the bait. These animals include owls, hawks, bobcats, bears,
foxes, coyotes, and mountain lions. Furthermore, pets can also be exposed to anticoagulant
rodenticides if they eat the bait or consume animals that have eaten the bait.
Some cities have passed “ceremonial resolutions” locally. For example, the City of Malibu has
two ordinances in place to discontinue use of rodenticides and traps in city-owned parks, roads,
and facilities, as well as encourage businesses and property owners not to use anticoagulant
rodenticides on their property.
Fiscal Impact:
Costs to cities would include using alternative methods of rodent control and studying the
efficacy. Since the resolution encourages, but does not mandate action by cities, city costs would
be taken on voluntarily.
Fiscal impact to the League would include costs associated with the task force, scientific
research, and educating League staff and members. For the task force, the League may incur
costs associated with staffing, convening, and educating a task force to study anticoagulant
rodenticides, as well as the cost of writing a report. This could include a need for outside experts
with knowledge of pesticides and their ecological impacts. League resources would also be
utilized to support proposals to repeal the statute preempting local regulation of pesticides;
however, this cost may be absorbed with existing staff resources.
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Comments:
Pesticides are regulated by federal and state governments. The Federal Insecticide, Fungicide,
and Rodenticide Act (FIFRA) reserves for the federal government authority over pesticide
labeling. States can adopt stricter labeling requirements and can effectively ban sale and use of
pesticides that do not meet state health or safety standards.1 For 51 years, California has reserved
regulation of pesticides for the state only, preempting local regulation.2 This preemption has
been ratified and confirmed in subsequent court decisions and legislation. However, County
Agricultural Commissioners work to enforce the state laws. Local governments may regulate or
restrict pesticide use in their own operations, including use in municipal buildings or parks.34
Broad direction. This resolution would direct the League to take a position allowing broad local
discretion over pesticide regulation in general. Because the regulation of anticoagulant
rodenticides is largely based in science, additional or outside expertise may be need ed to ensure
full understanding of the science behind rodent control methods. The resolution itself is not
limited to allowing local governments to regulate anticoagulant rodenticides, which this
resolution otherwise targets.
Rodent control methods. There are numerous methods of controlling rodents, including lethal
traps, live traps, and poison baits. There are two generations of rodenticide poisons because after
rodents became resistant to the first generation, the second was developed. The U.S.
Environmental Protection Agency (U.S. EPA) provides the following information below related
to the science and use of anticoagulant rodenticides:
Most of the rodenticides used today are anticoagulant compounds that interfere with
blood clotting and cause death from excessive bleeding. Deaths typically occur between
four days and two weeks after rodents begin to feed on the bait.
First-generation anticoagulants include the anticoagulants that were developed as
rodenticides before 1970. These compounds are much more toxic when feeding occurs on
several successive days rather than on one day only. Chlorpophacinone, diphacinone and
warfarin are first-generation anticoagulants that are registered to control rats and mice in
the United States.
Second-generation anticoagulants were developed beginning in the 1970s to control
rodents that are resistant to first-generation anticoagulants. Second-generation
anticoagulants also are more likely than first-generation anticoagulants to be able to kill
after a single night's feeding. These compounds kill over a similar course of time but tend
to remain in animal tissues longer than do first-generation ones. These properties mean
that second-generation products pose greater risks to nontarget species that might feed on
bait only once or that might feed upon animals that have eaten the bait. Due to these
1 California Department of Pesticide Regulation (CDPR), A Guide to Pesticide Regulation in California: 2017
Update, pg. 9, https://www.cdpr.ca.gov/docs/pressrls/dprguide/dprguide.pdf.
2 California Food and Agriculture Code § 11501.1 (1967).
3 CDPR, A Guide to Pesticide Regulation in California: 2017 Update, pg. 9,
https://www.cdpr.ca.gov/docs/pressrls/dprguide/dprguide.pdf.
4 County Agricultural Commissioners work with CDPR to enforce state laws. CDPR, A Guide to Pesticide
Regulation in California: 2017 Update, pg. 13, https://www.cdpr.ca.gov/docs/pressrls/dprguide/dprguide.pdf.
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Packet Pg. 101 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
risks, second-generation anticoagulant rodenticides no longer are registered for use in
products geared toward consumers and are registered only for the commercial pest
control and structural pest control markets. Second-generation anticoagulants registered
in the United States include brodifacoum, bromadiolone, difenacoum, and difethialone.
Other rodenticides that currently are registered to control mice include bromethalin,
cholecalciferol and zinc phosphide. These compounds are not anticoagulants. Each is
toxic in other ways.5
Legislative attempts to ban. Several legislative measures have been introduced to ban the use of
certain anticoagulant rodenticides (AB 1687, Bloom, 2017. AB 2596, Bloom, 2016). However,
neither of these measures were heard and failed to pass key legislative deadlines.
Existing League Policy:
The League does not have policy related to pesticides or rodenticides.
Related to federal regulation, League policy states:
The League supports flexibility for state and local government to enact environmental
and other standard or mandates that are stronger than the federal standards. However, the
League reserves the right to question or oppose stronger standards on the merits. The
League also opposes legislation that prohibits state and local governments from enacting
stricter standards.
Support:
The following letters of concurrence were received: William Koehler, Mayor of Agoura Hills;
Fred Gaines, Mayor of Calabasas; Brett Lee, Mayor Pro Tem of Davis; Catherine Carlton, Menlo
Park City Council Member; Janice Parvin, Mayor of Moorpark; Suza Francina, Ojai City
Council Member; Carmen Ramirez, Oxnard City Council Member; Tom Butt, Mayor of
Richmond; Lindsey Horvath, West Hollywood City Council Member
5 U.S. EPA, Restrictions on Rodenticide Products, https://www.epa.gov/rodenticides/restrictions-rodenticide-
products
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Packet Pg. 102 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
LETTERS OF CONCURRENCE
Resolution No. 1
Local Municipal Authority, Control and Revenue
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Packet Pg. 106 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
From: Steven Scharf <scharf.steven@gmail.com>
Sent: Sunday, July 08, 2018 8:34 PM
To: Cindy Owens
Subject: Letter of Support for California League of Cities Resolution
Dear Ms. Cowens,
I was forwarded your email requesting support for a resolution in support of "the preparation
of a ballot measure and/or state constitutional amendment that would strengthen local
authority and preserve the role of local democracy at the local level as the state
legislature is continually attempting to override the local authority of cities."
Speaking only for myself, and not on behalf of the City of Cupertino or other Cupertino City
Council Members, I hereby give my support for such a measure. You may use my name as a
supporter.
Sincerely,
Steven Scharf
Cupertino City Council Member
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Packet Pg. 107 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
cif Duqrrf,e
1600 Huntington Drive I Duarte, CA 91010 | nr.. 626.357.7ggt I nu" 626.358.0018 | o* u.u...rrduarte.com
July 10,2018 Mayor
John Fasana
General Resolutions Committee
League of California Cities
1400 K Street, Suite 400
Sacramento, CA 95814
Mayor Pro Tern
Liz Reilly
Councilmernbers
Margaret E. Finlay
Samuel Kang
Tzeitel Paras-Caracci
City Manager
Darrell J. George
2018 CONT'ERENCE RESOLUTION TO RESPOND TO TIIE INCREASING
VULNERABILITIES TO LOCAL MUNICIPAL AUTrrORrTy, CONTROL,
AIID REVENUE
Dear Committee:
The City of Duarte supports the League of California Cities ("League") Annual Conference Resolution
proposed by the City of Beverly Hills calling for the League to explore the preparation of a ballot measure
that would provide the State's voters an opportunity to further strengthen local authority and preserve the
role of local democracy.
State legislation introduced in both 2017 and 2018 by the legislature has continually threatened to erode local
control. Whether this was Senate Bill 649 (Hueso) (Wireless Telecommunications Facilities) or the more
recently introduced Senate Bill827 (Wiener) (Planning and Zoning: Transit-Rich Housing Bonus) that was
defeated in Committee, legislatures are continually introducing proposals that impinge on the ability of a
local government to institute discretionary legislation that is responsive to the needs of their constituents.
More recently, a State ballot initiative was introduced that would have made increasing fees and passing
taxes more onerous on local jurisdictions due to the interest of powerful interest groups. This interest group
successfully negotiated an Assembly Bill that banned constituents in local jurisdictions from passing a soda
tax for twelve years, trumping the will of the people should they wish to support such a measure. However,
as a result of the passage of that Assembly Bill, the State ballot initiative was pulled from the November
2018 ballot.
These continual incursions into local control by the State legislature and powerful interest groups should be
prohibited in areas where it is unwarranted, and does not best serve the unique communities that make up the
State of California.
The passage of the proposed resolution by the City of Beverly Hills would provide direction to the League
to pursue a ballot measure andlor constitutional amendment that would strengthen local democracy and
authority. For these reasons, the City of Duarte strongly supports this resolution.
Sincerely,
'-ra'4<{<o
Liz Reilly
Mayor Pro Tem
cc:Vice Mayor John Mirisch, City of Beverly Hills
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Packet Pg. 111 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
DocuSign Envelope ID : 48D4AEF4-48B3-442A-A3E1 -12DFA5002A14
July 11, 2018
General Resolutions Committee
League of California Cities
1400 K Street, Suite 400
Sacramento, CA 95814
Ci!yof Palo Alto
Office of the Mayor and City Council
Re: EXPLORING A RESOLUTION TO RESPOND TO INCREASING VULNERABILITIES TO LOCAL
MUNICIPAL AUTHORITY
Dear Committee Members:
As one Councilmember of the City of Palo Alto, and in my individual capacity and not on behalf of the Council as a
body, or the City, I write to support the League of California Cities ("League") Annual Conference Resolution
proposed by the City of Beverly Hills . This resolution asks the League to explore the preparation of a ballot
measure and/or constitutional amendment that would provide voters an opportunity to further strengthen local
authority and preserve the role of local democracy. If the resolution passes, I encourage the League to ensure any
potential measure includes both charter and general law cities.
State legislation introduced in both 2017 and 2018 has continually threatened to erode local control. Whether this
was SB 649 (Hueso) Wireless Telecommunications Facilities or the more recently introduced SB 827 (Wiener)
Planning and Zoning: Transit-Rich Housing Bonus that was defeated in Committee, legislatures are continually
introducing proposals that impinge on the ability of a local government to institute discretionary legislation that is
responsive to the needs of their constituents.
More recently, a state ballot initiative was introduced that would have made increasing fees and passing taxes
more onerous on loca l jurisdictions due to the interest of powerful interest groups. This interest group successfully
negotiated an Assembly Bill that banned on constituents in local jurisdictions from passing a soda tax for twelve
years; trumping the will of the people should they wish to support such a measure . However, as a result the
passage of that Assembly Bill , the state ballot initiative was pulled from the November 2018 ballot.
These continual incursions into local control by state legislature, and powerful interest groups, should be
prohibited in areas where it is unwarranted and does not best serve the unique communities that make up the
state of Californ ia.
The passage of the proposed resolution by the City of Beverly Hills would provide direction to t he League to pu rsue
a ballot measure and/or constitutional amendment that would strengthen local democracy and authority. For
these reasons I support this resolution.
Sincerely,
r:--"' L!.:!!::~
Lyd ia Kou
Councilmember, City of Palo Alto
cc :
Palo Alto City Council
M ayor John M i risch, City of Beve r ly Hills
James Keene, Palo Al t o Cit y Manager
Printed with soy-based inks on 100% recycled paper processed without chlo rine.
P.O . Box 10250
Palo Alto, CA 94303
650.329.2477
650.328.3631 fax 32
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Packet Pg. 114 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
From: Michael Goldman <miklg@yahoo.com>
Sent: Saturday, July 07, 2018 4:37 PM
To: Cindy Owens
Subject: Letter of Support for California League of Cities Resolution
Dear Ms. Cowens,
I was forwarded your email requesting support for a resolution in support of "the
preparation of a ballot measure and/or state constitutional amendment that
would strengthen local authority and preserve the role of local democracy at
the local level as the state legislature is continually attempting to override the
local authority of cities."
Speaking solely on my own behalf, I hereby give my whole-hearted support for such a
measure. The essence of democracy is the control by the people of their community. As
public servants, we elected officials serve the democratically expressed will of the
public.
Sincerely,
Michael S. Goldman
Sunnyvale City Council, Seat 7
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Packet Pg. 118 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
LETTERS OF CONCURRENCE
Resolution No. 2
Repeal Preemption of Regulating Pesticides
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Packet Pg. 122 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
July 13, 2018
The Honorable Rich Garbarino, President
League of California Cities
1400 K Street
Sacramento, California 95814
RE: A Resolution of the League of California Cities Declaring Its Commitment to Support the
Repeal of Preemption in California Food and Agriculture Code § 11501.1 That Prevents
Local Governments from Regulating Pesticides
Dear President Garbarino:
Anticoagulant rodenticides poison unintended targets, including predator wildlife in California
and pets that ingest the products. These poisons cause painful, internal hemorrhaging in non-
target animals. In addition, approximately 10,000 children under the age of six are accidentally
poisoned each year nationwide.
The California Department of Pesticide Regulation banned the consumer purchase and use of
second-generation anticoagulant rodenticides in July 2014. Despite collecting data for almost
four years after this ban, the Department of Fish and Wildlife found no evidence supporting a
decrease in poisonings by anticoagulant rodenticides due to this partial restriction of the supply.
Currently, State law preempts general law cities from regulating the use of pesticides, including
anticoagulant rodenticides. In my official capacity as a city councilmember I support the
proposed resolution to repeal the preemptive clause in California Food and Agriculture Code
Section 11501.1 to provide cities across the state of California with the authority to regulate
pesticides based on the local concerns in their communities. The State of California should
provide cities with the authority to regulate the use of pesticides in their own jurisdictions based
on their own individual local needs.
I concur with the submission of this resolution at the League of California Cities General
Assembly at its annual meeting in Long Beach on September 14, 2018.
Sincerely,
Brett Lee
Mayor Pro Tem
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Packet Pg. 123 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
July 5, 2018
The Honorable Rich Garbarino, President
League of California Cities
1400 K Street
Sacramento, California 95814
RE: RESOLUTION OF THE LEAGUE OF CALIFORNIA CITIES DECLARING ITS COMMITMENT TO
SUPPORT THE REPEAL OF PREEMPTION IN CALIFORNIA FOOD AND AGRICULTURE CODE §
11501.1 THAT PREVENTS LOCAL GOVERNMENTS FROM REGULATING PESTICIDES
Empty
Empty
Dear President Garbarino,
Anticoagulant rodenticides are products that are poisoning 80% to 90% of predator wildlife in our
cities and throughout California. These poisons cause painful, internal hemorrhaging in non-target
animals - including pets - that ingest the products either directly or from consuming poisoned
rodents. In addition, approximately 10,000 children under the age of six are accidentally poisoned
each year nationwide.
My own mother lost a dearly loved pet dog, who was poisoned when it ate a poisoned rat!
The California Department of Pesticide Regulation banned the consumer purchase and use of
second-generation anticoagulant rodenticides in July 2014. Despite collecting data for almost four
years after this ban, the Department of Fish and Wildlife found no evidence supporting a decrease
in poisonings by anticoagulant rodenticides due to this partial restriction of the supply.
State law now preempts general law cities from regulating the use of pesticides, including
anticoagulant rodenticides. I support the proposed resolution to repeal the preemptive clause in
California Food and Agriculture Code Section 11501.1 to provide cities across the state of
California with the authority to regulate pesticides based on the local concerns in their
communities. The State of California should provide cities with the authority to regulate the use
of pesticides in their own jurisdictions based on their own individual local needs.
I concur with the submission of this resolution at the League of California Cities General
Assembly at its annual meeting in Long Beach on September 14, 2018.
Sincerely,
Catherine Carlton
Environmental Committee Vice Chair for the League of California Cities
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Packet Pg. 124 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
CITY OF MOORPARK
JANICE S. PARVIN
Mayor
ROSEANN MIKOS, Ph.D.
Councilmember
DAVID POLLOCK
Councilmember
KEN SIMONS
Councilmember
MARK VAN DAM
Councilmember
799 Moorpark Avenue, Moorpark, California 93021
Main City Phone Number (805) 517-6200 | Fax (805) 532-2205 | moorpark@moorparkca.gov
July 12, 2018
The Honorable Rich Garbarino, President
League of California Cities
1400 K Street
Sacramento, CA 95814
RE: RESOLUTION OF THE LEAGUE OF CALIFORNIA CITIES DECLARING ITS
COMMITMENT TO SUPPORT THE REPEAL OF PREEMPTION IN CALIFORNIA
FOOD AND AGRICULTURE CODE § 11501.1 THAT PREVENTS LOCAL
GOVERNMENTS FROM REGULATING PESTICIDES
Dear President Garbarino:
The City of Moorpark supports the above referenced resolution being brought to a vote at the
upcoming League of California Cities Conference on September 14, 2018.
As a community surrounded by the beauty of the Santa Monica Mountains and its wildlife, the
City adopted a resolution in 2013 urging Moorpark residents and businesses to not use
anticoagulant rodenticides in Moorpark. In 2014, the City applauded passage of AB 2657,
which removed many second generation anticoagulant rodenticides from the state.
However, as we are all unfortunately aware, scientific research continues to find
anticoagulant rodenticides in non-target animals, including the natural predators that help
regulate rodent populations and endangered species throughout California. Accordingly, the
City has supported subsequent legislative proposals to ban all anticoagulant rodenticides
statewide, including AB 2422, which is currently stalled in the state legislature.
The City further believes that local governments should have the opportunity to regulate
pesticide usage within their jurisdictions if the communities they represent desire to do so.
Therefore, the City supports the above referenced resolution being brought to a vote.
Yours truly,
Janice Parvin
Mayor
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Packet Pg. 125 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
Resolution of the League of California Cities re: Anticoagulant Rodenticides
Page 2
cc: City Council
City Manager
Assistant City Manager
Assistant to the City Manager
League of California Cities, Meg Desmond (mdesmond@cacities.org)
City of Malibu, Mary Linden (MLinden@malibucity.org)
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Packet Pg. 126 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
Councilmember Suza Francina
City of Ojai
401 South Ventura Street, Ojai, CA 93023
Email: Suzaojaicitycouncil@gmail.com
Cell: 805 603 8635
July 9, 2018
The Honorable Rich Garbarino, President
League of California Cities
1400 K Street
Sacramento, California 95814
RE: A RESOLUTION OF THE LEAGUE OF CALIFORNIA CITIES DECLARING ITS
COMMITMENT TO SUPPORT THE REPEAL OF PREEMPTION IN CALIFORNIA
FOOD AND AGRICULTURE CODE § 11501.1 THAT PREVENTS LOCAL
GOVERNMENTS FROM REGULATING PESTICIDES
Dear President Garbarino,
Anticoagulant rodenticides are products that are poisoning 80 to 90% of predator wildlife in
California. These poisons cause painful, internal hemorrhaging in non-target animals including
pets that ingest the products either directly or from consuming poisoned rodents. In addition,
approximately 10,000 children under the age of six are accidentally poisoned each year
nationwide.
The California Department of Pesticide Regulation banned the consumer purchase and use of
second-generation anticoagulant rodenticides in July 2014. Despite collecting data for almost
four years after this ban, the Department of Fish and Wildlife found no evidence supporting a
decrease in poisonings by anticoagulant rodenticides due to this partial restriction of the supply.
Currently, State law preempts general law cities from regulating the use of pesticides, including
anticoagulant rodenticides. In my official capacity as a city councilmember I support the
proposed resolution to repeal the preemptive clause in California Food and Agriculture Code
Section 11501.1 to provide cities across the state of California with the authority to regulate
pesticides based on the local concerns in their communities. The State of California should
provide cities with the authority to regulate the use of pesticides in their own jurisdictions based
on their own individual local needs.
I concur with the submission of this resolution at the League of California Cities General
Assembly at its annual meeting in Long Beach on September 14, 2018.
Sincerely,
Suza Francina
Councilmember, City of Ojai
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Packet Pg. 127 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
July 12, 2018
The Honorable Rich Garbarino, President
League of California Cities
1400 K Street
Sacramento, California 95814
RE: A RESOLUTION OF THE LEAGUE OF CALIFORNIA CITIES DECLARING ITS
COMMITMENT TO SUPPORT THE REPEAL OF PREEMPTION IN CALIFORNIA
FOOD AND AGRICULTURE CODE § 11501.1 THAT PREVENTS LOCAL
GOVERNMENTS FROM REGULATING PESTICIDES
Dear President Garbarino,
I write as one council member of the City of Oxnard regarding the state law that
preempts general law cities such as ours from regulating the use of pesticides. Our
city is heavily impacted with environmental burdens associated with pesticide use
as well as other industrial toxins, which affect the health of the people, wildlife and
our environment. Oxnard residents are requesting that the use of pesticides in our
public spaces be curtailed and restricted. This would include anticoagulant
rodenticides, products that are poisoning 80 to 90% of predator wildlife in
California. These poisons cause painful, internal hemorrhaging in non -target
animals including pets that ingest the products either directly or from consuming
poisoned rodents. In addition, approximately 10,000 children under the age of six
are accidentally poisoned each year nationwide.
The California Department of Pesticide Regulation banned the consumer purchase
and use of second-generation anticoagulant rodenticides in July 2014. Despite
collecting data for almost four years after this ban, the Department of Fish and
Wildlife found no evidence supporting a decrease in poisonings by anticoagulant
rodenticides due to this partial restriction of the supply.
Currently, State law preempts general law cities from regulating the use of
pesticides, including anticoagulant rodenticides. In my official capacity as a city
councilmember I support the proposed resolution to repeal the preemptive clause
in California Food and Agriculture Code Section 11501.1 to provide cities across the
state of California with the authority to regulate pesticides based on the local
concerns in their communities. The State of California should provide cities with the
authority to regulate the use of pesticides in their own jurisdictions based on their
own individual local needs.
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Letter to President Garbarino
July 12, 2018
Page two
I concur with the submission of this resolution at the League of California Cities
General Assembly at its annual meeting in Long Beach on September 14, 2018.
Thank you very much for your attention to this.
Sincerely,
Carmen Ramirez
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Packet Pg. 129 Attachment: 2018 Annual Conference Resolution Packet (1791 : 2018 League Resolutions)
450 Civic Center Plaza, Richmond, CA 94804 | 510-620-6503 | www.RichmondCAMayor.org
Home of Rosie the Riveter WWII Home Front National Historical Park
July 6, 2018
The Honorable Rich Garbarino
President, League of California Cities
1400 K Street
Sacramento, California 95814
Re: In Support to Repeal the Preemption in California Food and Agriculture Code § 11501.1 that
Prevents Local Governments from regulating pesticides
Dear President Garbarino,
Anticoagulant rodenticides poison 80% to 90% of predator wildlife in California. These poisons cause
painful, internal hemorrhaging in non-target animals including pets that ingest the products either
directly or from consuming poisoned rodents. In addition, approximately 10,000 children under the age
of six are accidentally poisoned each year nationwide.
The California Department of Pesticide Regulation banned the consumer purchase and use of second-
generation anticoagulant rodenticides in July 2014. Currently, State law preempts general law cities
from regulating the use of pesticides, including anticoagulant rodenticides, which has minimized the
impact of the State’s ban. Despite collecting data for almost four years, the Department of Fish and
Wildlife found no evidence supporting a decrease in poisonings by anticoagulant rodenticides due to
the partial restriction of the supply.
As a member of the League of California Cities’ Environmental Quality Policy Committee, I support the
proposed resolution to repeal the preemptive clause in California Food and Agriculture Code Section
11501.1 to provide cities across the state of California with the authority to regulate pesticides based
on the local concerns in their communities. The State of California should provide cities with the
authority to regulate the use of pesticides in their own jurisdictions based on their own individual local
needs.
I concur with the submission of this resolution at the League of California Cities General Assembly at its
annual meeting in Long Beach on September 14, 2018.
Sincerely,
Mayor Tom Butt
Richmond, California
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City of Gilroy
STAFF REPORT
Agenda Item Title: Public Hearing to Consider the Report of Abatement of Weeds and
Refuse Within the City of Gilroy and Confirming the Imposition of
Assessment Liens Against the Land (continued from 8/6/2018
meeting)
Meeting Date: August 20, 2018
From: Gabriel Gonzalez, City Administrator
Department: Community Development Department
Submitted By: Kristi Abrams
Prepared By: Kristi Abrams
Miguel Trujillo
Strategic Plan Goals
☐ Fiscal Stability
Downtown
Revitalization ☐ Economic
Development
☐ Customer Service ☐ Enhanced Public
Safety
RECOMMENDATION
Adoption of a resolution of the City Council of the City of Gilroy confirming the report of
the Chief of the Fire Department setting forth the description of property, naming the
owners thereof and the costs of abating the nuisance caused by the growing of weeds
and accumulation of refuse on the property, and providing that such costs shall
constitute assessments against the land.
EXECUTIVE SUMMARY
This item is continued from the August 6, 2018 Council meeting.
This hearing is the third part of the annual weed abatement process as directed by
Chapter 12 of the Gilroy City Code. May 15th was the deadline to abate weeds for those
properties on the property abatement list approved at the April 16th public hearing.
Properties that were inspected and were found in com pliance are assessed only the
$90 inspection fee. Those found not abated incur the failed inspection fee of $583 in
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addition to the $90 fee. Properties requiring abatement by the County Weed Abatement
Program are assessed the $583 failed inspection fee, the regular $90 inspection fee, an
administrative fee of $576, plus the actual cost of abatement.
ANALYSIS
Resolution 2018-02 was adopted by Council on February 5, 2018 to declare weeds a
nuisance and to begin the annual weed abatement process. Under a contract with the
County’s Office of Vegetation Management, the County Weed Abatement Program
provides the weed abatement listing, letters of notification, lot inspections,
documentation, and arranges abatement services if needed. After Resolution 201 8-02
was adopted a list of lots requiring abatement was created by the County Weed
Abatement Program. This includes lots that have been on the previous list that have
had failed inspections for the past three (3) years and any lots added to the list based
on non abatement in the prior season. All owners of the lots listed were sent a weed
abatement notice, fee information, and instruction letter package.
In this process all the owners of lots from the prior year are notified. If the County
identified lots that had weeds during the prior season that had not been on the previous
list these lots were added to the current list as well.
On April 16, 2018 a public hearing was held to allow any owner of a listed lot to remove
their lot from the program. Subsequently Resolution 2018-06 was adopted on April 16th
approving the list of properties subject to weed abatement and setting the abatement
deadline to May 15, 2018.
The County conducted its inspections after May 15th. Property owners were able to
communicate directly with the County if they had problems getting their lot abated. Any
lot found with weeds after the deadline was sent a notice and assessed a failed
inspection fee. The property owner was given an additional two weeks to perform
abatement before becoming subject to abatement by the County.
Pursuant to Gilroy City Code Section 12.54, attached is a report of the lots inspected
and those assessed a failed inspection fee and those that have been abated thus far.
All sites are assessed the $90 inspection fee. The sites with failed inspections are
assessed an additional failed inspection fee of $583, and the lots that required
abatement are assed an additional $576 administrative fee as well as the cost of the
contractor’s abatement cost. There are 115 lots assessed only the $90 fee, 9 lots were
assessed both the inspection and failed inspection fee for a total of $673, and 35 lots
were assessed all the fees described above, as well as an administrative fee of $576
and the actual cost of abatement.
The property owners listed for fee assessment were sent a copy of the proposed
assessment against their property on July 23, 2018. They have been given an
opportunity to call, email or meet with the Fire Marshal and County Weed Abatement
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Program Manager on or before August 6, 2018, to discuss, object or obtain additional
information about their assessment. Any property owner that did not raise objection or
did not provide a substantial reason why they should not be assessed still has an
opportunity to raise objections at the lien hearing. Any property owner that met with,
called or emailed their objection and it was determined there was a mistake or cause for
dismissing the assessment fee, will be presented to the City Council for their
consideration. The proposed resolution to process the assessment report, including
modifications, if any, is recommended for approval.
During public comment at the August 6, 2018 hearing, speaker Jim Hoey expressed
concern regarding unabated weeds on a parcel near his parcel on Hecker Pass
Highway. The Fire Marshal’s office contacted Mr. Hoey to confirm the location of the
parcel of concern. The parcel is located across from Syngenta on the northern slop of
Hecker Pass. Field review revealed some perimeter weed abatement had been
completed. The Santa Clara County Weed Abatement (SCCWA) inspector was advised
and requested to review the parcel. The SCCWA inspector is requiring follow-up weed
eater work adjacent to the roadway. As of this writing a time line was not available for
completion of this work.
ALTERNATIVES
There are no alternatives. This process is dictated by Chapter 12 of the Gilroy City
Code. Property owners may have many reasons that their lot was not abated; however,
unless the County made a mistake in identifying a lot’s ownership, there are few
acceptable reasons to waive the County’s fees. All owners were notified of deadlines
and costs, as required by the City Code. The City approved the County’s contract for
services and fees at its February 5, 2018 meeting.
FISCAL IMPACT/FUNDING SOURCE
If the County does not collect adequate funds to meet the program budget they can
prorate the shortfall to the cities participating in the program based on the percent of the
properties from each City compared to the total number of properties in the program. It
will not be known until later in the year if there is a shortfall since abatement activity will
be continuing through October.
CONCLUSION
Adopt a resolution allowing the assessment of fees, minus any qualifying objections, as
reported by the Santa Clara Weed Abatement Program.
NEXT STEPS
This is the final step in this year’s planned abatement process. However, if there are
more assessments to be made for this year, a secondary assessment hearing may be
held. Otherwise any new assessments would be included in next year ’s process.
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Attachments:
1. 2018 GILROY Weed AbatementLienRES
2. 2018 Gilroy Assessment report
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1
RESOLUTION NO. 2018-XX
RESOLUTION NO. 2018-XX
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
GILROY CONFIRMING THE REPORT OF THE CHIEF OF
THE FIRE DEPARTMENT SETTING FORTH THE
DESCRIPTION OF PROPERTY, NAMING THE OWNERS
THEREOF, AND THE COST OF ABATING THE NUISANCE
CAUSED BY THE GROWING OF WEEDS AND
ACCUMULATION OF REFUSE ON THE PROPERTY, AND
PROVIDING THAT SUCH COST SHALL CONSTITUTE
ASSESSMENTS AGAINST THE LAND
WHEREAS, pursuant to Article III of Chapter 12 of the Gilroy City Code, the City
Council of the City of Gilroy did on February 5, 2018, the City Council adopted Resolution No.
2018-02 designating certain weeds growing or existing in the City of Gilroy and refuse
accumulating in the City to be a public nuisance and ordering the Chief of the Fire Department to
give notice of the passage of said resolution by posting and publication in the same manner and
for the same time as set forth in Section 12.48 of said code, and the Chief of the Fire Department
did cause said notice to be so given; and
WHEREAS, pursuant to Resolution No. 2018-02, the property owners as stated on the
latest tax assessor’s role of the lots or parcels determined to have weeds growing or existing,
and/or refuse accumulating were duly noticed that: (1) said weeds and refuse have been
determined to constitute a public nuisance, (2) a public hearing would be held at which the City
Council would hear and consider any and all objections to the proposed destruction or removal
of said weeds or refuse, and (3) weeds and refuse not removed by the property owners will be
removed by City authorities, in which case the cost of such destruction and/or removal will be
assessed upon the lots and lands from which, or from the front or rear of which, such weeds and
accumulation of refuse have been destroyed or removed, and such costs will constitute a lien
upon such lots or lands until paid, and will be collected upon the next tax roll upon which
general municipal taxes are collected; and
WHEREAS, the City Council fixed April 16, 2018,, at the hour of 6:00 o'clock p.m., in
the Council Chambers in the City Hall at 7351 Rosanna Street, in the City of Gilroy, as the time
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RESOLUTION NO. 2018-XX
and place for the hearing provided for in Section 12.50 of said Code, and the notice given
included a statement of the said time and place of hearing; and
WHEREAS, the hearing was held on that date in accordance with the City Code and no
objections were made to the proposed removal and destruction of the weeds and refuse, and the
City Council thereafter adopted Resolution No. 2018-06 requiring the Chief of the Fire
Department to abate said nuisance by having the weeds destroyed and the refuse removed as
provided in Section 12.51 of the Gilroy City Code; and
WHEREAS, the Chief of the Fire Department has filed his report with the City Council,
setting forth the actions taken in abating the nuisance, stating an account of the cost of the
abatement and an assessment list and identification of each separate lot or parcel of land by
description, together with the expense proposed to be assessed against each separate lot or parcel
and the name of the owners or reputed owners (“Owners”) thereof as shown on the exhibit:
and
WHEREAS, it appears that the Chief of the Fire Department has taken all actions
required of him in abating said nuisance and removing said weeds and refuse and that the cost
thereof as shown in said report is correct and should be confirmed; and
WHEREAS, the City Clerk fixed July 2, 2018 at the hour of 6:00 o'clock p.m., or as soon
thereafter as the item can be heard, in the Council Chambers in the City Hall at 7351 Rosanna
Street, in the City of Gilroy, as the time and place for the hearing provided for in Section 12.53
of Gilroy City; and
WHEREAS, the Owners were duly noticed of the hearing, at which the City Council
would be presented with the report and assessment list for consideration and confirmation, the
abatement costs proposed to be assessed upon the Owners and the right of all persons interested,
having any objections to the report and assessment list, or to any matter or thing contained
therein, to appear and be heard; and
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RESOLUTION NO. 2018-XX
WHEREAS, the hearing was held in accordance with the Gilroy City Code.
NOW THEREFORE, BE IT RESOLVED, that a certified copy of this resolution and of
the report of the Chief of the Fire Department be turned over to the County Director of Finance,
who constitutes the Assessor and Tax Collector for the City of Gilroy, and the amounts shown on
said report as the cost of the removal of the weeds and refuse from each of the respective
properties and certified as unpaid shall be and constitute a lien on the property for the amount of
such assessment respectively, and the Assessor and Tax Collector add the amount thereof to the
next regular bill for taxes levied against respective lots and parcels of land for municipal
purposes.
PASSED AND ADOPTED this 6th day of August, 2018, by the following roll call vote:
AYES: COUNCILMEMBERS:
NOES: COUNCILMEMBERS:
ABSENT: COUNCILMEMBERS:
APPROVED:
Roland Velasco, Mayor
ATTEST:
Shawna Freels, City Clerk
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Packet Pg. 138 Attachment: 2018 GILROY Weed AbatementLienRES (1807 : Weed Abatement Tax Lien Hearing)
Sunset Hills Development LlcSunset Hills Development LlcSunset Hills Development LlcMarques, AlbertEdwards, LorettaClayton Johnson Enterprises IncMartin Limited PartIIee, Nicole KCox, LoriEnterprise Rei 8 LlcKhan, Shahid NVilla, JoseShan, Ju And Cai, XuansongKhuong, SovaWatson, Marcus AAnd Cameron BEnterprise Rei 8 LlcSaulan, Kimchau Thi TrusteeZargarianHelga2018 Weed Abatement ProgramAssessment ReportCITY OF GILROYOWNERADDRESS575 Southside Dr575 Southside Dr575 Southside Dr2020 Rockrose Ct830 Sydney Ct101 Fi¡st St10756 Green Valley Dr0 Po Box 2178790 Jan Dr10440 De Anza Bl2295 Coral Bell Ct2165 Periwinkle Dr431 Casselino Dr2335 Wildrose Ct1881 CampbellAv24168BigBasin Wy4125 Hecker Pass Rd8755 Wild Iris DrExhibitAlSitus2005TAX ROLLAMT$90.00$90.00$90.00$90.00$90.00$90.00$90.00$90.00$90.00$1,680.66$90.00s90.00s90.00$90.00$90.00s4,084.92$1,936.60$1,135.20Hecker PassHecker PassNo SitusWinter GreenWinter GreenWinter GreenMontereyNo SitusJanHollyhockCoral BellPeriwinkleWildroseWildroseNo SitusSunflowerFoxgloveWild Iris783-03-002783-03-003783-03-070783-03-073783-03-074783-03-081783-19-010783-21-065783-36-035783-45-044783-46-028783-46-030783-46-035783-46-037783-46-079783-47-003783-s2-0r9783-s2-03tGILROYGILROYGILROYGILROYGILROYLOS AL|OSGILROYGILROYGILROYCUPERTINOGILROYGILROYSAN JOSEGILROYSAN JOSESARATOGAGILROYGILROY9s020950209502095020-793195020-00009402295020950219s020-74419501495020-790395020-792995 136-000095020-000095125-561L950709s02095020-0000APNTRA12345678I'1011121314151617180834083508341983587900229521652310233s087728755200220022002200220022002200220022002200220022002200220022002200220022001Report Date: 711912018(List Sorted by APN)Page'18.A.bPacket Pg. 139Attachment: 2018 Gilroy Assessment report (1807 : Weed Abatement Tax Lien Hearing)
2018 Weed Abatement ProgramAssessment ReportCITY OF GILROYOWNERADDRESSExhibitAlSitusAPN783 Mantelli Dr970 Wood DuckAv9246Dove Ct85 HayesAv2121 Cruden Bay Wy1450 Fry Rd6761 Crosby Ct9100 Gunnera Ln8961 Azara St2170 Hollyhock Ct4793 Corrales Dr7377 Thayer Ct14335 Spyglass Cl2326Flinf Av760 CampbellAv189 Bangor Av145 RiggsAv115 Los Altos DrGILROYSANTACLARAGILROYSAN JOSEGILROYHOUSTONSAN JOSEGILROYGILROYGILROYSAN JOSEGILROYCHOWCHILLASAN JOSECAMPBELLSAN JOSEMERCEDHOLLISTER9s020-7s1s9505 I95020-000095123-21419s020-00007708495129-281895020-000095020-000095020-000095136-261395020-54369361095 14895008-233395123-36029534095023TAX ROLLAMT$90.00$673.00$90.00$90.00$4,674.06$90.00$90.00$90.00s90.00$90.00$90.00$90.00$90.00s90.00$90.00s90.00$90.00$90.00TRA200220022002200220042002200220022002200220022002200220022002200220022002192021222324252627282930313233u353687451950924623Í2354912191019100896121702140187r18701860l 830I 820l8l09175Wild IrisLavenderDoveHoyaBanyanGunneraGunneraGunneraAzaraHollyhockHollyhockCarobCa¡obCarobCarobCarobCa¡obTea Tree783-52-032783-52-035783-57-A04783-64-021783-65-022783-65-024783-6s-02s783-6s-026783-66-017783-70-Qr2783-70-0r5783-72-010783-72-012783-72-013783-72-016783-72-Qt7783-72-0t8783-72-019Arvizu, Jose CarmenVerma, Ashish Trustee & Et AlAyala, Daniel J And Elizabeth LReyes, Oscar J And Shirley Ann GKarbaleinematmoeini, AmirhosseinVu, Frank H TrusteeJiang, Xueping And Zhang, WeijunOchoa, Jose Luis TrusteeSanchez, Luis V And Rouhizadeh,Vanni, Michael A And Julienne LLemieux, Norman T And Stephanie ÄPappas, Dean And HeatherOpinski, Eugene J 2014Ab Properfy LlcArakelian, ElizaZhang, Sheling And Zhan, YingOp Development IncMilton, Gregory EReport Date: 711912018(List Sorted by APN)Page28.A.bPacket Pg. 140Attachment: 2018 Gilroy Assessment report (1807 : Weed Abatement Tax Lien Hearing)
2018 \ileed Abatement ProgramAssessment ReportCITY OF GILROYOWNERADDRESSExhibitAlSitusAPNTAX ROLLAMT3738394041.42434445464748495051525354914591109045905090359030902590028962898189718951895008983220422032223Tea TreeTea TreeTea TreeTea TreeTea TreeTea TreeMimosaMimosaTea TreeTea TreeTea TreeTea TreeMimosaMimosaMimosaBanyanBanyanBanyan$90.00$90.00$90.00$90.00$90.00s2,3 r 8.60$90.00$90.00$2,013.00$90.00$2,089.40$90.00$3,975.00$90.00s2,204.00$90.00$90.00$90.00TRA200220022002200220022002200220022002200220022002200420022002200220022002783-72-020783-72-022783-72-023783-72-024783-72-025783-72-026783-72-027783-72-029783-72-030783-72-031783-72-033783-72-034783-72-035783-72-036783-72-037783-72-039783-72-040783-72-04rSAN JOSEGILROYMORGAN HILLSAN JOSEGILROYSAN JOSECUPERTTNOGILROYSAN JOSESAN JOSEGILROYGILROYSAN JOSESAN JOSEMORGAN HILLMORGAN HILLSTII{NYVALEGILROY95127-254795020-000095037-0000951489;50209st22950149s0209s136-240395 I I 6-000095020-00009s020-30s49511195136-20679503795037-00009408995020Matos, Rogerio D And Robyn LDonovan, Darryl And MenaChakamian, Sharareh H And SanjarAb Property LlcJohn Montenro And NatalivaDo, Ngoc Bich Thi Et AlKollareddy, Usharani Et AlSosa, Victor J Trustee & EtAlThien, TracyNri Associates LlcLiu. HongxuanBalagani, Venkata And SunithaVu Huy Q Trustee & EtAlSr Building Blocks LlcThanh Quang Tran And NgochuongChakamian, Sanjar And Sharareh HRobles, Ronald E And Maria RTruongthinh Thien Nguyen29 Porter Ln9110 Tea Tree Wv1940 Pear Dr2326 Flint Av9035 Tea Tree Way,Lot21979 Story Rd#70247948 Mcclellan Rd9002 Mimosa Ct38 Park Fletcher Pl2250 Cedarside Ct2165 Hollyhock Ct1940 Killamey Ct423 YiaPrimavera3915 Jerabek Ct190 Fennel CtI 940 Pear Dr1225 YiennaDr #251223 Barryan CtReport Date: 711912018(List Sorted by APN)Page 38.A.bPacket Pg. 141Attachment: 2018 Gilroy Assessment report (1807 : Weed Abatement Tax Lien Hearing)
2018 Weed Abatement ProgramAssessment ReportCITY OF GILROYExhibitAlTAX ROLLAMTSitusBanyanBanyanBanyanMahoganyMahoganyMahoganyMahoganyBanyanBanyanBanyanBanyanGunneraGunneraColumbineColumbineColumbineColumbineLongmeadowNakano, Nancy N Et AlWang, Leo And Dian HKattan, ShalomNguyen, Phu And Doan, LilyQuilici, Todd And YvonnePadmanabhan, Sundar And SangeetaNguyen, James TriLe, Liem QuangVeluvolu, Veerandirar And Koduru,Fang, Hu ChengGeissert, Warren And Garcia, IleanaDa Silva, Paula J And John BWatts, Gary RAnd Yung-ning EmilyHolder, John C And Kristi EKennedy, John D Et AlKrupa, Stanislaw Trustee & Et AlWendt, Robert G EtAlWrye, Timothy M And Sally J TrusteeOWNERAD1610 Dell Av1784 Lennox Wy1622 Campbell Av3339 Vangom Wy9230 Mahogany Ct47836 Masters Ct5674 San Felipe Rd3100 Melchester Dr318 Beadgrass Tr2165 Hollyhock Ct856 Hillpoint Ct1344 Jefferson St2281 GunneraCt2300 Club Dr0 Po Box 330901 Calle Sena1243 Blue Parrot Ctl6l1 Longmeadow CtCAMPBELLSALINASCAMPBELLSAN JOSEGILROYFREMONTSAN JOSESAN JOSEFREMONTGILROYSAN JOSESANTACLARAGILROYGILROYSAN JUAN BAUTISTASAN DIMASGILROYGILROYAPN95008939069500895121-255595020-000094s3995 l 35-l 60495132-17449453995020-000095120-00009505047499502095020-00009504s9177395020-000095020-0000$90.00$2,647.12$90.00s90.00$90.00$90.00$673.00$90.00$90.00$90.00s90.00s90.00$90.00s90.00$90.00$90.00$90.00s90.00TRA20022002200220022002200220022002200220022002200220022002200220022002200255565758596061626364656667686970717222242243224492r09230925092lt2273228322912281228222812262224t22022t62l6l I783-72-042783-72-043783-72-044783-72-045783-72-046783-72-047783-72-049783-72-051783-72-0s2783-72-0s3783-72-054783-72-055783-72-056783-72-057783-72-060783-72-06t783-72-063783-75-010Report Date: 711912018(List Sorted by APN)Page 48.A.bPacket Pg. 142Attachment: 2018 Gilroy Assessment report (1807 : Weed Abatement Tax Lien Hearing)
2018 Weed Abatement ProgramAssessment ReportCITY OF GILROYOWNERADDRESSExhibitAlSitusAPN1591 LongmeadowCt168l Longmeadow Ct475 Willow Spring Rd1450 El Camino Real1450 El Camino Real5691 Makati Cl8505 Church St301 Welburn Av691 Welburn Av431 El Cenito Wyl l First St1800 Tapo Canyon Rd1800 Tapo Canyon Rd1800 Tapo Canyon Rd1800 Tapo Canyon Rd1800 Tapo Canyon Rd8635 El Matador Dr0GILROYGILROYMORGAN HILLMENLO PARKMENLO PARKSAN JOSEGILROYGILROYGILROYGILROYGILROYSIMI VALLEYSIMI VALLEYSIMI VALLEYSIMI VALLEYSIMI VALLEYGILROYSAN JOSE95020-000095020-000095037940259402s95 123-00009s020-426295020-44349s020-43299s0209s020930639306393063930639306395020-941895138TAX ROLLAMT$90.00$90.00$90.00$4, r 86.03$2,683.70$90.00$90.00$90.00s90.00s90.00$90.00$1,375.06$1,375.06$1,905.22st,329.22st,329.22$90.00$1,566.06TRA73747576777879808'1828384858687888990I 591l68l90459130916076685053016914310265255295305315l 35577n2002200220022001200r2002200220022002200220022002200220022002200220022002LongmeadowLongmeadowKemRonanKemLaAlondraChurchWelbumWelbumEl CenitoChurchGurriesGurriesGuniesGurriesGurrieslstMonterèy783-75-01 I783-75-081790-04-080790-t'7-002790-17-003790-24-006790-28-004790-28-005790-30-00r790-34-01 8790-35-008790-35-040790-35-041790-35-042790-35-043790-35-044790-39-030799-03-055Brewer, Thomas E And Patricia ADhaliwal, Jasdeep S Et AlWalton, Lee A Trustee & Et Al9130 Kern Ave Llc C/o Garlock & Co9130 Kern Ave LlcDollahon, Constance M TrusteeDe Bell, Kenneth E Et AlAnderson, Keith RRobeson, Herman LAnd Clara SHernandez, Jose E And Melba ARoman Catholic Bishop Of San JoseDeutsche Bank National TrustDeutsche Bank National TrustDeutsche Bank National TrustDeutsche Bank National TrustDeutsche Bank National TrustFortino, Teri And Youmâns, Kraig Et7711 Monterey Rd LlcReport Date: 711912018(List Sorted by APN)Page 58.A.bPacket Pg. 143Attachment: 2018 Gilroy Assessment report (1807 : Weed Abatement Tax Lien Hearing)
2018 Weed Abatement ProgramAssessment ReportCITY OF GILROYExhibitAl919293949596979899100101102103104105106107108Situs760r72'/372337241756078901490075817698780061512740MontereyEigleberryEigleberryEigleberryEigleberryCarmelMiller0No SitusSanta TeresalstPonderosaMillerBenassiPonderosaThomasHecker PassNo SitusAPN799-04-008799-09-028799-09-029799-09-034799-t0-042799-16-008799-24-024799-24-025799-44-110808-01-022808-01-023808-01-024808-15-047808-26-052808-37-008808-39-0668 I 0-20-0068 I 0-20-0219513895037-590495037-59049s020-6Í695127-43119s020-613295020950209s07695014950149502095020-53 I 095020-47789500184150-36209500892625TAX ROLLAMT$3,.443.4s$ 1,2,t4.18$90.00$90.00s2,221.62$90.00$906.00$90.00st,562.24$90.00$90.00$90.00$90.00$90.00s90.00$90.00$90.00$673.00Bioux LlcApor Pete E & Rosario J TrusteeApor, Pete E And Rosario J TrusteeGutierrez, Mario C And Jenna MBains Jagiit SinghCampanella, Mary E And Charles AThoma Melinda W & Paul F IiiThoma, Melinda WAnd Paul FElite Developments IncEagle Garden LlcEagle Garden LlcPiroz.zoli, Monica Trustee & EtAlSpencer, John M And Patricia AlVlorrissey, Charles PHarlan, Noel HCorp Presi Bish Church Christ LattrHecker Pass Commercial LlcHp Ag Land LlcOWNERADDRESS5387 Silver Trail Ct14639 Badger Pass Rd14639 Badger Pass Rd7233 Eigleberry St3435 Harbor Ct7241 Carmel St8581AmandaWay8581AmandaWy144 Westlake Av21701 Stevens Crk Blv #261 02l 701 Stevens Crk Blv #2610366 Fifth StI 105 Hacienda Dr7698 Benassi Dr0 P.o. Box 56750 E North Temple1999 BascomAv23 Corporate PlSAN JOSEMORGAN HILLMORGAN HILLGILROYSAN JOSEGILROYGILROYGILROYWATSONVILLECUPERTINOCUPERTINOGILROYGILROYGILROYAPTOSSAIjT LAKE CITYCAMPBELLNEWPORTBEACHTRA200220022002200220022002200220022002200220022002200220022002200220022002Report Date: 711912018(List Sorted by APN)Page 68.A.bPacket Pg. 144Attachment: 2018 Gilroy Assessment report (1807 : Weed Abatement Tax Lien Hearing)
2018 Weed Abatement ProgramAssessment ReportCITY OF GILROYOWNERADDRESSExhibitAlSitusMesaMurrayLas AnimasTomkinsElectaMadisonSa¡ YsidroI. as AnimasSan YsidroSan YsidroLas AnimasLas AnimasMuraokaMuraokáSwanstonMontereySwanstonWheeler8 I 0-30-032835-0 r -003835-02-016835-02-023835-02-065835-03-059835-04-078835-04-082835-04-085835-04-086835-05-005835-05-007835-3 1-015835-3 l-016841-02-032841-02-046841-02-054841-02-055GILROYMONTE SERENOGILROYSAN MARTINLOS GATOSGILROYDANVILLESAN MARTINSAN MARIINSAN MARTINSAN JOSESAN JOSEMORGAN HILLMORGAN HILLMENLO PARKROSEVILLESAN JOSEGILROY95020-9s9595030-222995021-177295046-97109503295020-364094s26950469s0469s04695127-220595128-13439503795038940269574795126-170695020-0000TAX ROLLAMT$90.00$596.58$90.00$673.00$90.00$1,420.90$1,361.00$90.00$90.00$90.00$90.00$673.00$90.00$90.00s90.00$958.53$90.00$575.00APNTRA20022001200220022002200220012002200220022002200220022002200220002002200010911011111211311411511611711811912012112212312412512608605290370907040290806509096909092001358841883 I811I78008155l0lWestbrooþ Barbara TrusteeMontanoAlAtlantic Concrete IncMartin, Inez M TrusteeMackin, David EtAlZepeda, Alfredo And Esmeralda EtGilroy Self Storage Partners LlcGreen, George EAnd Lynda MGreen, George E And Lynda IIIGreen, George E And Lynda MDo, Huong Minh And Tran HueGlander, Carmella R TrusteeRauschnot, Michael Trustee & EtAlC And R DevelopmentllcDel Rio, Ignacio And TrinidadUnion Pacific CorporationCharron, Steven A TrusteeDrl Properties Llc1065 Castro Valley Rdl5l9l KarlAve0POBox177214010 Columbet Av0 Po Box 320424402 Madison CtP.o.box 69913575 Mammini Ct13575 Mammini Ct13575 Mammini Ct296 Delia St707 Monroe St0 P.o. Box 6680 P.o. Box 6680 P.o.box 230110031 Foothills Blvd1225 Emory St2545 Muirñeld WayReport Date: 711912018(List Sorted by APN)Page 78.A.bPacket Pg. 145Attachment: 2018 Gilroy Assessment report (1807 : Weed Abatement Tax Lien Hearing)
2018 Weed Abatement ProgramAssessment ReportCITY OF GILROYOWNERADDRESSExhibitAlSitusMontereyForestForestForestLewisLewisLewisForestForestLewisMartinChestnutChestnutRenzRenzAlexanderAlexanderMonterey841 -02-058841-03-056841-03-057841-03-059841-03-062841-03-063841-03-070841-03-071841 -03-r l3841-04-02984r-06-06284t-07-027841-07-043841-10-039841-10-047841-13-021841-13-022841-14-01110476 Lindbrook Dr1420 Briarberry Ln4785 Pa¡k West Dr7620 Forest St11485 NewAv13 15 Julian St31 I Lewis St7610 Forest St7370 Chestnut St1640 Sepulveda Bl10031 Foothills Blvd7492 Chestnut St7472 Chestnut Stlll Almaden Blvd7755 GilroyAv10031 Foothills Blvd10031 Foothills Blvd5251 Ericson WyLOSANGELESGILROYSAN JOSEGILROYGILROYSAN JOSEGILROYGILROYGILROYLOSANGELESROSEVILLEGILROYGILROYSAN JOSEFRESNOROSEVILLEROSEVILLEARCATA9002495020-00009513q95020-520295020-902795116-l0lr95020-522095020-520295020-0000900259574795020-580695020-580695 1 I 5-000593722957479574795521TAX ROLLAMT$90.00$90.00$90.00s90.00$2,315.60$90.00$90.00$584.85$90.00s7s3.20$90.00$90.00$673.00$90.00$90.00$r,573.04s90.00s90.00APNTRA1271281291301311321331U135136137138139140141142143144784076507640762039534131176107660lll50749274727tl7007tOt72216500Union Bay Inv CoArtiga, Josue OTang, Zhihui And Liu, XiaDarias-barba, Teresa And Barba,Nguyen, Hung Q And Le, Hong TAadi CorporationCharles, Joe R And Carmen A-Oliveri Salvatore AJaso, Martha M Et AlGilroy Lewis Street L PUnion Pacific CorporationSanchez, Eloy G And Angelica MFernandez, Fabian EtAlPacific Gas And Electric CoNijjar, Karamjit Singh And RajinderUnion Pacific CorporationUnion Pacific CorporationGilroy Monterey Lp200220022002200220022002200220002002200020022002200220022002200020022002Report Date: 711912018(List Sorted by APN)Page I8.A.bPacket Pg. 146Attachment: 2018 Gilroy Assessment report (1807 : Weed Abatement Tax Lien Hearing)
Union Pacific CorporationGarlic Farm Truck Center LlcChristopher, Donald C TrusteeMccarthy Gilroy LlcMccarthy Gilroy LlcUnited Natural Foods West IncUnited Natural Foods West IncMoreno, Jose Et AlLoughran, AlexanderOlive Camino ArroyollcFortuna Del Tiempo LlcLonestar CaliforniaincHoang Vince An TriAli, Ashraf H And YasminAli, Ashraf H And YasminSalinas, Carl TrusteeHeinzen, Alan B Trustee & Et AlSealake Corporation2018 Weed Abatement ProgramAssessment ReportCITY OF GILROYOWNERADDRESS1003 I Foothills Blvd5000 2nd St305 Bloomfield Av221 Los Gatos-saratoga Rd221 Los Gatos-saratoga Rd100 Oliver St100 Oliver St75 Los Altos Dr237 Laumer Av4675 Mac Arthur Ct19910 Sunset Dr1501 Belvedere Rd5240 Monteverde Ln5000 2nd St5000 2nd St0 P.o. Box 15692482 Howell Ln203 l0 Argonaut DrExhibitAlSitusLuchessaMontereyChestnutCameronCameronCamino ArroyoCameronHooverHollowayCamino ArroyoRossiLuchessaTravel Pa¡kTravel ParkTravel ParkObataMayockObataAPN84t-14-072841-14-080841-16-117841-17-100841-t7-107841-17-11984t-17-121841-53-066841-70-026841-70-049841-72-00r84 r -73-005841-75-01 l841-75-013841-75-014841-76-008841-76-022841-79-006ROSEVILLEBENECIAGILROYLOS GATOSLOS GATOSBOSTONBOSTONHOLLISTERSAN JOSENEWPORTBEACHLOS GATOSWEST PALM BEACHLINCOLNBENICIABENICIAGILROYGILROYSARATOGA95747945109s02095030-000095030-000002110021 l095023-st6095127-24339266095030-29333340695648945109451095021-156995020-917795070-4304TAX ROLLAMT$2,586.00s4,340.34$90.00s90.00$90.00$673.00$673.00$673.00$90.00$2,049.00$1,745.60$1,478.20s524.00$90.00$90.00$90.00$90.00$90.00TRA145146147148149'1501511521531541551561571581591601611625l58706605690065036501635 I5018506970588550559805920s9705847425300200220012002200220022002200220022002200220022002200120022002200220022002Report Date: 711912018(List Sorted by APN)Page 98.A.bPacket Pg. 147Attachment: 2018 Gilroy Assessment report (1807 : Weed Abatement Tax Lien Hearing)
Situs163 380 obat¿APN841-79-017 Salinas, Carl LTrustee2018 Weed Abatement ProgramAssessment ReportCITY OF GILROYOWNERADDRESS380 Obata CtGILROYExhibitAlTAX ROLLAMT95020-0000TOTALTRA$90.00 2002$93,154.46Report Date: 711912018(List Sorted by APN)Page 108.A.bPacket Pg. 148Attachment: 2018 Gilroy Assessment report (1807 : Weed Abatement Tax Lien Hearing)
City of Gilroy
STAFF REPORT
Agenda Item Title: Appointments to Three Open Seats on the Arts and Culture
Commission
Meeting Date: August 20, 2018
From: Gabriel Gonzalez, City Administrator
Department: City Clerk
Submitted By: Shawna Freels
Prepared By: Shawna Freels
Strategic Plan Goals
☐ Fiscal Stability
☐ Downtown
Revitalization
☐ Economic
Development
☐ Customer Service ☐ Enhanced Public
Safety
RECOMMENDATION
Motion to appoint three members to the Arts and Culture Commission with terms ending
12/31/2019, 12/31/2020 and 12/31/2021.
BACKGROUND
There are three seats on the Arts and Culture Commission with terms ending
12/31/2019, 12/31/2020 and 12/31/2021. The City Council opened a recruitment period
in May to fill these vacancies and has received four applications which are included with
this report. Earlier at this evening’s meeting the Council interviewed these candidates.
CONCLUSION
Staff recommends that the Council now select the new members to fill vacant seats on
the Arts and Culture Commission with terms ending 12/31/2019, 12/31/2020 and
12/31/202.
Attachments:
9.A
Packet Pg. 149
1. Andrade, Maricela
2. Fierro, Nancy
3. Kissa, Wendy Sue
4. Somorjal, Marika
9.A
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City of Gilroy Application
for Board, Commission and Committee Appointment
Board/Committee /Commission of Interest: ( ty _ 1Vl t SSA un
Name: V Y ) Q ( I, Ce 6 LA n
Phone number(s) / email address *:
Are you a registered voter within the City limits? Yes—L No
Physical Address *:
List your qualifications for this appointment: JOi) I) I c— yy) n Aye
List any service to the community including any prior appointments-
V-) I !'
nit
W-)
What are your goals while serving on this Board/Commission/Committee?-1 U Lc
fYlm ."
Why are you the most qualified to serve on this Board /Commission /Committee ?:
All Commission, Board and Committee applications are a public record
Mail or email your application to: Shawna Freels, City Clerk
City of Gilroy
7351 Rosanna Street, Gilroy, CA 95020
shawna.freeis(a ci.gilrov.ca.us
The City of Gilroy accepts applications at any time and will keep them on file for one year.
C
edc 2
9.A.a
Packet Pg. 151 Attachment: Andrade, Maricela (1792 : Appointments to Three Open Seats on the Arts and Culture Commission)
Page 1 of 2 6/22/2018 14:03
City of Gilroy Application
for Board, Committee and Commission Appointment
Board /Committee /Commission of Interest: Arts & Culture Commission
Name: Nancy Fierro
Phone number(s): email address *:
Are you a registered voter within the City limits? Yes
Physical Address *:
List your qualifications for this appointment:
Teacher with Elementary and Middle School Service - 13 Years
Gilroy Unified School District
Active Cultural and Fine Arts Integration with English Language Arts and Social Studies curriculum
Arts Alive Parent Volunteer Partnerships with Las Animas Elementary
Santa Clara County Library, Gilroy Children and Teen Collection Partnership with Sharon Kelly and
Kelly McKean
Monthly Pop -Up library coordination at Brownell Middle School 2017 -2018
Culturally Relevant Informational and Fictional Book Collection Use for Social Studies
curriculum supplementation
Local Business Partnering for School Fundraising
Predator's Archery, Proud to Be Me Sewing, The Nimble Thimble 2016 - 2017
Green Glaze Pottery 2016 -2017
Gilroy Native and Parent
Local school attendance: El Roble, South Valley, and Gilroy High School
GHS FFA participant in Horticulture program, Interact Club and Camp Rotarian Youth Leadership
Award (RYLA),
mid
1990s
Elementary age son in attendance within the Dual Immersion Program with GUSD
Parent with Child Participant in Gilroy Parks and Recreation Department Program Offerings
TaeKwonDo, Kids CrossFit, USA Sports, KidzLoveSoccer, Chess Camp
Parent of Child Participant with Camp Catamount, Christopher High School
Gilroy City Youth Theatre Arts Attendee
List any service to the community including any prior appointments:
See employment descriptions above.
Gilroy Little League TBall Team Manager 2015 - 2016
9.A.b
Packet Pg. 152 Attachment: Fierro, Nancy (1792 : Appointments to Three Open Seats on the Arts and Culture Commission)
Page 2 of 2 6/22/2018 14:03
What are your goals while serving on this Board /Commission /Committee ?:
The goals while serving are to advocate and promote the voices of youth and under represented
families. The experience of working with our local youth has provided a unique perspective to the
wants and needs of the adolescent age group. This in specific includes the vital necessity of all
children and families to see and experience their cultural relevance in the artistic events and
programs sponsored by the city. When students see their culture highlighted and celebrated this
validates their self identity and creates an importance within their community.
Additionally, the goal is to foster the acceptance and appreciation for other cultures outside of one's
own through celebratory cultural events that both inform and enterain our citizens of Gilroy. Through
promotion of voice and cultural as well as artistic appreciation, our community will thrive as a
creative and cultured city.
Why are you the most qualified to serve on this Board /Commission /Committee?
Throughout studies and application for a Master's degree in Applied School Leadership, confirmed
this past Spring, a deep appreciation for equity within the school and community was fostered. Issues
regarding access to culturally relevant curriculum and pedagogical practices may be supported in a
broader spectrum through service at the city commission level.
Thank you for your consideration.
All Commission, Board and Committee applications are a public record
Mail or email your application to: Shawna Freels, City Clerk
City of Gilroy
7351 Rosanna Street, Gilroy, CA 95020
shawna.freels(a-)-ci.gilroy.ca.us
The City of Gilroy accepts applications at any time and will keep them on file for one year.
9.A.b
Packet Pg. 153 Attachment: Fierro, Nancy (1792 : Appointments to Three Open Seats on the Arts and Culture Commission)
Page 1 of 1 6/2/2018 8:00
City of Gilroy Application
for Board, Committee and Commission Appointment
Board /Committee /Commission of Interest: Arts & Culture Commission
Name: Rev Wendy Sue Kissa
Phone number(s): email address *:
Are you a registered voter within the City limits? Yes
Physical Address*
List your qualifications for this appointment:
Committee Member of Simsbury Celebrates
Girl Scout Troop Leader
Vice President & President of PEO with planning for Cultural and Educational events
There are more but these are the first things that come to mind.....
List any service to the community including any prior appointments:
Girl Scout Troop Leader (CA & CT)
Simsbury Celebrates Committee
PEO Involvement
Kiwanis
Gilroy Resident for past two years
What are your goals while serving on this Board /Commission /Committee ?:
Increase Gilroy's Involvement in the Arts
Help with the existing programing going on
Dream about the possibilities for Gilroy in the future
Why are you the most qualified to serve on this Board /Commission /Committee?
I have been involved in bringing arts to my own children and their classrooms for years. I want to see
Gilroy's involvement in the arts increase as the town continues to grow. Bringing some organization
and communication to the community.
We live on Cape Cod during the summer and I will not be available to be interviewed until after
August 7th. We live a couple of miles away from Broadway's summer home on the Cape and our
children have been involved with Broadway education classes at two of the local theaters in the area.
I am interested in helping in this area, I am wondering about the timing with our kids activities and
and family schedule but at would least like to talk about the possibility.
All Commission, Board and Committee applications are a public record
Mail or email your application to: Shawna Freels, City Clerk
City of Gilroy
7351 Rosanna Street, Gilroy, CA 95020
shawna.freels(a-)-ci.gilroy.ca.us
The City of Gilroy accepts applications at any time and will keep them on file for one year.
9.A.c
Packet Pg. 154 Attachment: Kissa, Wendy Sue (1792 : Appointments to Three Open Seats on the Arts and Culture Commission)
Page 1 of 1 7/11/2018 12:53
City of Gilroy Application
for Board, Committee and Commission Appointment
Board /Committee /Commission of Interest: Arts & Culture Commission
Name: Marika Somoriai
Phone number(s): email address *:
Are you a registered voter within the City limits? Yes
Physical Address*
List your qualifications for this appointment:
My favorite subject always been about esthetic, Art, Music, Architecture.
My European education is related to esthetic also Fashion design and Skin Care specialist.
Before we moved to USA my son did Folklore dance for 6 years.
List any service to the community including any prior appointments:
I'm new resident and this is the first time I volunteer my time in Gilroy.
What are your goals while serving on this Board /Commission /Committee ?:
would like if our City prospers not just by the number of buildings, but also in beauty.
The very simple cost effective project can look rich and expensive if we include Art and landscape
tastefully. I would like to see the newer generations get involved more with Art and music to enrich
all of our life.
Why are you the most qualified to serve on this Board /Commission /Committee?
I like my new city and I'm passionate about moving resident's interest into Art, music and cultural life.
I'm applying for the 1 year term.
Thank you.
Marika
All Commission, Board and Committee applications are a public record
Mail or email your application to: Shawna Freels, City Clerk
City of Gilroy
7351 Rosanna Street, Gilroy, CA 95020
shawna.freels(a-)-ci.gilroy.ca.us
The City of Gilroy accepts applications at any time and will keep them on file for one year.
9.A.d
Packet Pg. 155 Attachment: Somorjal, Marika (1792 : Appointments to Three Open Seats on the Arts and Culture Commission)
City of Gilroy
STAFF REPORT
Agenda Item Title: Introduction of an Ordinance of the City Council of the City of Gilroy
Creating an Expedited and Streamlined Permitting Process for
Electric Vehicle Charging Stations, In Compliance with Assembly
Bill 1236
Meeting Date: August 20, 2018
From: Gabriel Gonzalez, City Administrator
Department: Community Development Department
Submitted By: Kristi Abrams
Prepared By: Kristi Abrams
Kristi Abrams
Strategic Plan Goals
☐ Fiscal Stability
☐ Downtown
Revitalization
☐ Economic
Development
Customer Service ☐ Enhanced Public
Safety
RECOMMENDATION
a) Motion to read the ordinance by title only, and
b) Motion to introduce an ordinance of the City Council of the City of Gilroy which
sets forth an expedited, streamlined permitting process for electric vehicle
charging stations.
EXECUTIVE SUMMARY
In 2015, the State of California adopted Assembly Bill 1236 which requires local
jurisdictions with a population less than 200,000 residents to adopt an ordinance to
create an expedited, streamlined permitting process for electric vehicle charging
stations on or before September 30, 2017. The legislation also requires the City to have
a checklist containing objective requirements for the installation of electric v ehicle
charging stations.
10.A
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BACKGROUND
Assembly Bill 1236, which amended Government Code Section 65850.7 , requires
jurisdictions with a population less than 200,000 residents to establish procedures for
expedited, streamlined processes for permitting of electric vehicle charging stations.
The amendments to Section 65850.7 include the requirement for a jurisdiction to adopt
an ordinance for the expedited, streamlined process on or before September 30, 2017 .
The requirement was not immediately known by the Building Official and there is no
penalty for late adoption.
ANALYSIS
AB 1236 requires the establishment of expedited plan review and a checklist containing
objective requirements for the installation of an electric vehicle charging station s. The
content of the checklist requires the permit applicant to check the features of the
existing electrical service such as rating in amperes, system voltage, connected or
calculated load, spare capacity in amperes, voltage and ampere rating of the electric
vehicle supply equipment, circuit rating of the electric vehicle supply equipment, location
of the electric vehicle supply equipment, if ventilation is/or is not required, and
clearances of the charging equipment to comply with all applicable building and fire
safety laws. The checklist also assists the applicant in confirming that the location of
the electric vehicle supply equipment will comply with parking requirements in the City’s
Zoning Ordinance.
Assembly Bill 1236 also clarifies that a jurisdiction shall not condition approval of a
permit for an electric vehicle charging station based on the approval of an association
as defined in California Civil Code, Section 4080. An “Association” means a nonprofit
corporation or unincorporated association created for the purpose of managing a
common interest development such as a home owners association. AB 1236 prohibits
the requirements for persons to obtain membership in any club, association, or
organization as a condition of using these charging stations.
Assembly Bill 1236 was designed to provide the following benefits:
Implement State wide standards to achieve timely cost effective installation of
electronic vehicle charging stations.
Eliminate unreasonable barriers and restrictions for the installation of EV
charging stations at the local level.
To promote and encourage the installation and use of EV charging stations.
To ensure that these charging stations are designed to meet all health and safety
requirements while keeping costs to a minimum.
FISCAL IMPACT/FUNDING SOURCE
10.A
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There is no fiscal impact or budget action necessary as a result of the recommended
action.
NEXT STEPS
Concurrent with City Council’s adoption of the ordinance, staff is taking the measures to
meet all requirements of Assembly Bill 1236. This includes finalizing the application
checklist in conjunction with the “Plug-In Electric Vehicle Infrastructure Permitting
Checklist” of the “Zero-Emission Vehicles in California: Community Readiness
Guidebook”, measures for electrical compliance, and standard items for fire prevention
safety. Building staff is also developing procedures for expedient and thorough
inspection of the electric vehicle charging stations.
Attachments:
1. Attachment 1 - AB 1236 Checklist at Permitting final
2. Attachment 2 - ZEV_Guidebook (1)
3. Ordinance Electric Vehicle Charging Stations revised 8-14-2018_ALF
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CITY OF GILROY
RESIDENTIAL AND NON-RESIDENTIAL
CHECKLIST FOR PERMITTING ELECTRIC VEHICLES
AND ELECTRIC VEHICLE SERVICE EQUIPMENT (EVSE)
Job Address: Permit No.
☐ Single-Family ☐ Multi-Family (Apartment) ☐ Multi-Family (Condominium)
☐ Commercial (Single Business) ☐ Commercial (Multi-Businesses)
☐ Mixed-Use ☐ Public Right-of-Way
Location and Number of EVSE to be Installed:
Garage ______ Parking Level(s) _____ Parking Lot _____ Street Curb _____
Description of Work:
Applicant Name:
Applicant Phone & email:
Please complete the following information related to permitting and installation of Electric
Vehicle Service Equipment (EVSE) as a supplement to the application for a building
permit. This checklist contains the technical aspects of EVSE installations and is
intended to help expedite permitting and use for electric vehicle charging.
Upon this checklist being deemed complete, a permit shall be issued to the applicant.
However, if it is determined that the installation might have a specific adverse impact on
public health or safety, additional verification will be required before a permit can be
issued.
This checklist substantially follows the “Plug-In Electric Vehicle Infrastructure Permitting
Checklist” contained in the Governor’s Office of Planning and Research “Zero Emission
Vehicles in California: Community Readiness Guidebook” and is purposed to augment
the guidebook’s checklist.
10.A.a
Packet Pg. 159 Attachment: Attachment 1 - AB 1236 Checklist at Permitting final (1761 : Electric vehicle charging stations expedited review)
Contractor Name: License Number & Type:
Contractor Phone & email:
Owner Name:
Owner Phone & email:
EVSE Charging Level: ☐ Level 1 (120V) ☐ Level 2 (240V) ☐ Level 3 (480V)
Maximum Rating (Nameplate) of EV Service Equipment = ___________ kW
Voltage EVSE = ______ V Manufacturer of EVSE: ___________________________
Mounting of EVSE: ☐ Wall Mount ☐ Pole Pedestal Mount ☐ Other
_____________
System Voltage:
☐ 120/240V, 1ϕ, 3W ☐ 120/208V, 3ϕ, 4W ☐ 120/240V, 3ϕ, 4W
☐ 277/480V, 3ϕ, 4W ☐ Other ________________
Rating of Existing Main Electrical Service Equipment = __________ Amperes
Rating of Panel Supplying EVSE (if not directly from Main Service) = ________ Amps
Rating of Circuit for EVSE: __________ Amps / __________ Poles
AIC Rating of EVSE Circuit Breaker (if not Single Family, 400A) = __________ A.I.C.
(or verify with Inspector in field)
Specify Either Connected, Calculated or Documented Demand Load of Existing Panel:
Connected Load of Existing Panel Supplying EVSE = __________ Amps
Calculated Load of Existing Panel Supplying EVSE = __________ Amps
10.A.a
Packet Pg. 160 Attachment: Attachment 1 - AB 1236 Checklist at Permitting final (1761 : Electric vehicle charging stations expedited review)
Demand Load of Existing Panel or Service Supplying EVSE = _________ Amps
(Provide Demand Load Reading from Electric Utility)
Total Load (Existing plus EVSE Load) = __________ Amps
For Single Family Dwellings, if Existing Load is not known by any of the above methods,
then the Calculated Load may be estimated using the “Single-Family Residential
Permitting Application Example” in the Governor’s Office of Planning and Research
“Zero Emission Vehicles in California: Community Readiness Guidebook”
https://www.opr.ca.gov
EVSE Rating __________ Amps x 1.25 = __________ Amps = Minimum Ampacity
of EVSE Conductor = # __________ AWG
For Single-Family: Size of Existing Service Conductors = # __________ AWG or kcmil
- or - : Size of Existing Feeder Conductor
Supplying EVSE Panel = # __________ AWG or kcmil
(or Verify with Inspector in field)
I hereby acknowledge that the information presented is a true and correct
representation of existing conditions at the job site and that any causes for concern as
to life-safety verifications may require further substantiation of information.
Signature of Permit Applicant: ____________________ Date: _______________
06-20-2018
10.A.a
Packet Pg. 161 Attachment: Attachment 1 - AB 1236 Checklist at Permitting final (1761 : Electric vehicle charging stations expedited review)
Toward 1.5 Million Zero-Emission Vehicles on California Roadways by 2025
Zero-Emission Vehicles in California:
COMMUNITY READINESS GUIDEBOOK
10.A.b
Packet Pg. 162 Attachment: Attachment 2 - ZEV_Guidebook (1) (1761 : Electric vehicle charging stations expedited review)
State of California
Edmund G. Brown, Jr., Governor
Governor’s Office of Planning and Research
Ken Alex, Director
Project Manager and Lead Author
Ben Rubin, OPR
Contributors
Michelle Chester, OPR
Jeffrey Mankey, OPR
Editing and Layout
California Center for Sustainable Energy
Guidebook Production
California Plug-In Electric Vehicle Collaborative
California Fuel Cell Partnership
Published fall 2013. First Edition.
This Guidebook is intended to be an accessible informational resource that supports
the expansion of zero-emission vehicles. It may be reproduced and distributed without
permission. Please acknowledge this Guidebook as a source of information when using
its content in other documents or presentations.
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Working Group Acknowledgements
OPR is thankful for the time, expertise and dedication of the ZEV Community Readiness
Guidebook Working Group members who helped create this Guidebook.
David Almeida, California Center for Sustainable Energy
Richard Battersby, University of California, Davis
Rocky Burks, California Commission on Disability Access
Roxana Bekemohammadi, California Air Resources Board
Ayala Ben-Yehuda, University of California, Los Angeles
Jared Cacho, California Energy Commission
Lisa Chiladakis, California Plug-In Electric Vehicle Collaborative
Kurt Cooknick, American Institute of Architects
Dennis Corelis, State of California, Division of the State Architect
Joshua Cunningham, California Air Resources Board
J.R. DeShazo, University of California, Los Angeles
Catherine Dunwoody, California Fuel Cell Partnership
Susan Freedman, San Diego Association of Regional Governments
Michael Hanebutt, Governor’s Office of Planning and Research
Bob Hayden, City and County of San Francisco
Dave Head, County of Sonoma
Sharon Hoff, City and County of San Francisco
Don Howe, California Department of Transportation
Don Hughes, Santa Clara County
Linda Hui, Bay Area Air Quality Management District
Elise Keddie, California Air Resources Board
Alex Keros, General Motors
Joe Krack, California Department of Rehabilitation
Barbara Lee, County of Sonoma
Kristin Macey, California Department of Food and Agriculture, Division of Weights and Measures
Mia Marvelli, California Building Standards Commission
Jim McGowan, California Building Standards Commission
Roberta McLaughlin, California Department of Transportation
Michael Nearman, California Building Standards Commission
Laurie O’Brien, California Building Standards Commission
Tyler Petersen, California Center for Sustainable Energy
Joel Pointon, Sempra Utilities
Bob Raymer, California Building Industry Association
Andy Schwarz, Solar City
Karen Schkolnick, Bay Area Air Quality Management District
Elan Shore, California Fuel Cell Partnership
Mike Simpson, National Renewable Energy Laboratory
John Taecker, Underwriters Laboratories
Vienalyn Tankiamco, California Department of Rehabilitation
Richard Weinert, California Department of Housing and Community Development
Liz Yager, County of Sonoma
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Publication Acknowledgements
This Guidebook benefits from several helpful informational resources that preceded it.
The publications listed below provided the basis for the information in this Guidebook.
In many cases, the organizations, authors and contributors of these publications directly
helped to shape the Guidebook.
Bay Area Air Quality Management District:
Bay Area and Monterey Area Plug-In Electric Vehicle Readiness Plan
Bay Area Climate Collaborative:
Ready, Set, Charge, California!
California Center for Sustainable Energy:
San Diego Plug-In Electric Vehicle Readiness Plan
California Fuel Cell Partnership:
A California Roadmap: Bringing Fuel Cell Electric Vehicles to the Golden State
California Plug-In Electric Vehicle Collaborative:
A Toolkit for Community Plug-In Electric Vehicle Readiness
Governor’s Interagency Working Group on Zero-Emission Vehicles:
2013 ZEV Action Plan
Southern California Association of Governments:
Southern California Plug-In Electric Vehicle Readiness Plan
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Table of Contents
Summary of Acronyms ...............................................................................................................................5
Preface ..............................................................................................................................................................7
Purpose and Use of the Guidebook .......................................................................................................9
Helpful Information ...............................................................................................................................10
Overview of Zero-Emission Vehicles ...........................................................................................11
Benefits of Zero-Emission Vehicle Community Readiness ..................................................14
Current State Policy on Zero-Emission Vehicles ......................................................................17
Funding and Financing for Zero-Emission Vehicle Readiness ............................................23
Recommended Actions ........................................................................................................................28
Plug-In Electric Vehicle Readiness ................................................................................................29
Identifying Plug-In Electric Vehicle Infrastructure Needs in Communities ...........31
General Plans, Zoning and Building Codes for Plug-In Electric Vehicles ................36
Plug-In Electric Vehicle Infrastructure Permitting ..........................................................42
Single-Family Residential Charging ............................................................................44
Charging and Permitting in Multi-Unit Dwellings .................................................47
Workplace Charging .........................................................................................................52
Retail and Public Sector Charging ...............................................................................54
Fast Charging ......................................................................................................................55
Working with Utilities for Plug-In Electric Vehicle Readiness .....................................57
Plug-In Electric Vehicle Infrastructure and Equipment Accessibility ......................60
Fuel Cell Electric Vehicle Readiness .............................................................................................63
Identifying Fuel Cell Electric Vehicle Infrastructure Needs in Communities .........64
Permitting Hydrogen Fueling Stations ...............................................................................67
Characteristics of Hydrogen as a Fuel .................................................................................71
Growing the Zero-Emission Vehicle Market in Local Communities .................................75
Partnering with Community Stakeholders .......................................................................76
Zero-Emission Vehicle Incentives and Outreach .............................................................79
Zero-Emission Vehicle Signs and Pavement Markings .................................................81
Greening Fleets with Zero-Emission Vehicles ..................................................................87
Economic Benefits of Zero-Emission Vehicle Readiness ..............................................91
Practical Tools and Templates ...........................................................................................................92
Featured Resources ...................................................................................................................93
Recommended Tools ................................................................................................................97
Greening Fleets with Zero-Emission Vehicles: Example Ordinance .........................98
Zero-Emission Vehicle Infrastructure Permitting: CEQA Exemptions ....................101
Plug-In Electric Vehicle Community Readiness Scorecard ........................................105
Plug-In Electric Vehicle Infrastructure Permitting Checklist .....................................111
Single-Family Residential Permitting Application Example .....................................117
Plug-In Electric Vehicle Load Calculator for Level 2 Charging ..................................121
Plug-In Electric Vehicle Checklists for Residents and Businesses............................125
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Zoning Example for Installation of Plug-In Electric Vehicle Charging Stations ........129
Example Building Codes for Plug-In Electric Vehicle Charging ...............................130
Plug-In Electric Vehicle Parking Code Example .............................................................135
Consumer Awareness Guides ..............................................................................................137
Hydrogen Safety Checklist ....................................................................................................138
Hydrogen Letter from the State Fire Marshall................................................................142
Appendices ..............................................................................................................................................144
Governor’s Zero-Emission Vehicle Executive Order .............................................................145
Resources for Zero-Emission Vehicle Readiness ....................................................................147
Glossary of Zero-Emission Vehicle Terms .................................................................................153
Compilation of Guidebook Hyperlinks .....................................................................................157
Works Cited .........................................................................................................................................174
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Summary of Acronyms
The following are key acronyms used throughout this Guidebook. Additional acronyms
are explained directly within the Guidebook text.
AC: alternating current
BEV: battery electric vehicle
CEQA: California Environmental Quality Act
DC: direct current
EVSE: electric vehicle supply equipment
FCEV: fuel cell electric vehicle
MUD: multi-unit dwelling
PEV: plug-in electric vehicle
PHEV: plug-in hybrid electric vehicle
ZEV: zero-emission vehicle
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Preface
Zero-emission vehicles (ZEVs) promise to transform California by offering residents and
visitors new transportation choices. Across the state, ZEVs are improving air quality by
reducing local pollution and greenhouse gas emissions while saving consumers money
and helping new companies grow and create jobs. California cities and towns are
already home to tens of thousands of plug-in electric vehicles, and the state currently
represents 30 to 40 percent of the national market.
Plug-in Electric Vehicle Sales
Note: Approximation assumes CA sales were 60% of U.S. sales in 2011 and 33% in 2012 and 2013.
Reference: www.hybridcars.com
ZEVs include plug-in electric vehicles (PEVs) and hydrogen fuel cell electric vehicles (FCEVs).
PEVs are currently widely available and include both pure battery electric vehicles and plug-
in hybrid electric vehicles, which use both a battery and a conventional engine to power
driving. FCEVs, which make electricity from hydrogen and oxygen on board the vehicle, are
on California’s roads in smaller quantities through limited vehicle leasing programs. Major
automakers have announced plans to deploy FCEVs more widely in California as early as
2015. State government supports the development of both vehicle technologies.
Accelerating the market for ZEVs is a cornerstone of California’s long-term
transportation strategy. Recognizing the great benefits of ZEVs, as well as the
challenges to expanding the ZEV market, Governor Edmund G. Brown issued an
Executive Order in March 2012 to “encourage the development and success of zero-
emission vehicles.” The Governor’s Executive Order directs state government to meet
a series of milestones toward a long-term target of 1.5 million ZEVs on California’s
roadways by 2025. The Governor’s Office followed up this Executive Order with its
California ZEV Action Plan, which details more than 100 specific actions that state
government is taking to accelerate the ZEV market.
More Info
Governor Brown’s
Executive Order about
ZEVs and the ZEV
Action Plan.
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State government has made it their priority to help California communities become
“ZEV ready,” since it is vital to encouraging more ZEV drivers. When purchasing or
leasing a ZEV, in addition to traditional factors that influence automobile purchase, such
as vehicle cost and performance, potential ZEV drivers must also consider whether their
home, community and state can accommodate ZEV usage. Governor Brown’s Executive
Order recognizes this consideration and calls for California’s major metropolitan areas
to complete infrastructure plans, improve permitting and complete other actions to
accommodate ZEVs by 2015.
California communities of all sizes have already taken important actions to
accommodate local ZEV usage. Many local governments have facilitated the building
of electric vehicle charging stations and hydrogen fueling stations. Some local elected
leaders have educated their constituents on the benefits of these types of cars, and
building departments have improved permitting to expedite this new infrastructure.
This Guidebook showcases many of these actions and shares additional information to
help communities become ZEV ready.
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Purpose and Use of the Guidebook
Several state agencies and ZEV experts have collaborated to prepare this Guidebook,
which provides helpful information to local and regional governments, community
leaders and residents. Its purpose is to help communities across the state support their
residents and businesses making the switch to ZEVs.
The Guidebook highlights many aspects of ZEV readiness, including necessary
infrastructure, planning and zoning, permitting guidelines, greening local fleets and
encouraging consumers through incentives and outreach. California communities are in
various stages of enabling ZEV usage, so communities and stakeholders will likely find
different uses for this Guidebook.
State government supports expansion of both plug-in electric vehicles and fuel cell
electric vehicles. However, much of the information in this Guidebook focuses on
plug-in vehicles, as these vehicles are currently commercially available, and several
opportunities and challenges for PEV infrastructure have already emerged.
In addition to promoting ZEVs, state agencies strongly support the development
and use of low-carbon fuels to meet California’s goals for clean air and reduced
vehicle emissions. The state has also prioritized the planning and building of more
environmentally sustainable communities that reduce unnecessary vehicle travel
and traffic congestion. The Guidebook, however, focuses on zero-emission vehicles,
recognizing the timely opportunity to accelerate the ZEV market.
The guidebook is divided into three main sections:
Background information
Recommended actions for local communities
Practical tools and templates
Each recommendation in the Guidebook includes a brief snapshot of the issue, a series
of key steps that communities can take related to that topic and, when applicable,
a featured resource that provides more information. Examples and case studies are
included throughout the document. The Guidebook is written as a “living document”
that can be updated as new resources become available and as ZEV technology and the
market for these vehicles evolve.
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Helpful Information
This section of the Guidebook includes background information
on zero-emission vehicles:
Overview of Zero-Emission Vehicles
Benefits of Enabling Zero-Emission Vehicle
Infrastructure in Communities
Current State Policy on Zero-Emission Vehicles
Funding and Financing for Zero-Emission
Vehicle Readiness
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Overview of Zero-Emission Vehicles
Snapshot: Zero-emission vehicles (ZEVs) are vehicles with no harmful tailpipe
emissions and include plug-in electric vehicles (PEVs) and fuel cell electric vehicles
(FCEVs). Zero-emission vehicle technology is developing rapidly with several vehicle
models presently available and more in development.
Zero-Emission Vehicle Ecosystem: Consumers report that ZEVs are fun to drive,
more affordable to operate over time than conventional vehicles, more convenient to
refuel and require less maintenance. Unlike other vehicle purchases, the decision to
buy a ZEV will not be made based only on a particular vehicle’s cost, appearance and
performance. The decision will also be significantly influenced by the infrastructure and
policies within a community that exist to support ZEV usage. In other words, a potential
ZEV driver will consider whether their homes, communities and regions are “ZEV ready.”
This consideration can include several questions:
How long does it take to charge my plug-in electric vehicle? How much will it cost?
Do I need charging equipment in my home? If so, is it easy and affordable to add this?
Where can I find a hydrogen fueling station in my community?
How easy is it to fuel my car with hydrogen?
How many charging and fueling stations are available in my area? Are stations
sufficient to enable the use of my ZEV in my everyday life?
Will I enjoy any special benefits by driving a ZEV — such as carpool/HOV lane access
or preferred parking?
In addition to infrastructure, community readiness includes ZEV-related policies,
incentives and communication that inform the total ZEV customer experience. All of these
elements are important to “ZEV readiness” and addressed throughout the Guidebook.
Plug-In Electric Vehicles: A PEV can operate on battery power and recharges from
the electrical grid. Two types of PEVs are currently commercially available: battery
electric vehicles and plug-in hybrid electric vehicles. Each technology offers a range of
attributes and functions for consumers.
Battery electric vehicles (BEVs) run completely on electricity stored in batteries
and have an electric drive motor to operate the vehicle. These vehicles may also be
referred to as all-electric vehicles or electric vehicles (EVs). Many BEV models are
already available in California and more are coming soon. Currently, most BEVs have
a range of 50–100 miles on a single charge.
Plug-in hybrid electric vehicles (PHEVs) combine an electric drive system with an
internal combustion gasoline engine. These vehicles plug into the electrical grid to
recharge the onboard battery, but also have a refillable gasoline tank. PHEVs operate in
electric mode first and then switch to or blend with gasoline power as necessary. These
vehicles release emissions when running on their internal combustion engines and
require maintenance comparable to a traditional gasoline vehicle. PHEVs typically have
an electric range between 10 and 40 miles, because they have smaller battery packs
than those used in BEVs. However, PHEVs may be driven for hundreds of miles on their
internal combustion engine in a single driving experience after the battery is depleted.
More Info
More Info: The U.S.
Department of
Energy summarizes
ZEV technology and
information about how
the vehicles operate.
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PEV Charging: Charging any PEV is fairly simple, similar to the way people charge their
cordless lawn and garden equipment. In fact, many PEV drivers simply charge their PEV
every day by plugging into a standard 120-volt wall outlet.
PEV charging stations come in many shapes, sizes and brands and are built and sold by
a range of companies. Charging equipment is often referred to by industry experts as
electric vehicle supply equipment or EVSE. PEV charging is broadly separated into levels
based on the amount of electricity that is transferred to a vehicle battery in a certain
period. Generally, three charging categories are used to describe PEV charging:
AC Level 1 Charging: The most basic and common form of vehicle charging, Level
1 charging transfers 120 volts (1.4–1.9 kW) of electricity from the electrical grid to
vehicle batteries, equivalent to the electricity provided by a common wall receptacle.
PEVs typically come with a 120-volt charging cord that enables PEV owners to plug
in their vehicles to any conventional 120-volt, three-pronged outlet. Level 1 charging
can also occur through dedicated Level 1 charging equipment built specifically
for PEVs. Because Level 1 charging involves a fairly low transfer of electricity, this
category of charging is usually the easiest to implement, but takes the longest to
recharge the vehicle’s battery. Level 1 is a good solution for home charging and for
workplace charging with longer dwell times, especially for plug-in hybrids. Typically,
a PEV gains 4-6 miles of range for every hour of charge.
AC Level 2 Charging: This level of charging transfers 240 volts (up to 19.2 kW) of
electricity to vehicles, and therefore, can recharge vehicles faster than Level 1. Typically,
a PEV gains 10-20 miles of range for every hour of charge. This amount of electricity
is what is commonly required to power a hot tub or large air conditioner. Because
it operates at higher voltage, Level 2 charging typically requires the purchase and
installation of dedicated charging equipment. Level 2 chargers currently comprise the
majority of publicly available charging equipment across California. Many owners of
PEVs, particularly BEVs, have installed Level 2 charging in their homes.
DC Fast Charging: This level of charging provides the fastest battery recharge currently
available for PEVs. Fast charging transfers a high voltage (typically 400-500 volts or 32–
100 kW, depending on the electrical current) of direct current (DC) to vehicle batteries.
Fast charging can raise the state-of-charge (SOC) to about 75 to 80 percent in as little
as fifteen to thirty minutes and can top-off a battery to extend a vehicle’s distance in a
similarly short period of time. These chargers are typically located in publicly available
locations near major transportation corridors to maximize the use of BEVs and to attract
an adequate number of vehicles that can charge during a short period. Only a few DC
fast chargers are currently installed in California, but the number will increase over time.
Fuel Cell Electric Vehicles: FCEVs create electricity from hydrogen and oxygen.
Hydrogen, stored on board the vehicle as a compressed gas, is safe and currently
available for industrial uses. When running low, the tank is filled at a hydrogen fueling
station. FCEVs take 3 to 7 minutes to fill and have a range similar to gasoline vehicles
(250-400 miles).
In a FCEV, hydrogen is 2-3 times more efficient than gasoline in a conventional vehicle.
Hydrogen is nontoxic, noncorrosive and environmentally benign and can be produced
locally from a variety of sources including natural gas, water and biogas.
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Hydrogen Fueling Stations: Hydrogen fueling stations operate similarly to traditional
natural gas fueling stations and are usually located at an existing gas station. Hydrogen
dispensers at a retail gasoline or natural gas station appear very similar to gasoline
dispensers, with a slightly different nozzle. Hydrogen is delivered at 35 MPa or 70 MPa
(5,000 psi or 10,000 psi) to the vehicle’s tank.
A hydrogen fueling station consists of equipment for storing, compressing and
dispensing hydrogen. Hydrogen can be delivered to the site as a compressed gas
or as cryogenic liquid. Hydrogen may also be produced at a station using additional
equipment. Filling the car’s tank is similar to dispensing compressed natural gas or
filling a propane tank. The driver connects the nozzle to the vehicle’s receptacle to form
a tight seal. Once the connection is firm, fuel is dispensed from the station’s storage into
the vehicle through the dispenser.
A regional network of hydrogen stations is being developed to support early
commercialization of fuel cell electric vehicles. Through the California Fuel Cell
Partnership, stakeholders published a Road Map (2012) to locate and operate stations
in early adopter communities as well as key destination and connector areas.
1. Hydrogen Tank supplies
hydrogen to the fuel cell stack
2. Fuel Cell Stack generates
electricity that flows to the
power module
3. Power Module distributes
the electricity throughout the
vehicle including the motor
4. Electric Motor turns the
wheels
5. Radiator dissipates heat
6. Battery supplies extra torque
and stores energy from
regenerative braking
How a Fuel Cell Vehicle Works
1
2
3
45
6
Hydrogen Dispenser at Shell
Station. Newport Beach, CA.
Source: FuelCellWorks.com
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Benefits of Zero-Emission Vehicle
Community Readiness
Snapshot: Zero-emission vehicles benefit individuals and California’s towns, cities,
counties and rural communities. For individuals, ZEVs provide new vehicle choices,
fun and smooth electric driving, reduced noise and, typically, lower the total cost of
car ownership. Significant potential savings can result for ZEV drivers through lower
costs to charge/fuel the vehicle and less required maintenance over time because
ZEVs do not have many of the internal components of traditional engines that may
require maintenance, repair or replacement. ZEVs benefit communities by reducing
local pollution from vehicle tailpipes, helping local governments meet goals to combat
climate change and enabling residents to transform their lifestyles using these new
vehicle technologies.
Specific community benefits of ZEVs
ZEVs reduce pollution in communities: Increased numbers of ZEVs on the road
reduce tailpipe pollution and its harmful effects on local residents. The ZEVs’ quieter
engines also reduce localized noise pollution.
ZEVs reduce climate change-causing greenhouse gas emissions: With zero tailpipe
emissions, the carbon footprint of a ZEV is significantly less than a conventionally
powered vehicle. While climate change is a global issue, its impact is often felt in local
communities.
People with ZEVs are attracted to ZEV-ready communities: Installing public charging
equipment and hydrogen fueling stations ensures that local communities are an
attractive place for ZEV drivers to live, shop and do business. Locating public charging
equipment in shopping centers, for example, can attract drivers to shop there.
Enabling ZEVs improves constituent service for residents: Although a growing
number of Californians are driving ZEVs, many potential drivers are uncertain whether
infrastructure and other ZEV services are available in their communities. By providing
infrastructure and other local support (such as efficient permitting) and by publicly
promoting such services, communities expand consumer choice and encourage
residents that want to make this transition.
ZEVs enhance energy reliability and independence: The use of electricity and
hydrogen to power vehicles supports domestically produced sources of energy. This
can reduce reliance on imported energy sources and uncertainty over fuel costs. In
addition, as “vehicle-to-grid” technologies develop, they will enable car batteries and
fuel cells to provide electricity back to the grid, allowing ZEVs to become an important
source of distributed energy storage in communities, especially during emergencies.
ZEVs provide access to new and convenient fuels: Becoming ZEV ready offers new,
clean and economical fuel choices to local residents and businesses. PEVs, for example,
enable the convenience of charging at home over night.
More Info
DriveClean.ca.gov is a
comprehensive buying
guide for ZEVs.
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Integrating ZEVs into both private and public fleets saves money: Adding ZEVs
into fleets leads to both potential cost savings and environmental benefits and further
establishes a community as a leader in ZEV readiness.
Taking ZEV readiness actions today enables communities to utilize state and
federal incentives, grants and loans: Taking action now saves on overall costs for
community readiness. It is possible that many of these incentives will be in place for
only a finite amount of time. For more information about available incentives, refer to
the Funding and Finance section of the Guidebook.
Becoming a model for other communities: California is taking a leadership role in
accelerating the market for ZEVs. Communities have the opportunity to be a state and
national leader in the transition to cleaner transportation.
Recognition Opportunity
Governor Brown
honors communities
for their innovative ZEV
readiness efforts in his
Environmental and
Economic Leadership
Awards Program.
Is your community
ready to apply?
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Current State Policy
on Zero-Emission Vehicles
Snapshot: California has enacted several laws, regulations, incentives and programs
to support zero-emission vehicles. These efforts began in 1990 with the California Air
Resources Board’s ZEV Regulation (see California’s ZEV Regulation) and most recently
with Governor Brown’s Executive Order calling for 1.5 million ZEVs on California
roadways by 2025. California’s state policies and U.S. national policies, in parallel with
decades of advanced vehicle research and development by auto manufacturers, have
led to the current ZEV market’s success.
Governor Brown’s Zero-Emission Vehicle Executive Order
Recognizing the benefits of ZEVs, as well as challenges to growing the market, Governor
Brown issued Executive Order B-16-2012 in March 2012 that directs California to
“encourage the development and success of zero-emission vehicles to protect the
environment, stimulate economic growth and improve the quality of life in the state.”
The Governor’s Executive Order establishes several milestones organized into three
time periods.
By 2015
The state’s major metropolitan areas will be able to accommodate ZEVs through
infrastructure plans and streamlined permitting
Private investment and manufacturing in the ZEV sector will be growing
The state’s academic and research institutions will contribute to ZEV market
expansion by building understanding of how ZEVs are used
By 2020
The state’s ZEV infrastructure will be able to support up to 1 million vehicles
The costs of ZEVs will be competitive with conventional combustion vehicles
ZEVs will be accessible to mainstream consumers
There will be widespread use of ZEVs for public transportation and freight transport
By 2025
Over 1.5 million ZEVs will be on California roadways and their market share will be
expanding
Californians will have easy access to ZEV infrastructure
The ZEV industry will be a strong and sustainable part of California’s economy
California’s clean, efficient ZEVs will annually displace at least 1.5 billion gallons of
petroleum fuels
The Executive Order also directs state government to begin purchasing ZEVs. In 2015,
10% of state departments’ light-duty fleet purchases must be ZEVs, climbing to 25% of
light-duty purchases by 2020.
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Laws and Regulations Promoting Zero-Emission Vehicles
California’s ZEV Regulation: Initially adopted by the California Air Resources Board (ARB)
in 1990, the ZEV Regulation requires car manufacturers to produce ZEVs and advanced
technology vehicles proportional to total sales volumes in California. In December 2009,
ARB staff worked on incorporating the state’s goal of reducing greenhouse gas emissions
to 80 percent below 1990 levels by 2050 in the ZEV regulatory revisions. The ZEV
Regulation amendments adopted in 2012 as part of California’s Advanced Clean Cars
Program increase the requirements for ZEVs between 2018 and 2025. ARB anticipates
that ZEVs will reach over 15% of new cars sold in California in 2025.
Assembly Bill 118 (Nuñez, Chapter 750, Statutes of 2007): Titled the “California
Alternative and Renewable Fuel, Vehicle Technology, Clean Air, and Carbon Reduction
Act of 2007,” this law provides $1.4 billion through the Alternative and Renewable
Fuel and Vehicle Technology Program (ARFVTP) for clean vehicles and their associated
infrastructure from 2008 to 2015. Revenue for this program is collected through vehicle
license and smog abatement fees. Annual funding from ARFVTP enables the state’s
vehicle rebates for ZEVs, infrastructure and grants for ZEV-technology companies.
It is scheduled to sunset in 2015 unless reauthorized. Funding for the ARFVTP was
extended to 2024 by Assembly Bill 8 (Perea, Statutes of 2013). AB 8 also extends the Air
Quality Improvement Program, the Enhanced Fleet Modernization Program and the
Carl Moyer Memorial Air Quality Standards Attainment Program.
Low Carbon Fuel Standard (LCFS): A set of regulations established pursuant to Assembly
Bill 32 and Executive Order S-01-07 (2007) requires fuel providers in California to reduce
the carbon content of the fuels they sell in California by 10% by 2020. Growing the ZEV
market can be a key way to achieve requirements of low carbon fuel standards.
Senate Bill 454 (Corbett, Statutes of 2013): Creates the Electric Vehicle Charging
Stations Open Access Act, which makes it easier to charge electric vehicles by making
PEV charging stations both easier to locate and useable by all electric vehicle drivers
regardless of network subscription.
Vehicle license fees levied by local air districts: A number of legislative bills provided
the authority for the state’s local air districts to increase vehicle license fees in their
jurisdictions to provide funding for air pollution reduction, including clean vehicle programs.
The programs vary by district; a directory of local air districts can be found here.
Senate Bill 71 (Padilla, Chapter 10, Statutes of 2010): Authorizes certain sale and use
tax exemptions on manufacturing equipment for ZEVs and other advanced or alternative
transportation or energy technologies. This law, which enables these tax exemptions
through 2020, provides an incentive to locate ZEV manufacturing within California.
More Info
Alternative and
Renewable Fuel and
Vehicle Technology
Program. Funds are
allocated to two
programs created
by this act, the Air
Quality Improvement
Program (administered
by the California Air
Resources Board) and
the Alternative and
Renewable Fuel and
Vehicle Technology
Program (administered
by the California Energy
Commission). Visit each
program’s homepage
for more information.
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Laws and Programs Incentivizing
Zero-Emission Vehicles Purchases
Consumer rebates: State government currently administers the Clean Vehicle Rebate
Project, which provides direct rebates to consumers for the purchase of qualifying ZEVs.
Carpool access: ZEVs currently benefit from access to the state’s carpool or high-
occupancy vehicle (HOV) lanes. Two bills enable use of these carpool lanes by ZEVs: Senate
Bill 535 (Yee, Chapter 215, Statutes of 2010) and Assembly Bill 2405 (Blumenfield,
Chapter 674, Statutes of 2012). Certain ZEVs, including pure BEVs and hydrogen FCEVs,
are eligible for white-colored carpool stickers. The cleanest PHEVs are currently eligible for
green-colored carpool stickers, which have a limited distribution of 40,000. Assembly Bill
266 (Blumenfield, Statutes of 2013) and Senate Bill 286 (Yee, Statutes of 2013) extend the
white and green sticker programs until 2019, or until federal authorization expires.
Assembly Bill 2405 (Blumenfield, Chapter 674, Statutes of 2012): Also known as the
Choose Clean Cars Act of 2012, this law permits ZEVs to use high-occupancy toll lanes
without paying toll charges. It is scheduled to sunset in 2015 unless reauthorized.
Assembly Bill 2502 (Blumenfield, Chapter 675, Statutes of 2012): Allows car dealers to
include the cost of electric vehicle charging equipment within electric vehicle purchase
financing, making it easier for PEV purchasers to get in-home charger installations.
Assembly Bill 475 (Butler, Chapter 274, Statutes of 2011): Authorizes local
government to require that cars located in a parking space with PEV charging
equipment must be plugged into the charger in order to ensure that the space is being
used for PEV charging.
Senate Bill 880 (Corbett, Chapter 6, Statutes of 2012): This bill outlines the rights
and responsibilities of homeowner associations (HOAs) and PEV owners for charging
in common-interest developments (condominiums, co-ops and certain other multi-
unit dwellings). The basic purpose is to ensure that PEV drivers are not unreasonably
prohibited from installing charging equipment, either in their deeded or designated
parking spaces or in common areas.
Zero-Emission Vehicles Codes and Standards
California maintains building codes and standards to ensure that buildings meet
uniform safety and performance requirements. While codes specify certain legal
requirements for buildings, standards dictate how to meet those requirements. Codes
and standards become legally enforceable when jurisdictions adopt them by reference
or direct incorporation into their regulations.
State Code Requirements: California’s building codes provide uniform requirements
for buildings throughout the state and are contained in Title 24 of the California Code
of Regulations (CCR). Title 24 applies to all building occupancies and related features
and equipment. It is organized into twelve separate parts that contain the requirements
for a building’s structural, mechanical, electrical and plumbing systems, in addition to
measures for energy conservation, sustainable construction, maintenance, fire and
More Info
Clean Vehicle Rebate
Project. This program
is designed to
accelerate widespread
commercialization
of ZEVs by providing
consumer rebates up to
$2,500 to partially offset
the higher cost of these
advanced technologies.
The program has
provided more than
23,500 rebates since its
creation. It is funded
by the California Air
Resources Board
and managed by the
California Center for
Sustainable Energy.
More Info
The Plug-In Electric
Vehicle Collaborative
(PEVC) maintains a list
of Current California
Plug-In Electric Vehicle
Policies. View the PEVC
website for up to date
information about PEV
laws and policies.
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life safety and accessibility. For a complete list of the Title 24 parts, visit the Building
Standards Commission website. The State of California is continuing to develop new
code requirements for ZEVs. Assembly Bill 1092 (Levine, Statutes of 2013) requires
the California Building Standards Commission and the Department of Housing and
Community Development to develop standards for PEV charging infrastructure in
multi-unit dwellings and non-residential developments.
Specific parts within Title 24 identify certain requirements for ZEV installations, such as
the California Electrical Code (Part 3), the California Building Code (Part 2), the California
Residential Code (Part 2.5) and the California Green Building Standards Code (Part 11).
CALGreen Code (Part 11, Title 24): California’s green building code promotes
environmentally sustainable building practices and includes both mandatory
requirements and voluntary measures. Currently, all ZEV-related measures in the
CALGreen Code are voluntary. However, municipalities can make these measures
mandatory by adopting them through ordinance. Local governments can also
incentivize developments that voluntarily incorporate ZEV-related measures. The
following voluntary measures contained in the CALGreen Code can be implemented by
local ordinance.
A4.106.61: Provides standards for supporting PEVs, including wiring for future electrical
vehicle charging installations in residential buildings.
A5.106.5.3: Offers a standard for wiring for future electrical vehicle charging installations at
commercial, retail and other nonresidential locations. It also includes information about
minimum parking requirements.
City and County Code Requirements: Cities and counties in California are required
by state law to enforce Title 24 building standards. However, cities and counties may
adopt local laws (also called ordinances) to modify these state building standards under
limited circumstances to accommodate local climatic, geological or topographical
conditions. This limited allowance means that a city or county may have local
ordinances that modify or add to the provisions of Title 24 for ZEV readiness. The
California Building Code (Sections 1.1.8, 1.1.8.1 and 1.8.6) outlines the specific findings
that a city or county must make for each amendment, addition or deletion to the state
building codes. For more information about modifying CALGreen, visit the Building
Standards Commission Website.
Technical Codes and Standards for ZEV Technologies
ZEV industry stakeholders have developed standards that set voluntary technical
specifications for zero-emission vehicles. Various professional organizations and
associations have developed such standards, often in collaboration with each
other. The primary source of vehicle-related standards is the Society of Automotive
Engineers (SAE), which issues Standards and Technical Information Reports based on a
collaborative process involving experts from government, industry, regulatory agencies
and academia. The Institute of Electrical and Electronic Engineers, the International
Code Council, the National Institute of Standards and Technology, the National Fire
1 In the 2013 edition of the CALGreen code (effective Jan. 1, 2014), these provisions are found in section
A4.106.8.
Case Study
The City of Los Angeles
has adopted PEV
requirements based on
the CALGreen Code for
both high- and low-rise
residential units (Los
Angeles Municipal
Code, Chapter IX,
Art. 9). They are also
working on simplifying
the entitlement process
for hydrogen station
installations. View the
complete Los Angeles
Green Building Code.
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Protection Association and Underwriters Laboratories are key organizations that
develop broader codes and standards for ZEV infrastructure, such as for charging
equipment and its installation or the communication protocols for smart grid devices.
Although standards are not binding, they may become legally enforceable if referenced
or enacted through state or local regulations. For example, SAE J2719, which defines
the hydrogen purity at the dispenser, is enforceable in California because it was
adopted through the Department of Agriculture, Division of Measurement Standards.
Furthermore, voluntary technical standards are often used by funding agencies, like the
Energy Commission, when designing solicitations and issuing awards. The Department
of Energy’s Alternative Fuels Data Center provides a directory of codes and standards
relating to ZEVs. The Society of Automotive Engineers is a key source for hydrogen
station fueling protocols and electric vehicle recharging.
Federal Laws and Programs
The federal government is actively working to promote ZEVs from the highest level.
President Barack Obama has called for one million electric vehicles on U.S. roadways by
2015 during his 2011 State of the Union Address. A number of specific federal laws and
programs support the ZEV market in California.
National Greenhouse Gas and Corporate Average Fuel Economy Standards for
Vehicles: Federal standards require that passenger cars, light-duty trucks and medium-
duty passenger vehicles sold in the U.S. meet certain fuel economy and greenhouse
gas emission standards. ZEVs are one way auto companies can lower greenhouse gas
emissions and meet the requirement.
Energy Policy Act: This act sets goals and mandates to increase clean energy use and
improve energy efficiency in the nation. It also requires certain public-sector fleets to
acquire alternative fuel vehicles and establishes incentives for the private sector.
Renewable Fuel Standard: The federal Renewable Fuel Standard requires that 36
billion gallons of total renewable fuel be used as transportation fuel by 2022 in the U.S.
This requirement promotes the use of alternative fuels.
Electric Vehicle Everywhere Workplace Charging Challenge: The Department of
Energy initiated a program in early 2013 that promotes employers placing electric
vehicle chargers in their workplaces. Many businesses, including national and
international companies, have already signed on to this program. See a current list of
all companies.
More Info
To learn about electric
vehicle standards
development, visit the
UL Website.
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Leadership in Energy and Environmental Design
and PEV Charging
Leadership in Energy and Environmental Design, or LEED, is the most widely
recognized and used green building program across the globe. LEED is a certification
program for buildings, homes and communities that guides the design, construction,
operations and maintenance. More than 53,000 projects are currently participating
in LEED, encompassing more than 10.1 billion square feet of construction space.
Installing an electric vehicle charger in a home or commercial building can earn
points toward LEED certification at all levels (Basic, Silver, Gold or Platinum).
Commercial buildings of any size and multifamily residences over four stories can
earn up to 3 LEED points under the New Construction Sustainable Sites Credit
4.3 Alternative Transportation, Low-Emitting and Fuel-Efficient Vehicles, or 3 to
15 LEED points under the Existing Building Sustainable Sites Credit 4 Alternative
Commuting Transportation for installing one or more EV chargers. Multifamily
residences under four stories and single-family residences that are new or under
major renovation may earn one credit under LEED for Homes Credit 3 Innovative
Design for installing one or more EV chargers.
In addition to points available for installing chargers, LEED New Construction and
Existing Building tracks both offer a number of opportunities to earn points in other
categories related to EVs and other low-emission/fuel-efficient vehicles (LE/FEs).
Buildings designed to encourage the adoption of cleaner alternative fuel vehicles
and change our ingrained commuting habits may earn the following points.
1. Providing preferred parking for LE/FEs for employees, tenants or paid parking
customers. Examples of preferred parking include designated spaces closest
to the building, designated covered spaces and discounted parking passes
where parking is fee based.
2. Providing LE/FEs for a minimum of 3% of employees or tenants along with
preferred parking for drivers of those vehicles. This may include company or
fleet vehicles as well as those provided by a property owner for tenant use.
3. Instituting a vehicle sharing program for employees or tenants to share LE/
FEs for a two-year period along with preferred parking.
For more information about LEED certification and electric vehicle infrastructure, visit
the U.S. Green Building Council website.
Plug-In Electric Vehicle Program: The Department of Defense has announced it
plans to commit $20 million to launch electric vehicle fleet pilot projects at six military
installations. Two of these pilots are planned for California: Los Angeles Air Force Base
and China Lake Naval Weapons Station.
H2USA: The Department of Energy recently launched H2USA, a new public-private
partnership focused on advancing hydrogen infrastructure to support more
transportation energy options for U.S. consumers, including fuel cell electric vehicles.
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Funding and Financing
for Zero-Emission Vehicle Readiness
Snapshot: A wide range of financing and funding options exists for individuals,
commercial fleets and local governments to further zero-emission vehicle readiness
including grant, rebate and voucher programs.
Zero-Emission Vehicle Funding Resources: Several websites provide a comprehensive
list of funding options available to Californians.
California Energy Commission: The Energy Commission provides funding (grants
and contracts) for alternative fuel production and infrastructure; vehicle manufacturing,
demonstration and deployment; workforce training and development; and regional
planning projects in California, primarily through a competitive solicitation process.
California Air Resources Board: The Air Quality Improvement Program funds
clean vehicle and equipment projects, research on biofuels production and the air quality
impacts of alternative fuels and workforce training
DriveClean.ca.gov: Find out information about rebates, discounts, tax breaks and
other incentives available for clean technology vehicles.
FundingWizard: Search this aggregator website for ZEV funding opportunities.
Alternative Fuels Data Center: Learn about federal and state incentives for ZEVs.
Plug-In Electric Vehicle Financing Strategies: In addition to funding opportunities,
several financing strategies are available.
Infrastructure Planning
• Public/Private Partnerships: A combination of private and government funding
can facilitate a wider variety of public and private EV charger installations.
• Public/Nonprofit Partnerships: Nonprofits such as Adopt a Charger work with
organizations and the public to donate funds to install fee-free public EV chargers.
Nonprofits can also help with outreach and consumer awareness.
• Funding for Local Code Updates: The International Code Council is working
with the Department of Housing and Urban Development to help code officials
Adopt a Charger, a
nonprofit organization,
accelerates the
widespread adoption
of PEVs through the
proliferation of public,
fee-free chargers
that are adopted by
sponsors. Corporations,
organizations and
individuals, donate
funds to install and
maintain EV chargers
in parks, museums,
beaches and other
widely used public
places. Learn more.
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understand how they can use HUD’s Community Development Block Grant
funds to support local code programs. View the recently completed “ICC
Guidebook on HUD Block Grants for Local Code Programs.” This financing may
fund code updates addressing ZEV readiness.
Vehicle Financing
• Subscription-based Charging: Several companies have established public charging
equipment in major metropolitan areas that can be accessed by purchasing a
monthly access package, which reduces the up-front cost of purchasing an EV.
• Incentives for Sharing Data: Programs such as the one offered through the EV Project,
provide residential chargers at no cost in exchange for charging and vehicle data.
• Miles Purchase Agreement: To reduce the fluctuating costs of energy, some
companies have tested a “miles purchase agreement,” where solar panels are
built in sync with PEV charging equipment. This combination presents a service
approach where customers pay a monthly fee that would cover the initial
installation and maintenance costs.
• Car Share Stations: UC Irvine and City Carshare have tested EV car sharing
stations where users pay a monthly fee for work-based or home-based driving
needs — similar to the services offered by ZipCar.
Electric Vehicle Charging Infrastructure Funding: The California Energy Commission
currently administers grant funding for alternative fuels and vehicles through its
Alternative and Renewable Fuel and Vehicle Technology Program (ARFVTP), including
funds for EV charging infrastructure. Four solicitations for EV infrastructure and related
planning activities will provide over 7,000 new chargers in California.
There is $6.6 million (FY 2012-13) and $7 million (FY 2013-14) identified in the Energy
Commission Investment Plan for additional electric vehicle charging infrastructure.
Anyone interested in upcoming solicitations can sign up for email notices on the Energy
Commission’s list servers website.
Hydrogen Station Funding: Hydrogen infrastructure received one round of grant
funding from ARFVTP in 2010, totaling approximately $16 million. That money was
awarded to two companies to build eight new hydrogen stations and upgrade three
others. Air Products was awarded six new stations and two upgrades and Linde was
awarded two new stations and one upgrade. Both companies’ proposals for new
hydrogen fueling were to provide hydrogen fueling capability at existing gasoline/
diesel retail stations. Historically, the hydrogen equipment providers or station
ARFVTP Funding and Financing
Residential
Commercial (Public), Fleet and Workplace
DC Fast Chargers Total
Installed 2,211 2,179 3 4,393
Planned 1,666 1,204 74 2,764
Total 3,877 3,203 77 7,157
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operators have been the lead on project proposals to the Energy Commission to secure
grant money. They have sought out dealers/operators who are interested in adding
alternative fuels to their existing stations and worked out partnering agreements.
The Energy Commission also is funding upgrades to legacy hydrogen stations in the
southern California area. In June 2013, the commission approved a $6,690,828 contract
to South Coast Air Quality Management District to assess, upgrade, test and evaluate
existing publicly accessible hydrogen fueling stations. They additionally granted
approximately $12 million to four companies for seven hydrogen fueling stations.
The fiscal year 2013-2014 Investment Plan for ARFVTP identifies an additional $20
million for hydrogen fueling infrastructure. Anyone interested in upcoming solicitations
can sign up for email notices on the Energy Commission’s list servers website. Please
note that requirements to apply change with each solicitation so applicants should not
base their proposal on any previous solicitations.
Incentives and Funding Opportunities
Following is a summary of programs for incentives and funding opportunities. These
programs are subject to change. For the most up-to-date information, visit the Plug-In
Electric Vehicle Collaborative Resource Center.
Programs Description Amount Eligibility
Federal Programs
Plug-In Electric Vehicle Tax Credit A tax credit for the purchase or
lease of a new PEV, ZEV, PHEV,
ZEM or NEV
$2,500 – $7,500 Individuals
Fuel Cell Vehicle Tax Credit A tax credit for the purchase of a new
light-duty FCEV; credits are based on
vehicle weight
$4,000 – $40,000 Individuals
Low Speed, 2/3 Wheel PEVs
Tax Credit
Tax credit for low speed and 2/3
wheel vehicles
10% of Vehicle
$2,500 Limit
Individuals
Employee Corporate Incentives Private companies and organizations
offering employees assistance with
purchasing new ZEVs
$1,000 – $5,000 Individuals
Alternative Fuel Vehicle
Refueling Property Credit
A 30% tax credit is allowed for any
qualified alternative fuel vehicle
refueling property
$1,000 – $30,000 Individuals/
Property Owners
State Incentive Programs
Alternative and Renewable Fuel, Vehicle Technology, Clean Air, and Carbon Reduction Act
Clean Vehicle Rebate Project Available rebate for ZEVs, PHEVs,
NEVs and ZEMs
$900 – $2,500 Individuals/Private
Fleets/Public Fleets/
Nonprofit Fleets
California Hybrid and Zero-
Emission Truck and Bus Voucher
Incentive Project
Vouchers to help fleets reduce the
initial costs of converting fleets to
PHEVs and ZEVs
$8,000 – $45,000 Public/Private Fleets
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Hybrid Off-Road Equipment Pilot
Project
Vouchers to integrate hybrid off-road
construction vehicles into California
$28,500 – $75,000 Public/Private Fleets
Air Resources Board Grant Programs
Enhanced Fleet Modernization
Program
Voluntary retirement of passenger
or cargo trucks with a vehicle weight
rating of 10,000 pounds or less
$500 – $1,500 Individuals/Private
Fleets
Carl Moyer Program: On-Road
Heavy-Duty Voucher Incentive
Program
Funding for fleets with 10 or fewer
vehicles to replace or retrofit older
heavy-duty diesel vehicles
$5,000 – $10,000 Private Fleets
Carl Moyer Program: Off-Road
Voucher Incentive Program
Vouchers to partially offset the cost
of replacement equipment that
reduces emissions
$2,500 – $20,000 Individuals
Good Movements Emission
Reduction Program:
ARB working with local agencies
to reduce air pollution and health
risks associated with heavy freight
movement
Up to $50 million Local Agencies
PLACE Program Loans for fleets that can be used for
fleet modernization, e.g., retrofitting
diesel engines with emission control
systems
$1 million Private Fleets Less
than 500
Energy Commission Grants
Alternative and Renewable Fuel
and Vehicle Technology Program
Encourages the establishment of
alternative transportation fuels
infrastructure
$75,000 – $500,000 Public/Private
Agencies,
ESVE Manufacturers
Local Programs
Residential Home Charger Rebate:
Los Angeles Dept. of Water and
Power
Provides rebates for residential,
workplace and public custiomers
who install Level 2 EVSE
$750 – $1,000 Residential and
commercial LADWP
customers
Southern California Edison (SCE)
PEV Charging Rate
Provides rate reductions for SCE
customers charging PEVs during off-
peak and super off-peak hours
Peak time Rebates SCE customers with
residential PEV
chargers
City of Corona Alternative Fuel
Vehicle Rebate Program
Money toward the purchase of a new
or used alternative fuel vehicle
$1,000 – $2,000 Customers living in
the City of Corona
City of Riverside Rebate Rebate for the purchase of a natural
gas vehicle, AT-PHEV, PHEV or EV
$2,000 Resident of the City
of Riverside
City of Riverside Employee Rebate Rebate for Riverside City employees
to purchase new or used hybrid,
PHEV, ZEV, AT-PZEV or natural gas
vehicle
$1,000 – $2,000 Employees of the
City of Riverside
San Joaquin Valley Emission
Reduction Incentive
Rebates for reducing emissions in
light- and medium-duty vehicles
$1,000 – $3,000 Residents of San
Joaquin Valley
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Utility Rate Discounts (Wholesale and Dedicated TOU)
LADWP Discount per kWh for EVs charged
during off-peak hours and free DC
fast charging
2.5 cents per kWh
500kW/month limit
Free DC Fast
Charging at 12+
DCFC sites
Customers of
LADWP
All
Pacific Gas and Electric Discounted rate to charge BEVs, PEVs
and natural gas vehicles
Variable, depending
on times of use
Customers of PG&E
SMUD Discount per kWh off residential
rate during off-peak hours; monthly
service charge waived for PEV
charging rate
2.43 cents per kWh
winter
2.71 cents per kWh
summer
SMUD customers
with residential PEV
chargers
SCE Discount rate available for EV
charging
7.825 cents per
kWh for charging
PHEVs, BEVs, electric
golf carts and NEVs
during off-peak
hours
Customers of SCE
SDG&E Lowest time-of-use rates during
super off-peak hours for EV charging
and natural gas vehicle refueling
0.145 cents per kWh
(current rates)
Residential
customers with A
DMV registered
EV or natural gas
vehicle
Parking Incentives
City of Hermosa Beach EVs and natural gas vehicles with
identifying stickers
Free metered
parking
Individuals
City of Santa Monica All vehicles with white HOV access
sticker
Free metered
parking
Individuals
LAX Parking Free charging station at lower level
of parking structures 1 and 6
Free charging Individuals
City of Sacramento EV parking Free EV parking in
designated spots
Individuals
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Recommended Actions
This section includes recommended actions to promote zero-
emission vehicle readiness. Readers can learn more about:
Plug-In Electric Vehicle Readiness
Fuel Cell Electric Vehicle Readiness
Growing the Zero-Emission Vehicle Market in Local
Communities
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Plug-In Electric Vehicle Readiness
Snapshot: There are numerous actions that local governments can take to become
plug-in electric vehicle (PEV) ready.
Identifying what amount and type of publicly available charging stations are needed
Establishing zoning and code requirements that enable ZEV driving and parking
Improving permitting for charging stations
Coordinating with the local utility
Developing policies to enable access to and use of charging equipment
Background: PEV drivers may have different driving patterns compared to drivers of
conventionally powered cars in order to accommodate charging their vehicles.
The following table illustrates the way PEV drivers commonly prioritize charging
locations: a majority of the time is spent charging at home, followed by workplace
charging and then retail and interstate charging. These priorities are collectively known
as the “charging pyramid” and illustrate the perspective of PEV drivers seeking charging
opportunities that best support their needs cost effectively. Cost-effective charging
can also include refueling at off-peak times (such as overnight), which may result in
additional savings.
Location
Interstate
Tr avel Tr avel
20 min
Public
0.5 – 3 hours
Workplace
4 – 8 hours
Residential
8 – 10 hours
Entertainment/
Shopping/
Recreation
Work/Transit
Parking/Airport
At Home
Parked
Parked
Parked
Sleeping
Parked
Fast
Charging
L2/L3
L1/L2
L1/L2
$$$$
$$$
$$
$
Charge Time PriceLevel Driver
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The following graphic offers a view of how the charging pyramid looks when put into
practice during a PEV driver’s daily commute.
Home
Wo rkplace
Retail
8:00 p.m.
10 miles left
50% charge
8:00 a.m.
20 miles left
100% charge
6:00 p.m.
20 miles left
100% charge
6:30 p.m.
10 miles left
50% charge
7:00 p.m.
15 miles left
75% charge
9:00 a.m.
5 miles left
25% charge
Source: UCLA Luskin School of Public Affairs
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Identifying Plug-In Electric Vehicle Infrastructure Needs
in Communities
Snapshot: A local community’s network of electric vehicle charging infrastructure
supports convenient use of plug-in electric vehicles by local residents. Ensuring
adequate charging equipment and appropriate charging locations for PEVs helps
expand the statewide zero-emission vehicle market.
Background: Developing an adequate network of vehicle charging equipment for PEV
drivers is among the most important tasks for local communities to become ZEV ready;
however, it is also one of the trickiest. Public agency commitment to site and install
PEV charging stations during the early market development helps to build consumer
confidence that this technology is ready for use and helps to reduces consumer range
anxiety. If local governments do not have funding to deploy electric vehicle infrastructure,
they can still work on selecting prime locations for charging stations and work with
private site hosts who may be interested in electric vehicle charger installations.
Since PEVs can be charged at different times and locations, a convenient charging
network for each driver depends on that driver’s specific daily schedule and travel
patterns. For example, many drivers have access to home charging while others who live
in apartment buildings may not have access to nighttime charging. Some drivers can
plug in at work to recharge their vehicles, while others work in places without charging
infrastructure. In addition, daily commute patterns differ greatly among PEV drivers.
The differing charging needs of a community’s PEV drivers can make it difficult to understand
how many chargers are adequate to enable convenient mobility of PEV drivers. Furthermore,
it is challenging to know what amount of infrastructure will help encourage additional drivers
to transition to PEVs. Early adopters of PEVs may have purchased a vehicle reliant on private
charging, such as a home garage. To expand the PEV market, options will need to be available
to those who do not have easy access to charging outside their home or work.
Interoperability
One of the strategies in the Governor’s ZEV Action Plan is to “enable universal
access to ZEV infrastructure for California drivers.” This concept is known as
interoperability and is similar to the way that bank customers can use almost
any ATM machine regardless of membership. A core concept of interoperability
is to have standards in place that allow PEV drivers to locate and reserve public
charging stations and receive billing regardless of a driver’s membership in or
subscription to a particular charging network.
Interoperability is impacted significantly by a site host’s decision about the type
of charging station that is installed. By installing stations that use open standards,
a site host can easily switch the back-end management software platform to
a new vendor and avoid having to purchase new charging stations. For more
information about what the state is doing to ensure universal access, view the
strategies highlighted in the infrastructure section of the ZEV Action Plan.
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Understanding the charging preference and behavior at various locations allows for
effective PEV infrastructure planning. Overnight residential charging is the most cost-
effective charging scenario, because it capitalizes on the long periods of time that the
PEVs are parked and allows owners to take advantage of cheaper off-peak electricity
rates. Currently, most PEV charging takes place at home or at the workplace. Retail or
public charging provides additional opportunities, including topping off the battery
throughout the day.
The following table summarizes the typical dwell times (length of time a vehicle is
parked) and charging characteristics for each type of charging site. Utilities offer
different off-peak rates and hours. This is an example of one utility’s rate structure and
off-peak hours.
One goal of municipal PEV readiness planning is to plan for the market expansion of PEVs
and charging equipment. In pursuit of this goal, PEV planners would ideally like to know:
How many parking spaces are there in my jurisdiction?
On what parcels are the parking spaces in my jurisdiction located?
At what times of day and night do drivers use those spaces?
How long are cars typically parked in those spaces?
The characteristics of parking spaces determine both how long PEVs can charge
and what the cost of electricity will be during the time that PEVs remain in these
spaces. Planners can acquire information on parking utilization patterns over time by
identifying the types of land uses (e.g., residential, workplace, retail) associated with
the parcels that host these parking spaces. Knowing the distribution of land uses
within a jurisdiction is also helpful because different land uses are also associated
with distinctive parking, electrical and building configurations that can greatly and
systematically affect the cost of installing charging equipment on that parcel.
Understanding the distribution of parking spaces across land uses is the foundation
for all subsequent municipal PEV planning. It enables planners to understand the
number and type of potential charging sites within their jurisdiction and to prioritize
PEV planning for dominant local land uses. A parking-oriented land use analysis also
enables them to anticipate when during the day or during the night PEV drivers charge
at these parcels. This will help utilities track changes in the electrical load over space
and time as the PEV market grows. Finally, a land use analysis of parking enables
planners to anticipate roughly where the high- and low-cost charging opportunities will
be and how many of each type their jurisdiction is likely to have.
Site Type Typical Dwell Times (hours)Charging Hours
Residential 14 10 p.m. – 6 a.m.
(optimal, varies)
Workplace 8–9 9 a.m. – 2 p.m.
(optimal)
Retail 1–3 11 a.m. – 8 p.m.
Source: Southern California PEV Readiness Plan
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Identifying Potential Charging Station Locations: PEVs charge while they are parked.
Parking spaces are distributed over local land uses such as single-family residential, multi-
unit residential, hotels, workplaces and retail establishments. The type and availability
of parking spaces at these land uses will vary across municipalities. Variation in these
parking resources will shape local PEV readiness efforts by defining the opportunities and
limitations on where, when and how much PEV charging can occur locally. Identification
of the most effective locations for PEV charging will continue to improve as more data is
collected on topics such as PEV usage and transportation patterns.
Identifying Existing Charging Stations Locations: Planners can inventory existing
publicly accessible charging equipment using several informational sources.
The Department of Energy’s Alternative Fuels Data Center lists PEV charging locations
by geography, ownership type, charge levels and payment systems.
PlugShare is a user-generated site that allows drivers to add new charge locations, offer
their private chargers for public use and alert other drivers about whether equipment at
publicly accessible locations is nonoperational.
Network providers generally display their charge stations with information on pricing
and real-time availability. Members can reserve a charging station in advance of their
arrival at the location.
Learn More
The EV Project is an
infrastructure study.
The EV Project will
deliver to ECOtality, the
government and the
general public a wealth
of directly applicable
technical and
professional experience
for jumpstarting
regional EV adoption
and replicating
business models that
lead to sustainable,
market-based charge
infrastructures. One
element of the EV
Project included the
development of
Electric Vehicle
Charging Infrastructure
Deployment
Guidelines for the
Greater San Diego Area.
Public Transit Parking Lots
and Plug-In Electric Vehicle Charging
Public transit parking lots can provide a convenient location for EV charging
stations, allowing drivers to charge their vehicles while using public
transportation for commuting or other travel. PEV infrastructure planning at
public transit parking lots can function in a similar way to the workplace charging
section of the PEV Charging Pyramid. Many local governments have existing park
and ride lots that can be used for PEV readiness and that are often located near
highways, offering convenient access for commuting PEV drivers.
As part of the Department of Energy’s EV Project, the California Department of
Transportation is conducting a park and ride PEV charging demonstration project
in Escondido. The Del Lago Park and Ride facility is conveniently accessible from
the HOV lane on Interstate 15. The project involves collaboration between several
stakeholders:
Caltrans will provide state-owned park and ride land at the Del Lago Park and
Ride in Escondido.
Blink/ECOtality, an EVSE company, will provide the electric vehicle chargers,
including several Level 2 charging stations and one DC fast charging station.
San Diego Gas & Electric will provide support infrastructure, including a
photovoltaic solar canopy for the charging facility area and signage.
The Department of Energy will provide funding for the charger installations.
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Plug-In Electric Vehicle Readiness in Rural Communities: The strategies and
recommended actions throughout the Guidebook apply to the range of community
types throughout California. However, rural communities have some distinct challenges
and opportunities when it comes to PEV readiness planning. What works in a large
urban setting may require a modified approach in a rural location. There is a variety of
issues that rural governments are working on to become PEV ready.
Communications infrastructure: Cellular or broadband coverage can be limited in
rural communities. A lack of access to digital communications may require a different
billing system for EV charging than the current practice in most urban areas.
Electrical infrastructure: In remote areas, sites with sufficient electrical distribution
infrastructure to support a Level 2 charging station may be difficult to identify.
Solar panels and electrical storage may be able to help solve this, but can increase
installation cost.
Demand for public charging: Even with above-average market penetration rates
by PEVs, the smaller and more distributed populations in rural communities can
significantly lower the demand for each charging station.
Utility-related concerns: Some rural communities are served by smaller municipal
utilities, which may not offer the same range of PEV-related rates, policies, and
incentives offered by larger utilities.
Although there may not be clearly defined solutions to these issues, several best
practices can help begin to overcome these barriers.
Prioritize transportation corridors: Travelers in rural areas must often travel long
distances to reach businesses and services, so providing EV chargers in commonly
used transportation corridors can help ensure adequate range. For extremely low
population areas with no roadside services for long distances, highway emergency
call boxes can potentially provide access to digital cellular connectivity.
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Leverage available infrastructure grants: Some federal and state grant programs
give additional consideration to rural or underserved communities. See the Funding
and Financing for ZEV Efforts section of this Guidebook for more information.
Encourage EVSE operators to make charging stations available to the public:
Ensuring public access to charging can increase utilization rates where demand for
charging is low and make effective use of what may be scarce suitable sites.
Partner with local business and tourism organizations: Advertising the availability
of charging in a community may help encourage tourists driving PEVs to visit.
Consider making campgrounds available for charging: Campgrounds may offer
a location for charging, if wired for electrical hookups for recreational vehicles. These
should be considered potential supplemental facilities for PEV drivers. Although
they are likely unsuitable for primary charging locations, they can nonetheless
increase consumer confidence in the availability of charging for long-distance trips
or recreational weekends.
Recommended Actions:
Local governments should decide what their priorities will be based on the
local availability of land uses that can host charging. Local governments can only
advance those land use portions of the charging pyramid that lie substantially within
their jurisdiction. For example, a local government may have only workplace land
uses or only multi-unit family dwellings. The municipal planners’ focus should be on
assisting the most prevalent types of site hosts in developing charging opportunities
in the most cost-effective manner.
Regional governments and councils of governments should provide targeted
PEV technical assistance to cities and counties by assessing counts of parking
by land use in absolute numbers or by the relative dominance of particular
land uses within each jurisdiction (i.e., target technical assistance on workplace
charging to local governments that either have the highest employee counts or the
highest concentrations of employee parking relative to parking for other purposes).
Local, subregional and regional planners should assess their existing supply
of charging equipment and their dominant land uses to understand where gaps
may exist and where obsolete hardware may need to be replaced or removed.
Planners can compare the location of existing publicly accessible charge stations
with the locations of employment centers, retail centers and PEV daytime
destinations in order to identify where new charging equipment could be installed.
Planners should seek usage data and trends from existing sites to determine
if additional EVSE are needed and/or to identify underutilized sites. (If
underutilized, determine whether it is because of the location, demographics or
some other factor, such as pricing.)
Featured Resource:
Statewide Plug-In Electric Vehicle Infrastructure Plan. The California Energy
Commission is developing a statewide Plug-In Electric Vehicle Infrastructure Plan that will
provide helpful guidance to local governments about public infrastructure planning.
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36 Office of Planning & Research – State of California
General Plans, Zoning and Building Codes
for Plug-In Electric Vehicles
Snapshot: Including zero-emission vehicle readiness in a general plan can set the
stage for taking significant actions to help promote ZEV readiness. Once ZEVs are
incorporated into a general plan, addressing PEVs in the zoning and building code can
help ensure that communities become PEV ready. Zoning policies can be created for
PEVs that enable ease of charging throughout a jurisdiction, and building codes allow a
community to incorporate PEV readiness into the building process.
Background:
General Plans and Zero-Emission Vehicles: California’s cities and counties typically
have exclusive authority over land use decisions within their local jurisdictions. These
decisions range from general plans and other policies that guide the long-term growth
of a community to specific zoning requirements that regulate streets, buildings and
public spaces. Within these planning policies, cities and counties can encourage and
prepare for zero-emission vehicles. Actions that local governments can take include
integrating ZEVs into long-range plans and adopting standards, guidelines and
requirements for ZEV parking, charging and fueling stations.
California state law requires each city and county to adopt a general plan for “the
physical development of the county or city and any land outside its boundaries which
bears relation to its planning” (§65300). The California Supreme Court has called
general plans the “constitution for future development” in local areas, and these plans
outline the community’s development goals and future land uses. Including policies
and strategies in a general plan is a useful first step in building consensus among
policymakers and the public in support of more specific implementation measures.
Incorporating ZEVs into general plans can also facilitate allocating different funding
streams toward ZEV plans and projects.
Some local governments have determined that incorporating language about ZEV
readiness into a general plan can be fairly simple and straightforward. In general,
including simple high-level policy objectives, like a one sentence description in the
circulation element of a general plan that a community wants to work toward ZEV
readiness, can provide a foundation for future initiatives like zoning-friendly ZEV
policies. The Governor’s Office of Planning and Research is updating the state’s General
Plan Guidelines, which will encourage communities to include ZEV readiness in local
general plans and provide recommendations on how this can be accomplished.
Zoning for Plug-In Electric Vehicles: Local zoning requirements are one of the
primary means of implementing a general plan. In contrast to the long-term outlook
of the general plan, zoning classifies the specific allowable uses of land. The successful
implementation of a general plan rests in part upon the effectiveness of a consistent
zoning ordinance in translating the long-term objectives and policies contained in the
plan. Zoning codes regulate what types of land uses and densities are appropriate for
different areas of a local jurisdiction. Zoning is one of the most powerful tools that local
governments have to incentivize certain types of development, including placement of
charging and fueling stations.
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The goal of zoning for PEVs should be to ensure that charging is an allowed land use
— such as an accessory or a principal use — in as many types of zoning classifications
as possible. Planners also can consider reducing parking requirements in exchange
for installation of charging units or allowing PEV charging spaces to count toward
minimum parking requirements. Another reason to consider zoning for PEVs is to make
zoning ordinances compatible with PEV-ready building codes. Some cities and counties
have begun to adopt building codes that require PEV-ready wiring in new construction,
but their zoning ordinances may not even list PEV charging as a use.
PEV charging should be widely allowed in different zoning classifications because it is
compatible and complementary to many land uses. Generally, PEV charging does not
fundamentally alter the purpose or interfere with the use of a land parcel. PEV charging
complements existing land uses in that it facilitates transportation modes that were not
accommodated previously by those land uses.
If a property is to be used in a way that is not specified as an allowed use in a certain zone,
some local governments may require the property owner to apply for a use permit. Uses
are generally classified as a principal use or an accessory use. Principal uses describe the
basic purpose of a site, for example, a bookstore. Accessory uses, such as a small cafe
within a bookstore, are subordinate to the primary use of a site. The designation as an
accessory use is intended to circumvent the need for additional parking requirements and
review. Many local governments will simply require a planning permit for an accessory
use to verify that it is indeed not the dominant use of the site.
Some local governments may not see a need to specify PEV charging as either a principal
or an accessory use in any of their zoning classifications. They may view charging as an
accessory use by default and only require a plan check and electrical permit. Other local
governments may wish to clarify that charging is an accessory or outright permitted
use because unless stated otherwise, planners may interpret this to mean that some
sort of use permit is required. However, different use permits are subject to different
fees and levels of review, which may require the individual planner to make various
determinations. Eliminating a requirement for a separate planning permit for PEV
charging in addition to a building and/or electrical permit can reduce the time and cost of
Case Study
In his 2013 State of
the County Address,
Santa Clara County
Supervisor Ken Yeager
said “To further reduce
greenhouse gas
emissions, I want the
county to encourage
the use of electric
vehicles. To accomplish
this, electrical wiring
should be installed
in new homes and
commercial buildings
so that electric vehicle
chargers can be easily
added if owners
want them. To spur
that opportunity, I
am calling for the
county to update its
building codes to
include this capability
in all new residential
and commercial
construction.”
Learn more.
Sample Zoning Districts and Allowed PEV Infrastructure Uses
Zoning District AC Level 1 & 2 Charging Station DC Fast Charging Station
Low-density residential Yes Yes
High-density residential Yes Yes
Mixed use Yes Yes
Commercial Yes Yes
Industrial Yes Yes
Institutional Yes Yes
Recreational Yes Yes
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installing chargers. Alternatively, listing PEV charging as a principal or accessory use will
guide planners in how to process planning permits if they are required.
Building Codes: California’s state building codes provide uniform requirements for
buildings throughout the state. These requirements are contained in Title 24 of the
California Code of Regulations (CCR). Title 24 applies to all building occupancies and
related features and equipment throughout the state. Cities and counties in California
are required by state law to enforce Title 24 building standards. However, cities and
counties may adopt local laws (also called ordinances) to modify these state building
standards under limited circumstances because of local climatic, geological or
topographical conditions. In addition to following current building codes to ensure
safety, local governments could create ordinances to create PEV-ready building codes.
Local governments can advance PEV adoption in a way that ensures safe, cost-effective
installation of charging equipment. For example, by adopting more stringent building
codes that require PEV-ready wiring in new construction, local governments can
help meet future demand for charging and reduce or eliminate the costs associated
with future retrofitting. In addition to these benefits, PEV-readiness building codes
advance equity by ensuring access to charging for multifamily building residents and
the disabled. Requiring developers to run conduit and to plan for and provide space
for future electrical panels and/or transformers is a relatively low cost means to ensure
low-cost upgrades as the number of PEVs grows. Requiring a dedicated 40-amp circuit
in the garage for new homes or significant remodels is another low-cost strategy. When
modifying building codes, it is important to expand or upgrade electrical service in
tandem with any new prewiring requirements to ensure that load capacity can be met,
thus helping to avoid potential future costs of service interruptions and necessary
panel upgrades.
Building codes related to PEVs also can provide guidance on the following issues:
The number of circuits needed and service panel requirements
Placement of electric meters
Sourcing of electricity for on-street and lot parking
The impact of charging infrastructure on building electrical loads and local electrical
distribution
Allocation and sizing of parking spaces to accommodate charging infrastructure
Compliance with the Americans with Disabilities Act (ADA) (See Access to PEV
Charging section for more information)
Building codes provide construction standards according to building uses. These
uses can be classified as residential or nonresidential. Residential buildings are often
classified into two categories: one- and two-family homes and townhouses, and
multifamily dwellings (also called multi-unit dwellings or MUDs). Nonresidential
buildings can include business, industrial, institutional and mercantile (retail) uses. The
types of building codes a local government will need to prepare for PEV infrastructure
will depend in part on the kinds of land uses and occupancies that are most commonly
found in that city.
California’s state building codes provide uniform requirements for buildings throughout
the state, such as the California Electrical Code (Title 24, Part 3). Refer to the Zero-
More Info
The National Electric
Code has been adopted
as the California
Electrical Code (Title
24, Part 3) by the
State of California
through the California
Building Standards
Commission. Article
625 of the California
Electrical Code
contains the specific
requirements for the
installation of electric
vehicle charging
systems. Access to the
California Electrical
Code is provided by
the California Building
Standards Commission.
Lean more.
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Emission Vehicle Codes and Standards section of the Guidebook for more information
about the State Building Code. The following are voluntary measures contained in the
CALGreen Code that can currently be implemented by local ordinance.
For one- and two-family dwellings, the code calls for installation of a raceway to
accommodate a dedicated branch circuit. For multifamily residential dwellings of
three stories or less, CALGreen also calls for a minimum number of parking spaces to
be capable of supporting PEV charging. The following are relevant CALGreen code
sections.2
• A4.106.6.1 One-and two-family dwellings
• A4.106.6.2 Multifamily dwellings
• A4.106.6.2.1 Single charging space required
• A4.106.6.2.2 Multiple charging spaces required
CALGreen also offers municipalities a voluntary standard for PEV charging at
commercial, retail and other nonresidential locations.
• A5.106.5.3 Electric vehicle charging.
• A5.106.5.3.1 Electric vehicle supply wiring.
A building code’s applicability generally falls along a continuum of scope and cost
effectiveness. The continuum ranges from new construction (the narrowest scope and
the most cost effective) to remodels involving a certain percentage of a structure, and
finally, to retrofits (the widest in scope and potentially most costly, because it may apply
to existing buildings as well as new construction).
Planning for PEVs in a local building code requires flexibility. Changes in the number
of PEVs on the road, technological requirements, charging and fueling requirements
and the timeframe in which PEVs become ubiquitous may occur more quickly than the
average lifespan of a building.
2 In the 2013 CALGreen Code, these sections are numbered A4.106.6.1, A4.106.6.2, A4.106.6.2.1 and
A4.106.6.2.2, respectively.
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Recommended Actions:
General plans
• Local governments should include language about ZEV readiness in their
general plans. In general, including simple high-level policy objectives, like
a one sentence description in the circulation element of a general plan that a
community wants to work toward ZEV readiness can be sufficient.
• Local governments should stay up-to-date on the status of OPR’s General
Plan Guidelines Update, which will include more information about
incorporating ZEVs into general plans.
Zoning
• Local governments should examine their land use mix and determine in
which zoning classifications, if any, to prioritize for explicit permission in the
zoning ordinance for different types of charging. Local governments may want
to do this as part of a general land use or zoning ordinance update.
• Local governments should allow charging as an accessory use that does not
require more than a planning permit as long as charging is not the primary
purpose of the site.
• Installation of chargers should be allowed as an outright permitted or
accessory use as appropriate in zones that present the most significant local
opportunities for PEV charging.
• Charging spaces designated for PEVs should count toward meeting
minimum parking requirements for business owners and developers.
Planners may also consider reducing parking requirements in exchange for the
site host providing PEV charging spaces.
• Local governments often use density bonuses to obtain public benefits such as
contributions to parks, open space or affordable housing. Local governments
may consider including PEV-ready wiring or charging units as an option for
obtaining a density bonus when negotiating with developers who want to
build more densely on a site than the zoning code normally allows.
• Local governments should require that a minimum percentage of parking spaces
in new construction be PEV ready based on current and anticipated PEV demand.
• Zoning ordinances that allow charging as a permitted or accessory use
should tailor any additional conditions of installation to the type of
building specified in the ordinance. For example, it may not be necessary
to require signage and protection against damage to the charging unit as a
condition of permitting charging in single-family zones.
Building Codes
The following recommendations are intended to facilitate PEV charging
through building codes for commercial, high-rise, industrial and/or multifamily
developments. These recommendations should be adapted to reflect local land use
opportunities for PEV charging and anticipated PEV demand, which may vary greatly
among local governments.
• Allow charging capability to satisfy PEV readiness requirements in building codes.
• Consider present PEV charging demand in determining whether to require a
percentage of spaces with ready-to-use charging equipment in addition to PEV-
ready wiring for new single and multi-unit dwellings.
• Require a certain minimum percentage of parking spaces in new
construction be wired to be PEV-ready
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• Consider future PEV charging demand and require the layering of conduit
capable of carrying future wires or cables from the electrical room to the
charging units in new construction, where applicable. Require insets for
additional or future panels and pads for additional or future transformers.
• Require a minimum percentage of parking spaces in new construction
be wired to be PEV ready in commercial or industrial buildings, if these
opportunities represent significant opportunities locally for PEV charging.
• Address Accessibility Requirements. Refer to the Access to Charging section of
the Guidebook for more information.
• Consider updating electrical codes to allow the sizing of electrical service
for charging systems to reflect the load permitted by an automated energy
management system. The National Fire Protection Association (NFPA) has issued
two Temporary Interim Amendments (TIAs) to the 2011 National Electrical
Code, which was adopted into the 2013 California Electrical Code. TIA 11-2
and TIA 11-3 provide specific model code language that can be adopted by
local jurisdictions. For more information, refer to the Building Standards
Commission Information Bulletin 13-02.
Featured Resources:
California Green Building Standards Code: The California Green Building Standard
Code of Regulations (Title 24, Part 11), also known as the CALGreen Code, provides
both mandatory requirements and voluntary measures. Currently, all measures in
the code related to ZEVs are voluntary; however, municipalities can make them
mandatory by adopting them through ordinance.
California Electrical Code: Article 625 of the California Electrical Code (Title 24, Part
3) provides minimum mandatory requirements for the installation of electric vehicle
charging systems. Jurisdictions may further amend these requirements under limited
circumstances because of local climatic, geological or topographical conditions.
Learn More
The Department of
Energy has a Clean
Cities YouTube
Channel with several
educational videos
about permitting for
plug-in electric vehicle
infrastructure.
Case Study
The City of Berkeley
offers a standardized
and user-friendly
permitting process to
approve EV chargers
in local homes. Most
residential charging
systems in Berkeley
only require an
inexpensive over-
the-counter electrical
permit. Berkeley
also maintains a
comprehensive
website with easy-to-
understand information
about PEV ownership
and permitting. Learn
More: City of Berkeley
Website.
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Plug-In Electric Vehicle Infrastructure Permitting
Snapshot: Installing electric vehicle charging stations typically requires local
government approvals in the form of permits. Residents, businesses and other
organizations therefore benefit from permitting processes that are efficient, timely,
consistent and affordable, while ensuring safety of the installations.
Background: Many local governments in California have instituted practices that
provide a model of efficient permitting for EV charging infrastructure. The city and
county of San Francisco, for example, offer same-day permitting for Level 2 electric
vehicle chargers in single-family homes. These same-day permits can be applied for
through the Internet or over-the-counter at the building department. San Francisco’s
practice simply requires a standard electrical permit for installation of Level 2 chargers,
which is a simple practice that other jurisdictions could adopt.
According to a mid-2012 survey of San Francisco Bay Area local governments to assess
PEV readiness, more than half of local governments in the region currently issue same-
day permits for electric vehicle supply equipment in single-family residences, and 80%
charge applicants under $250 for these permits. The survey also indicated that 22% of
jurisdictions either have adopted or are in the process of adopting additional practices
to support expedited and low-cost permits for installations at all property types.
The permitting process for an EV charger installation can vary depending on where the
charger is being installed. For example, installing chargers in a large apartment building
presents a different set of issues compared to installing a charger in a single-family
home with a garage. This subsection of the Guidebook discusses PEV permitting for:
Single-family Residential Charging
Charging and Permitting in Multi-unit Dwellings
Workplace Charging
Retail and Public Sector Charging
DC Fast Charging
The method by which PEV infrastructure permits are accepted and reviewed directly
impacts the cost, schedule and customer experience. The permitting process for a
PEV charging installation can vary greatly. Current permitting practices include the
following methods.
Permit Required, Online System: Some jurisdictions have invested in online
permitting and inspection portals. The jurisdiction defines what is acceptable to be
permitted through the online system. As a result, the up-front paperwork and time to
complete the necessary permit application are reduced.
Permit Required, Over-the-Counter (OTC) with Scope-of-Work Only: This process
is similar to the online system except that the contractor deals directly with a city or
county official noting the type of job being completed. There is no detailed overview
of the installation and the permit is obtained immediately.
Permit Required, OTC with Plan Check: Plan check is defined as a technical
review of the installation and typically requires additional documentation from the
electrician. While adding time and cost to the up-front permit application process,
Case Studies
The City of Los
Angeles has
committed to
a seven-day
approval process
for installation of
EVSE, providing
that the customer’s
electrical system can
support the charging
requirement.
The County of Los
Angeles Public
Works Department
has drafted a
simple checklist
for permitting
and inspection to
provide consistency
throughout the
greater Los Angeles
area.
The Tri-Chapter
Uniform Code
Council, representing
building
departments in the
greater San Francisco
Bay Area, has
adopted uniform
guidelines for both
residential and
commercial EVSE
permits that provide
guidance for the 55
jurisdictions in the
South Bay region.
The City of Riverside
has prepared a guide
to EVSE permitting
for local residents.
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plan checks are intended to speed up the actual on-site inspection time since an
inspector has the documents that can be compared to the actual installation.
Permit Required, Plan Check: The same technical review occurs, but not
immediately. Instead, an official or third-party contractor reviews the documents
according to the jurisdiction’s process timeline; it is common for the timeframe
to be a few days to a few weeks, or longer for complicated installations such as
DC fast chargers.
PEV Permitting and CEQA Compliance
The California Environmental Quality Act (CEQA) generally requires state and local government agencies to inform
decision-makers and the public about the potential environmental impacts of proposed projects and to reduce those
environmental impacts to the extent feasible. The Natural Resources Agency maintains an interactive flowchart
summarizing the CEQA process.
The applicability of CEQA to actions that support ZEVs must be determined on a case-by-case basis and this Guidebook
does not advocate for a particular way to comply with CEQA or recommend particular exemptions. Local governments
or other lead agencies should consult with their legal counsel about how CEQA may apply to their ZEV initiatives.
If a project subject to CEQA may cause adverse environmental impacts, the lead agency must prepare a detailed study
called an environmental impact report (EIR). If a project subject to CEQA will not cause any adverse environmental
impacts, a public agency may adopt a brief document known as a negative declaration. Many local governments have
found that permits associated with ZEVs are not defined as a “project” under CEQA, meaning that no further action is
required under CEQA. Others have found that the installation of electric vehicle supply equipment or hydrogen fueling
stations may qualify as a project, but that a notice of exemption may be filed. Filing a notice of exemption completes
the CEQA compliance process. In either of these particular cases, neither an EIR nor a negative declaration needs to be
prepared.
Many local governments have determined that charger installations are not subject to CEQA. However, assessment
under CEQA is required when government funding is used for a project—such as Alternative and Renewable Fuel and
Vehicle Technology Program funding from the California Energy Commission. In these cases, lead agencies typically
comply with CEQA by filing a notice of exemption. Commonly filed exemptions include:
15301 (Class 1) for Existing Facilities
15303 (Class 3) for Small Structures
15304 (Class 4) for Minor Alternations to Land
Some local governments have found that installing PEV charging equipment can be used as a CEQA mitigation
measure in large projects when concerns exist about environmental impacts such as transportation-related impacts.
In such cases, lead agencies can use PEV charging equipment as a mitigation measure because it reduces overall
greenhouse gas emissions generated by a development.
Please refer to the Practical Tools and Templates section of the Guidebook on page 93 for the full text of each CEQA exemption.
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Single-Family Residential Charging
Snapshot: Single-family homeowners represent the largest source of demand for
plug-in electric vehicles to date. This is partially because charging in single-family
homes presents the fewest physical and institutional barriers relative to other charging
environments. Attached garages often have household outlets that can be used for
overnight charging instead of buying special equipment; and cars can generally be
parked a relatively short distance from an electrical panel, eliminating the need for
lengthy conduit or trenching. Some local governments have taken measures to require
PEV-ready wiring in new residential construction and to improve the permitting and
inspection process. Reducing the up-front costs of charging in single-family homes is
the low-hanging fruit of PEV planning. It is also the most effective way to increase the
overall value of driving electric miles, regardless of the battery capacity of specific PEVs.
Background: The permitting process for single-family residential charging can be one of
the most straightforward areas for electric vehicle supply equipment (EVSE) permitting,
and the installation is often as simple as adding a 120V or 208/240V branch circuit (for
Level 1 or Level 2 charging). The permitting process for this type of installation should
utilize the same permitting process for installing a standard electrical appliance.
Any electrical work, including the addition of a 120V or 208/240V outlet, typically
requires an electrical permit from the local building department and a subsequent
inspection to verify that work is completed in compliance with the approved permit.
Obtaining a permit generally requires the completion of an application describing
the work to be done and payment of a permit fee. Some jurisdictions allow permits
to be requested online, while others require a personal visit to city hall or the local
building department.
Variables in the permitting process can significantly affect residential EVSE installation
cost, timing and complexity. These variables can include local requirements specific
to EVSE installations, the electrician’s familiarity with these local requirements, the
type of EVSE installation and the individual permitting official’s experience with EVSE
installations. Older buildings typically have a very limited electrical capacity, which
could require upgrades. Confusion may occur for permitting and inspection officials
who are not familiar with PEVS and EVSE installations. One way to avoid this confusion
is to work with qualified electrical contractors who are experienced with EVSE
installations during the permitting process, which can also ensure a safer installation
process. Residents can verify contractor credentials to ensure they are working with
someone knowledgeable about EVSE installations.
Some common issues that may arise during the permitting process for single-family
residences may include:
Required Permitting Documentation: To obtain a permit, documentation
requirements have ranged from none, such as in online systems, to a full set
including a site plan, line drawings, load calculations and installation guide. In most
cases, a simple, hand-drawn diagram has been sufficient. Other cases, however, have
required professional drawings. Documentation requirements are not uniformly
applied across jurisdictions and, depending on the jurisdiction, they do not
necessarily mirror the complexity of the installation.
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Permitting Electrical Service Wiring & Installation Installation Inspection Electric Meter Charging
Plan Check: While processes for permitting the installation of a basic 120V or
240V circuit are established and generally do not require a formal review, some
jurisdictions have added a plan check requirement for a 240V circuit when associated
with Level 2 EVSE because of the higher electrical demands associated with this
equipment and the potential for the existing electrical service panel to become
overloaded. This step, which typically requires a formal review by an official, can take
a few hours to a few weeks. If the installation is delayed, an electrician may need to
complete additional office visits to provide documentation and answer questions,
increasing the cost of the installation. One reason given for a plan check is to
ensure a successful inspection during the first visit by the inspector. In this case, the
inspection official needs only to review the installation against the submitted plans,
which theoretically makes the inspection simpler, straightforward and timely. Online
permitting systems often eliminate preinstallation plan check requirements
Dedicated Time-Of-Use (TOU) Meters for PEV Charging: Installing a separate
or special TOU meter dedicated to PEV charging in order to obtain PEV-specific
electricity rates is an option some homeowners may desire; however, it adds a layer
of complexity to the EVSE installation. The electrician must coordinate with the local
electric utility, which can potentially add time and cost to the electrician’s work.
In addition, in early PEV installations, some permitting officials in the service areas
of California’s largest utilities expressed concern that a dedicated meter for PEV
charging in a garage might enable un-permitted garage apartments.
Limited Electrical Capacity: Older buildings typically have limited electrical
capacity. Parking areas typically have minimal electrical capacity. Most AC Level
2 chargers require a minimum of a 40-amp circuit. However, some Level 2 EVSE is
designed for a 20-amp circuit (which limits their output to 3.3 kWh). This is adequate
for many PEVs. Upgrading electrical capacity can be very costly and could trigger
requirements to bring the properties electrical up to today’s building codes.
Additional challenges may include general familiarity with the topic, how to interpret
codes and understanding local permitting requirements.
The following diagram shows the basic order for permitting and using a PEV charger.
Recommended Actions:
Implement Online Permitting for Residential Charging: Cities and counties are
encouraged to enable homeowners and licensed contractors to submit PEV charger
permit applications online for installations at a predetermined complexity level to
reduce the number of time-consuming visits to government offices. When online
permitting is not available or feasible, a simple over-the-counter permit process can
suffice. A plan check could be avoided for a vast majority of standard EVSE installations.
Case Study
The City of Riverside
allows water heater
replacements to have
a virtual inspection in
which the contractor
emails photos to the
city inspector. Cities
and counties may wish
to consider photo
inspection for simple
EV installations.
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Provide Outreach and Resources: Local governments are encouraged to provide
information or hyperlinks on their websites as resources for defining residential EVSE
permitting requirements. Outreach material may also include PEV benefits and types,
available EVSE options and other PEV resources to prepare homeowners and licensed
contractors. For more information, see the Public and Business Engagement section
of this Guidebook.
Ensure Permitting Officials are Knowledgeable about EVSE Requirements: A
number of organizations exist that can provide helpful training on EVSE to local
government. See the ZEV Incentives and Outreach section for more information.
Integrate Residential Charging Permit into Standard Electrical Permitting: For AC
Level 1 and Level 2 EVSE, there is little difference between an EVSE installation and a
standard appliance installation. Local governments should work to include permits for
single-family residential charging in their standard electrical permitting process.
Establish Reasonable Permitting Fees: There are two primary cost components of
permitting a residential EVSE installation: the permit fee and the electrician’s indirect
costs to complete the paperwork, including time and material necessary. For a
jurisdiction issuing a permit, the cost of the permit should cover the time necessary
to issue the permit (including necessary plan checks), as well as the time to inspect
the installation. However, the manner in which a permit fee is calculated varies; a flat
fee can be based on a published fee schedule, the total project cost or the scale of
the project. The permit cost should be kept at a reasonable price.
Ensure an Efficient Inspection Process: There are several different strategies
available for local governments to ensure an efficient inspection process. Options
may include giving a specific window of time for a visit, doing spot checks,
establishing trusted relationships with specific installers or online inspection using
digital photographs. Measures taken should be consistent with safety requirements
to ensure that the EVSE is properly installed.
Develop Clear Procedures: It is important to ensure that local utilities are aware of
installations and that utilities work with residents to offer metering options. Working
cooperatively, local agencies and utilities are encouraged to develop procedures for
acceptable design and metering options.
Featured Resource: Streamlining the Permitting and Inspection Process for Plug-
In Electric Vehicle Home Charger Installations: The California Plug-In Electric Vehicle
Collaborative created a report providing recommendations and references so that
jurisdictions can create improved procedures for permitting and inspection of in their area.
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Case Study
CityFront Terrace is a mid-rise condominium community in the Marina District of
downtown San Diego. Residents of CityFront Terrace were interested in electrical
vehicle charging station options. With assigned underground parking spaces far
from the residents’ individual living unit, electric meters located on upper floors and
common area meters on commercial rates subject to demand and time-of-use impacts,
this project proved to be a challenge. The property and facility managers, homeowners’
association and residents all worked together to identify a solution that allowed for
lower cost electric vehicle charging rates, individual billing and flexibility of charging
units for each resident. After reaching a compromise to the design, installation and
billing plan, CityFront Terrace agreed they would install 20 individual meters wired
directly to the utility side of the building electrical supply via one of the main buses.
Wiring hubs on each floor of the parking garage would allow for wiring to individual
parking places. Each individual requesting vehicle charging would pay an equal
portion of the up-front capital expenditure for the project and purchase/own their own charging unit for installation in their
space. Each resident secures the required liability insurance referenced under SB 880 in California for potential liability that may
occur from these units being located within a common area. Under this arrangement, each resident receives their monthly bill
directly from San Diego Gas & Electric and sees firsthand their individual time-of-use behavior and resulting cost savings from
the utility’s special, low EV rates.
Charging and Permitting in Multi-Unit Dwellings
Snapshot: Multi-unit dwellings (MUDs), which include apartment and condominium
buildings, make up a significant percentage of the housing in many California
jurisdictions. As such, they represent a large potential source of plug-in electric vehicle
adoption in the future since most charging occurs at home. Identifying clusters of
MUDs and understanding their proportion of the land use mix within a local jurisdiction
will help planners target PEV readiness priorities for this housing type.
Background: Many multi-unit EVSE installations are straightforward and very similar to
commercial installations. However, some are complicated by physical space or electric
distribution limitations and/or by ownership and management issues. The physical
challenges faced by MUD residents, owners and management groups include:
Limited parking: In many multifamily complexes, especially older ones, parking
spaces are at a premium, and there may not be room to install charging equipment.
Long distance between electrical panels and parking spaces: A new 208/240V
PEV charging circuit may require connection between the charger location and the
tenant’s or building owner’s electrical panel. In MUDs, the electrical panel may be in the
residential unit and located hundreds or even thousands of feet from the parking area.
Inability to take advantage of off-peak charging rates: A new meter and utility
service may be required to take advantage of off-peak PEV charging rates. Since most
multifamily units have meters that are clustered together in a central location, there
may not be space to add another meter.
Limited electrical capacity: Older buildings typically have a very limited electrical
capacity. Parking areas typically have minimal electrical capacity. Most AC Level
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2 chargers require a minimum of a 40-amp circuit. However, some Level 2 EVSE is
designed for a 20-amp circuit (which limits their output to 3.3 kWh). This is adequate
for many PEVs. Individual units in older apartments or condominium may only have
a 60-amp service or less. Upgrading electrical capacity can be very costly and could
trigger requirements to bring the property’s electrical up to today’s building codes.
Variable costs associated with installation: Costs for MUD installations largely are
determined by existing electrical capacity and distance from the electrical panel
to the parking space. Cost mitigation strategies can include placement of charging
equipment in guest parking spaces or other common areas. While these high costs
can be significantly reduced if EVSE capacity is included in the construction phase,
other approaches must be considered for existing buildings.
When installing charging equipment, the California Electrical Code requires electrical
capacity for the charging equipment to reflect the full load charging capability of the
equipment, plus an additional 25% capacity buffer, in order to prevent circuit overload.
If multiple charging stations are installed, planners and utilities have historically
had to assume that all might be in use simultaneously when determining electrical
needs. However, the need to upgrade electrical panels in existing buildings may be
reduced by the use of energy management software, which can monitor and regulate
the additional load brought by PEV charging. A tentative interim amendment to the
National Electrical Code has been issued, which allows the EVSE load on a service panel
or feeder to reflect the maximum load permitted by an automatic load management
system. To view this amendment, visit the NFPA website. Local governments have to
amend their codes in order to utilize the tentative interim amendment.
Other difficult issues surrounding installing EVSE in multi-unit dwellings relates to
the governance structure of these properties. Rental units are controlled by property
managers or property owners. Condominiums and townhomes often have homeowner
associations (HOAs) with elected boards of directors and contracts that govern the
use of both private and common area space. Installing charging units at the deeded
or assigned parking spaces may be physically impossible or impractical, requiring
alternative options such as use of visitor parking, common space or other options. Any
of these options will require approval by property managers and HOAs.
The rights and responsibilities of HOAs and PEV owners for charging in common-interest
developments (condominiums, co-ops and other ownership MUDs) are outlined under
California law by Senate Bill 880 (Corbett, Chapter 6, Statutes of 2012). The basic purpose
of this law is to ensure that PEV drivers are not unreasonably prohibited from installing
charging equipment, either in their deeded or designated parking spaces or in common
areas. HOAs must allow charging in common areas only if installation in the PEV owner’s
deeded or designated space is impossible or unreasonably expensive. If a driver has
exclusive use of a charging station in a common area, HOAs must then enter a license
agreement with the PEV driver, who must meet the following conditions:
The charging station meets all applicable health and safety standards as well as
all other applicable zoning, land use or other ordinances or land use permits. The
applicable safety standard for AC Level 1 or Level 2 charging is UL 2594, Standard for
Safety of Electric Vehicle Supply Equipment. For DC fast charging, the standard is UL
2202, Standard for Safety of Electric Vehicle Charging System Equipment.
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1
Tenant or unit owner
requests PEV charging.
4
Consult with the
electric utility on
existing service
capacity, metering
options and rates.
Assess the physical
layout of the property
and the distances from
parking areas to
electrical panels.
Evaluate existing
capacity of electrical
panels serving
individual units and
common areas.
32
5
Evaluate existing
policies and constraints
such as deed restrictions,
common area usage
policies and design
issues.
8
Evaluate available options,
i.e. 120V outlet vs 240V
EVSE; existing capacity of
property infrastructure;
shared charging vs.
individual unit installations.
Adopt any necessary
revisions to policies and
procedures to accomo-
date PEV drivers and
comply with SB 880.
Establish approval
process for tenants and
unit owners and cost
recovery procedure. Select
charging equipment to
meet MuD requirements.
76
Establish installation
procedure. Approve
charging station
installation.
12
Obtain permit and
install.
Obtain local jurisdiction
inspection; utility
installs equipment as
needed.
Plan for the future, such
as ecienc y upgrades to
increase available electrical
capacity or necessary
upgrades to building
electrical infrastructure.
1110
Primary Responsibilities/Roles:Tenant or Unit Owner Property Owner/Manager Electrician Utility
9
The charging station meets all applicable measurement standards pursuant to the
Business and Professions Code, Division 5.
The charging station complies with the HOA’s architectural standards for the
installation of the charging station.
A licensed contractor is engaged to install the charging station.
Within 14 days of approval, provide a certificate of insurance that names the
association as an additional insured party under the owner’s homeowner liability
coverage policy for $1,000,000 (except when existing wall outlets are used).
Pays for the electricity usage associated with the charging station.
The HOA can also compel current and future owners of the charging station to pay for
maintenance, repair or removal of the charging station and for any resulting damage to
the station, common area or exclusive-use common area. Importantly, the law allows,
without a full HOA member vote, a portion of the common area to be used for utility
lines or meters to support charging in a deeded or designated parking space. The
provisions of this law are in Sections 1353.9 and 1363.07 of the Civil Code. Note that
Senate Bill 880 does not apply to apartment buildings.
While many challenges exist to installing MUD charging, it is clear is that local governments
can play a key role in solving these challenges. In some cases, the solutions may involve
adjusting local regulations, such as new construction codes to require prewiring of EVSE.
However, in many situations, the most effective role of local government may be outreach
to residents and property managers about MUD permitting challenges and solutions. For
an overview of how the MUD permitting process may look, refer to the following diagram.
Case Study
San Diego Gas &
Electric created an
easy-to-understand
guidance document
for members in their
community titled
Prepping for Plug-In
Electric Vehicles at
Condos, Townhomes,
and Apartments.
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Recommended Actions:
For MUD Landlords or Owners
• Poll residents to find out their current and future interest in PEVs. A survey is
provided in the Practical Tools and Templates section of the Guidebook.
• Determine Parking Configuration for PEVs in MUD on case-by-case basis.
Multi-unit dwellings come in a variety of configurations. Parking arrangements for
these residential buildings are equally diverse, ranging from deeded or assigned
parking to no parking at all. If AC Level 2 charging at a tenant’s assigned parking
space is not feasible, other possible PEV charging options include:
• Equipment
• Set up AC Level 1 charging (120 volt).
• Install charging equipment that can serve more than one PEV.
• Use charging equipment with advanced technology to address issues
such as electricity metering, billing and payment for electricity and
access by multiple users.
• If electrical capacity is an issue, consider using an energy management
system to control or limit simultaneous charging.
• Location
• Consider reassigning parking places so PEV drivers can park where it’s
cheapest to install charging.
• Install EVSE in guest parking spaces.
• Examine nearby municipal lots, business buildings or shopping malls for
available overnight charging and consider partnerships or agreements.
• Suggest parking at on-street charging locations close by.
• Provide or refer to alternative charging options such as workplace, public
charging, DC fast charging or car-sharing services.
• Cost
• Bundle the cost of electricity with the cost of parking.
• Adopt energy efficiency measures to free up electrical capacity in the building.
For Local Governments
• Ensure landlords and MUD owners are familiar with SB 880 requirements.
• Develop and deploy an EVSE permit checklist: Develop and utilize an EVSE
permit checklist that references all required elements for approval of a permit. This
allows a permitting agency to determine if certain criteria are being met, such as
proof of electrical capacity. It also highlights that MUD charging installation will
vary depending on the specific case. A checklist template has been provided in the
Template section of the Guidebook.
• Fast-track approval of MUD EVSE projects: As discussed in the explanation
of the charging pyramid, home charging is essential for PEV readiness. As such,
local authorities may give priority to MUD permit applications since these EVSE
installations are necessary for home charging. In addition, MUD inspection
approvals may be fast-tracked.
• Develop clear procedures to ensure that local utilities are aware of MUD
installations and that utilities work with MUD residents to offer metering
options: Working cooperatively, local agencies and utilities are encouraged to
develop procedures acceptable design and metering options.
• Publish submittal and plan check requirements for EVSE projects: Local
agencies are encouraged to make informational materials available (for over-the-
Case Study
Google’s Mountain
View, Calif.,
headquarters has one
of the world’s largest
workplace charging
programs. Google’s
parking lot features AC
Level 1 and 2 charging
stations that are used
by employees and the
company’s growing
car-sharing program for
their employees called
GFleet. Google has a
goal to make 5 percent
of its campus parking
EV ready. There are
no fees for employees
or guests to use the
charging equipment.
Learn more.
Learn More
Electric Vehicle
Everywhere
Workplace Charging
Challenge: The
Department of Energy
initiated a program
in early 2013 that
promotes employers
placing electric
vehicle chargers in
their workplaces.
Many businesses,
including national
and international
companies, have
already signed on
to this program. See
a current list of all
companies.
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counter and online distribution) containing the requirements for EVSE permitting
and installation.
• Share case studies of successful MUD installations so that other MUD
applicants can review a template and process that worked.
Featured Resource:
The California Plug-In Electric Vehicle Collaborative is working on a multi-unit
dwelling guideline. The publication will include information about multi-unit
dwelling charging installations and case studies. To check on its completion, visit the
PEV Resource Center.
More Info
If you are a business
that wants to offer
your customers or your
employees the benefit
of charging, check
out the PEV Resource
Center’s information for
businesses. For a list of
considerations to share
with employers, refer to
the Practical Tools and
Templates section of
this Guidebook.
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Workplace Charging
Snapshot: Workplaces present a significant, and largely untapped, opportunity for
plug-in electric vehicle charging. After residences, they are the single most important
environment for PEV charging. Vehicles are generally parked at workplaces for many
hours every weekday, making it possible for them to recharge completely before the
commute home. This allows more people to commute with battery electric vehicles,
reduce pollutants and greenhouse gas (GHG) emissions and increase electric miles
traveled for plug-in hybrid electric vehicles. The ability to charge at work enables
those with longer commutes to drive PEVs and may encourage PEV adoption by those
for whom residential charging is unavailable, cost-prohibitive or logistically difficult,
particularly residents of older multi-unit dwellings.
Background: Private and public employers can demonstrate real environmental
leadership, reduce criteria pollutants and achieve GHG reduction goals
while attracting and/or retaining top-notch talent and enhancing the company’s brand
as socially and environmentally responsible by adding PEV charging for employees
and customers.
Implementing workplace PEV charging is typically easiest where a business/
organization is in complete control of their entire location. With singular control of
the key pieces of real estate parking area, building and electrical service, it can be a
straightforward process to establish PEV charging opportunities for employees. The
situation can involve more steps for employers or employees at companies with a more
complex building ownership/parking arrangement at their site. There have been many
successful installations under complex ownership structures when there are clearly
defined expectations, close coordination and a division of responsibilities.
Given that most employees are at work for 8-10 hours each day, Level 1 (120V) charging
from a common, often available outlet can offer a less expensive and less complicated
solution. However, the ability to charge several cars at once or in sequence using Level 2
equipment makes faster charging a potentially attractive option as the PEV population
grows at a facility.
The permitting process for workplace charging is one of many variables that employers
may have to consider when installing workplace charging. Some of the other
considerations include:
Cost (installation, maintenance, operation, etc.)
Developing an internal policy regarding charging vehicles (i.e., determining protocol
for plug-sharing among employees)
Buy-in from senior management
Getting employees interested in using the system
Liability issues
Choosing the appropriate EVSE network, EVSE vendor and electrical contractor
Complying with the Americans with Disabilities Act
Obtaining approval from property or parking garage owners
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Gaining insight into IRS rules regarding employee benefits as it relates to subsidizing
workplace charging (For information, view IRS Publication 15-B regarding tax code/
fringe benefits for transportation.)
Pricing of electricity provided at the worksite to employees
Evaluating future infrastructure needs during the initial installation
Understanding the federal and state grant process for the purchase and installation
of EV charging equipment — how to apply, what terminology to use
Apportioning charging spaces between employees and the public; understanding
the conditions when public access is required
Recommended Actions: Successful efforts to establish a workplace charging
opportunity for PEV owners depend on the employee, employer and/or building owner
being fully informed about the challenges and benefits. Local governments can play
a key role in helping share information about workplace charging with interested
employers and helping guide them through the permitting process.
Share Information with Interested Employers about Installation Guidelines.
Local governments can help provide information about the benefits of workplace
charging for employers of all sizes in the community.
Local governments should help employers to identify any special local fire,
construction, environmental or building requirements that may be required.
Local governments should provide an easy-to-fill-out application for workplace
permitting.
Local government can set an example by installing chargers for their employees
and for public use.
Local governments can consider if they have opportunities to provide
workplace charging for their employees.
Featured Resource: Workplace Charging Case Studies: The California Plug-In Electric
Vehicle Collaborative is creating a workplace charging case studies publication and
charging decision-making guides, as well as a best practices document with CALSTART.
To check on their completion, visit PEV Resource Center.
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Retail and Public Sector Charging
Snapshot: Most plug-in electric vehicle charging occurs at home, followed by charging
at the workplace. To extend electric miles and give consumers confidence to travel
wherever they choose, or to provide for access for those who might not be able to
charge where they live, a robust and well-planned public electric vehicle supply
equipment (EVSE) infrastructure is necessary. These chargers can be located at public
parking lots, retail chains, tourist destinations, entertainment venues and airports.
Research shows that retail stores offering public charging keep customers in their
stores significantly longer. Several websites and mobile apps allow drivers to find these
stations and plan their routes accordingly.
Background: The cost to install electric vehicle charging infrastructure for retail or
public sector charging varies widely, depending on a multitude of factors. These
factors include charging level, type of charger, existing electrical infrastructure, facility
characteristics, permitting considerations, desired location of charging stalls at the
property and installation cost. Charger hardware cost will depend largely on the
choice of features and preference for design or brand, similar to the pricing range for
automobiles and other consumer technology.
If the charging equipment can be installed close to an adequately sized electrical
panel, the cost of installation can be minimized. The installations that require long
conduit runs, concrete or asphalt cutting, ground trenching and/or panel upgrades cost
significantly more.
All commercial electric vehicle charging equipment installations will require a
permit. In general, only a building or electrical permit will be required. However,
if extensive landscape, parking lot, electrical or structural alterations are involved,
the services of an engineer and/or architect, as well as electrical design consultant,
may be necessary. In these cases, additional permits may be required covering the
appropriate project elements.
Recommended Actions:
Permitting agencies should be available to answer questions about retail and
public sector charging early in the planning process to help ensure the timely
installation of chargers.
Permitting agencies should create a similar or duplicate permitting application
for workplace and retail charging installations because both types of charging
impacts have many similarities.
Local Governments can provide general information about retail charging
services. Local governments can use existing resources, such as the featured
resource, to share information about current payment options to interested
companies.
Featured Resource: Plug-In Electric Vehicle Handbook for Public Charging Station
Hosts: The Department of Energy provides a handbook about plug-in electric vehicles
for public charging station hosts. It is mainly for site hosts who are considering a charging
station, but it also has helpful information for local governments to share with site hosts.
Case Study
The City of Thousand
Oaks partnered with
ECOtality and Ventura
County Air Pollution
Control District to fund
and install the first
Blink DC Fast Charger
in Ventura County at
the Thousand Oaks
Transportation Center.
The center is a local
transit hub for the
Ventura–LA county
region located along
the Ventura Freeway
(Route 101) at Rancho
Road. Learn more.
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Fast Charging
Snapshot: Fast charging typically is defined as the capability to deliver more than
20 kW in a 30 – 60 minute period. Compared with Level 1 or Level 2 charging, direct
current (DC) fast charging entails a much higher cost (currently $20,000 – $50,000 plus
installation costs). The electrical supply to the site must be commercial-grade, typically
440 – 480-volt 3-phase AC; however, a few fast chargers are available using 208-volt AC.
Some commercial enterprises view DC fast charging as a business opportunity, similar to
operating a gas station. Unlike gas station customers, however, PEV drivers may visit DC
fast chargers infrequently, depending on their need to travel a greater distance on a given
day. Fleets may require DC fast charging to meet their higher daily mileage requirements.
Background: DC fast charging (DCFC) installations offer a number of benefits and
opportunities:
Rapid charging for PEV drivers who need to travel longer distances and do not want
to wait or cannot wait for the time it would take using Level 1 or 2 charging.
The ability to own or operate a PEV when charging can be a challenge at their home,
workplace or destination. Finding a nearby DCFC station can offer a PEV driver an
alternate place to charge.
DC fast charging installations also raise a number of challenges for property owners
and utilities, specifically:
• The higher power requirements of a DCFC installation may require costly
additional electrical service upgrades at the site.
• Demand-based electricity rates can result in significantly higher electricity costs
to the site host through demand charges.
Recommended Actions:
Carefully select the site for the DC fast charging based on available voltage,
location, ease of access and use. Site selection for DCFC may be difficult because of
the need for high-voltage electrical service. Industrial sites more commonly have this
service, but should be avoided as sites unless they are adjacent to a major roadway
or freeway, are well lit and provide safe and convenient locations for charging
customers. Other sites with available voltage include supermarkets, some big box
stores and hospitals.
When considering a site, conduct a full building site electrical load evaluation
with the potential DCFC loads. This will show if demand charges are likely to be
incurred at the facility.
Site selection should carefully consider the travel patterns of PEV drivers in the
region. Examples of some PEV drivers that may use a fast charging include those in
high-density areas with limited access to installing chargers (such as apartments or
condominiums), and those traveling between cities along interregional corridors.
Convenient locations right off major freeways or at easily accessible, high-traffic
locations are important to consider.
Understand available options for DC fast chargers and provide chargers that
offer CHAdeMO and SAE combo connections. A few DC fast chargers are 208 –
220-volt AC 20 kW. Charging with a 20-kW DC fast charger will take twice as long
Case Study
Several California
utilities have developed
tools and resources for
local residents.
PG&E Plug-In Electric
Vehicle Savings
Calculator – Provides
an illustration of
potential costs and
savings associated with
plug-in electric vehicles.
SCE Plug-In Car Rate
Assistant – Allows
Southern California
Edison customers to
identify a rate plan that
will give them savings
on their electricity
bill when charging a
plug-in.
Case Study
The California Public
Utilities Commission
reached a $122.5 million
dollar settlement with
NRG Energy Inc. that will
fund the construction
of a statewide network
of charging stations for
PEVs, including at least
200 public fast charging
stations and another
10,000 plug-in EVSE
“make-ready” units at
a minimum of 1,000
locations across the
state by end of the 2016.
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as fast charging with a 50-kW model, but it will still take less than an hour to get an
80% charge for most PEVs. These fast chargers may assist site hosts in avoiding or
lessening demand charges. PEVs such as the Nissan LEAF and Mitsubishi i-MiEV use
the CHAdeMO connector for DC fast charging. The Society of Automotive Engineers
(SAE) Combo DC fast charging connector has been adopted by eight automakers,
including GM, Ford, Chrysler, BMW, Daimler, Volkswagen, Audi and Porsche. In 2013,
vehicles that use each type of connector will be on the road; therefore, it is generally
recommended to install a DC fast charger capable of charging both CHAdeMO and
the SAE Combo.
Determine the appropriate fast charging permit. In most cases, permits for fast
charging are within the typical scope of business for authorities having jurisdiction. A
conditional use permit may be required, necessitating additional time and resources.
Develop a fast charger parking count procedure. Those with jurisdiction should
include EVSE or DC fast charging spaces as part of the overall required parking ratios
to ensure that installing a fast charger does not bring a fast-charging host to fall
below minimum municipal parking requirements.
Develop landscape policies for fast charger installation. Installing DC fast
charging equipment in landscaped areas of a parking lot can be the least intrusive
installation area so that the charge cord can reach the maximum number of cars.
Local governments could consider strategies to allow for equipment installation in a
landscapes area without reducing the required landscape ratio.
Allow the installation of vertical infrastructure. Some DC fast charging
installations may require a vertical installation, such as a light, sign or security
camera. Local governments should consider how approval for a vertical installation
could be incorporated to their current permitting process.
Ensure zoning compatibility. Installing a DC fast charger should not require specific
zoning classifications for the installation. Consider adopting policies that ensure that
a DC fast charger installation is compliant with current zoning.
Ensure an efficient inspection process. There are several different strategies
available to local governments to ensure an efficient inspection process. Options
include giving a specific window of time for a visit, doing spot checks, establishing
trusted relationships with specific installers and/or an online inspection using digital
photographs. Measures taken should be consistent with safety requirements. Local
governments should determine if the DC fast charging permitting process could be
completed without requiring a full plan review.
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Working with Utilities
for Plug-In Electric Vehicle Readiness
Snapshot: Charging a plug-in electric vehicle is typically cheaper than fueling a
gasoline car, especially when consumers charge at home overnight using off-peak
electricity rates. Paying off-peak rates of $0.10 per kWh is equivalent to paying around
$1.00 per gallon of gasoline. California utilities are already anticipating and planning
for the widespread deployment of PEVs to manage the growing electrical load.
Coordination with utilities and local governments can facilitate the preparation for
anticipated increase in electrical load.
Background: Studies and modeling by a number of groups, including the Electric
Power Research Institute, have shown that California’s electrical grid can easily handle
large numbers of PEVs. However, isolated problems could occur in neighborhoods that
have a concentration of PEVs if the utility is not aware of local EVSE installations and
locations in which a large number of vehicles plug in during peak utility load periods.
Utilities in California are divided into two groups: municipal utilities governed by
local district boards or city councils and investor-owned utilities that are private
corporations governed by their boards of directors and regulated by the California
Public Utilities Commission (CPUC). The CPUC has been investigating issues related to
the implementation of PEV charging for several years under Rulemaking 09-08-009 and
has issued two decisions that are important to industry stakeholders and PEV drivers.
The first major policy decision (Phase 1, issued June 2010) addresses the issue of
whether private businesses that sell electricity for the purchase of vehicle charging
should be considered utilities and therefore subject to regulation by the CPUC. In its
decision, the CPUC set a goal of encouraging competition in this new market and
determined that businesses that sell PEV charging services should not be defined
as utilities. AB 631 (Ma, Chapter 480, Statutes of 2011) codifies this decision and
specifies that a facility that supplies electricity to the public only for use to charge a PEV
does not make the person or corporation a public utility as defined under California
Public Utilities Code Section 216.
The second CPUC decision (Phase 2, issued July 2011) provides additional direction to utilities
on PEV-related charging issues, including rate design, provision of submeters to track PEV
energy use, involvement of utilities in the promotion of PEVs and other issues. The decision
prohibits IOUs from owning/operating equipment outside their own fleets or workplace
charging for utility employees. Municipal utilities, while not subject to CPUC regulation, are
closely watching the direction that the CPUC is taking, as often they are required by the state
legislature to implement policies similar to those required of the investor-owned utilities.
Recommended Actions:
Utility Notification of EVSE Installation: Utilities have been working closely with
automakers, infrastructure suppliers, electricians and local governments to prepare
for the deployment of PEVs. They have reached agreements with automakers and
EVSE installers on an “automatic option/affirmative opt-out” notification system, in
which automakers or infrastructure providers facilitate a customer’s ability to notify
utilities of PEV purchases. Utilities have also been active in educating consumers and
Case Study
Smart City San Diego,
then-Mayor Jerry
Sanders and the San
Diego Zoo created
a solar photovoltaic
canopy that charges
PEVs in the Zoo parking
lot. One of the first of its
kind in the country, the
project uses solar energy
to directly charge PEVs,
store solar power for
future use and provide
renewable energy to the
surrounding community.
The solar-to-EV project
serves as a new energy
infrastructure blueprint
that can be replicated
throughout the region
and beyond. Learn more.
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58 Office of Planning & Research – State of California
local governments on the importance of providing notification of EVSE installations
so that utilities can plan for necessary infrastructure upgrades. The current system,
while helpful, does not capture all PEV purchases.
• Key Action: A useful addition to the existing communication between
utilities and local governments would be for local jurisdictions that issue EVSE
installation permits to notify utilities when permits have been issued. This will
help utilities ensure that there is sufficient capacity for increased electrical load.
• As part of a standardized permitting application and checklist, include
a check box that permits the local agency to share EVSE information
with the local utility and establish a process for efficiently sharing that
information with the local utility.
Electricity Rate Information and Metering: Several factors will influence the
electricity rates for charging a PEV, including frequency that the vehicle is charged
at home, all other electric household load tendencies, total electrical load and
daytime versus nighttime charging. Many California utilities offer special time-of-use
(TOU) rates to encourage PEV owners to charge during nighttime off-peak hours
when utilities have surplus capacity. Most PEV users, including fleet and residential
customers, already find it convenient and cost effective to charge overnight. Some
TOU rates, however, require customers to install additional electrical equipment
and utilities to install additional metering equipment. Additional meters can result
in higher installation costs and longer installation time. Some utilities have created
excellent online rate calculators to help customers evaluate their options.
• Key Action: Customers should contact their local utility for more information
about the most cost-effective time to charge and for information about special
utility PEV TOU rates.
Submetering: In Phase 2 of Rulemaking 09-08-009, the CPUC directs utilities to
explore submetering. Submetering directs a portion the electrical usage of the PEV
from the rest of the household and potentially allows a homeowner or a third party
to manage the billing considerations associated with the flow of electricity through
EVSE to a PEV.
• Key Action: Submetering is a major shift in the way electricity is metered and
may give customers more options. Many technical and market considerations
are being investigated to determine how these new options will be
implemented. Check with the local utility for the most up-to-date information
about submetering.
Commercial Charging and Demand Response Programs: Most commercial rates
vary by time of day and season. Commercial rates include monthly demand charges
based on the maximum amount of electricity or peak load. Some California utilities
offer rates for PEV charging: contact the local utility to see if this program may be
available. There are currently no special PEV rates for commercial customers.
• Key Action: To save money, some customers choose rates that allow the utility
to interrupt service when supply circumstances demand it. Additionally, many
sophisticated building energy management systems enable managers to
balance a variety of loads to ensure that demand charges are minimized even if
there are several chargers being accommodated at a single location or property.
Integration of PEVS with Renewable Energy and Efficiency Strategies: As
technologies evolve, some vehicle batteries could eventually serve as distributed energy
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59 Office of Planning & Research – State of California
storage assets that can help provide a variety of grid services, including frequency
regulation (balancing supply and demand), via two-way connections to the grid.
• Key Action: Commercial and residential customers can integrate solar
photovoltaic power into their home energy mix. To the extent that solar power
can substitute for more expensive grid-tied power, utilizing solar power to
directly charge vehicles may be a cost-effective option, with the added benefit
of further reducing greenhouse gas (GHG) emissions. In addition, through
vehicle-to-building (V2B) connections, it may be possible for future PEVs to
provide backup power to homes or offices during a power outage. If installing
solar panels prior to an EVSE installation, the solar project could still be sized to
accommodate future EV charging.
DC Fast Charging: Unlike 240-volt AC Level 2 chargers that take 3 to 8 hours to fully
recharge a depleted battery pack, DC fast chargers can recharge a PEV more quickly.
While rapid charge times are beneficial, DC fast charging installations raise a number
of challenges for property owners and utilities, specifically:
• The demand on the utility of instantaneous high voltage may require utility
upgrades to existing infrastructure
• The current rate structure can result in high electricity demand charges
Featured Resources: All major California utilities have plug-in electric vehicle (PEV)
infrastructure programs. The scope may vary by utility provider, but generally, they
include working with city officials to develop residential electric vehicle supply
equipment (EVSE) procedures, planning for local infrastructure enhancements,
providing time-of-use rates and meter options and working in partnerships to
demonstrate public infrastructure programs. These programs include:
California Municipal Utilities Association (CMUA), Electric Trans. Committee
LA Department of Water and Power (LADWP)
Pacific Gas & Electric Company
Sacramento Municipal Utility District
San Diego Gas & Electric
Southern California Edison
PEV Resource Center Information on Charging and Electricity Rates
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Plug-In Electric Vehicle Infrastructure
and Equipment Accessibility
Snapshot: The zero-emission vehicle community is working toward the introduction
of vehicles and infrastructure to enable the widest possible range of ZEV usage by
anyone who wishes to use them. To that end, vehicles, locations, infrastructure and
equipment must be accessible to all users. Plug-in electric vehicles need charging in
a range of locations. The Governor’s Office of Planning and Research is developing
voluntary guidelines to address physical accessibility at PEV charging stations. Fuel cell
electric vehicle fueling generally follows the accessibility requirements for common
gasoline fueling. Because FCEV fueling and PEV charging station equipment includes
“self-contained, closed systems,” it must be purchased in accordance with the Statewide
Information Management Manual (SIMM), Section 25. The requirements listed in the
SIMM, Section 25 are based upon Section 508 of the U.S. Rehabilitation Act.
Physical Accessibility for Plug-In Electric Vehicle Charging: The Governor’s Office
of Planning and Research is currently working to develop voluntary guidelines that
address physical accessibility standards and design guidelines for the installation of PEV
charging stations in California. Once finalized, the guidelines will address accessible
PEV charging stations on both public and private sites and within public rights of way.
Recommendations will be added into this Guidebook once the guidelines are published.
It is important to recognize that individual organizations, whether public or private,
may have their own internal policies regarding how they ensure that these services are
accessible and meet federal and state accessibility standards. For example, the State
of California has its own internal policy for the state’s Department of General Services
regarding accessibility of its PEV fleet and charging facilities. Such policies may address
aspects of access or related issues that are specific to an individual organization. The
recommendations that will be provided in this section are not intended to alter or
supplant any standards or policies that an organization already may have in place.
Charging and Fueling Equipment Accessibility Requirements (Section 508 of the U.S.
Rehabilitation Act): Any entity that receives federal, state or local government funding
to build PEV and FECV fueling stations must adhere to current electronic accessibility
requirements regarding the availability and use of charging equipment or devices.
The requirements of Section 508 and California Government Code 11135 basically
ensure that any machinery that contains embedded software needs to be designed and
installed in such a fashion so that a person with a visual, auditory, cognitive or physical
disability can operate it easily and independently. For example, this means it must
provide auditory output and tactile discernible buttons for persons with low-vision or
blindness. This is not an exhaustive list, and the United States Access Board provides a
complete list of Section 508 requirements. The State of California Building Code also has
specific requirements that address these issues in Chapter 11B of the California Building
Code. Similar machines covered by Section 508 are copiers, fax machines, rapid transit
ticket dispensers, automated teller machines and card readers.
If there are questions regarding the requirements of Section 508, California Government
Code 11135 or Chapter 11B of the California Building Code, contact the Disability
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61 Office of Planning & Research – State of California
Access Services unit of the California Department of Rehabilitation. Email questions to
DASinfo@dor.ca.gov.
Featured Resource: Plug-In Electric Vehicles: Universal Charging Access Guidelines
and Best Practices (DRAFT): The Governor’s Office of Planning and Research has
developed draft guidelines that recommend accessibility standards and design
guidelines for PEV charging stations. When completed, a final version will be included in
the Guidebook.
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63 Office of Planning & Research – State of California
Fuel Cell Electric Vehicle Readiness
Snapshot: There are several actions that local governments can take to become fuel
cell electric vehicle ready. These steps include identifying fuel cell electric vehicle
infrastructure needs in the community, permitting hydrogen fueling stations and
understanding the characteristics of hydrogen.
Background: Hydrogen fueling stations are similar to conventional gasoline stations
so they will not be located as ubiquitously as EV charging stations. This is due to the
longer driving range of fuel cell electric vehicles compared to the driving range for most
battery electric vehicles.
The goal is to increase the number of hydrogen fueling stations and the geographic coverage
of the stations to ensure that a sufficient number of early adopters consider purchasing a fuel
cell electric vehicle. The number of hydrogen stations in early market communities will need
to increase and additional stations will be required expand the market.
A station’s location, and its ability to encourage customer adoption of FCEVs, represents
one-half of the equation. The other half is whether anticipated vehicle volumes will
prove adequate to allow station operators to create a retail hydrogen fuel market.
The approach to station placement during early commercialization provides an
important foundation toward balancing the coverage with capacity utilization
principles. This focuses the earliest vehicle deployments on a few target areas in key
California regions. The underlying strategy for fuel cell electric vehicle readiness is to
create a network that meets the needs of the earliest adopters, while making sure that
station operators are able to build a business case for selling hydrogen.
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64 Office of Planning & Research – State of California
Identifying Fuel Cell Electric Vehicle
Infrastructure Needs in Communities
Snapshot: A local community’s network of fueling infrastructure supports convenient
use of fuel cell electric vehicles by local residents. Ensuring adequate fueling
opportunities for FCEVs will also help expand the statewide ZEV market. This section
of the Guidebook explains how to identify infrastructure needs in local communities.
Recognizing the most effective locations for hydrogen fueling will continue to improve
as more data on FCEV usage is collected.
Background: In working to bring FCEVs and stations to market, several studies have
determined that adequate fueling infrastructure must come before vehicles and that
stations must be in customer-friendly locations that are convenient to home and work.
Existing gas and compressed natural gas stations are ideal locations. Research from UC
Irvine indicates that people will not drive very far out of their way to fuel.
Launching FCEVs and the supporting hydrogen fueling infrastructure is a significant
undertaking and requires considerable planning and coordination with local
governments, community residents and other stakeholders. Automakers begin
engineering development three-to-five years in advance of vehicle deployment, along
with vehicle testing, automotive supplier development, manufacturing preparation
and marketing plans. To execute these capital investments, which amount to billions
of dollars, an infrastructure plan must give automakers a high level of confidence that
their customers will have access to hydrogen fuel.
Hydrogen Use Today
The U.S. safely produces and uses over 9 million tons of hydrogen per year for processes including petroleum refining,
fertilizer production, pharmaceuticals, food processing and manufacturing.
The number of commercial sites utilizing stationary fuel cells powered by hydrogen for baseload or back-up power
generation is rapidly growing.
Stationary fuel cells are installed in a third of California counties. These installations represent almost 35 megawatts of
installed capacity. For more information, visit the California Stationary Fuel Cell Collaborative website.
Hydrogen-powered forklifts have been favored by major warehouses as an economical solution to materials handling.
These forklifts require similar hydrogen dispensing stations needed for vehicles.
Hydrogen has been recognized as an energy storage solution to curtail excess renewable energy production.
Hydrogen has been demonstrated as a suitable transportation fuel for various vehicles: cars, buses, motorcycles, space
shuttles, airplanes, locomotives and marine vessels. Today, fuel cell electric cars and buses are the main drivers bringing
hydrogen fueling stations to a retail environment globally. In fact, more than 60 hydrogen stations have been approved for
operation in the U.S.
The latest information on installed hydrogen stations in California can be found on the California Fuel Cell Partnership website.
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65 Office of Planning & Research – State of California
Hydrogen Station Planning: Through a collaborative process, substantiated by data
and modeling conducted at UC Irvine and UC Davis, the California Fuel Cell Partnership
determined that an initial network of 68 stations operating statewide by 2016 would
enable the launch of the early commercial market of 10,000-30,000 FCEVs. Before FCEVs
are sold or leased on a larger scale, consumers must have confidence that they can fill
up near their homes, jobs and key destinations throughout California. At the same time,
hydrogen stations must have an adequate supply on a daily basis and during peak hours to
supply the growing number of vehicles. Providing customers with sufficient locations will
initially result in a greater available hydrogen supply than needed, but location and station
coverage are essential for early adopters to take full advantage of FCEVs’ long range.
Through individual and joint meetings over more than a year, automakers and
stakeholders identified the areas where they expect to find their first customers. To
determine the most likely locations for FCEV customers, participants considered:
Demographic information, such as household income, cars per household,
population and land use considerations
Individual automaker market assessments
California Energy Commission/Air Resources Board Vehicle Survey for battery electric
vehicles and plug-in hybrid electric vehicles, as noted in the 2011-12 Investment Plan
Hybrid vehicle, plug-in hybrid electric vehicle, battery-electric vehicle and natural gas
vehicle registrations
Geographic distribution for the hydrogen stations fell into areas defined as clusters,
connectors or destinations. These definitions serve as broad geographic descriptions
of early market communities in which hydrogen stations are currently and will likely
be located in the future. Some of these areas may have more than one existing,
forthcoming or recommended station.
Cluster: A small geographic area with a high percentage of potential early FCEV adopters
Connector: A city or community that links clusters and seeds new communities
Destination: A city or community that is a popular destination and seeds new communities
Market: An area that can include two or more clusters, e.g., Los Angeles County, San
Francisco Bay Area
The five initial cluster communities are:
Berkeley
South San Francisco, Bay Area
Santa Monica and West Los Angeles
Torrance and nearby coastal communities
Irvine and Southern Orange County
The goal is to increase the number of stations and geographic coverage to ensure an
adequate number of early adopters have the confidence that the infrastructure is sufficient
and growing, which will in turn increase their consideration of purchasing a FCEV. With 45
stations in the cluster communities and 23 additional stations seeding additional markets
as well as promoting wider travel, California will have an initial network of 68 hydrogen
stations that give customers the freedom to drive almost anywhere in the state.
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Current Progress: California is working toward having 68 hydrogen stations
throughout the state in planning or with funding committed by 2016 in order to serve
the thousands of FCEV drivers expected in the early years of commercialization. About
half of the 68 stations are in process—open, in planning or have funding committed.
The DriveClean Website includes links that list currently available hydrogen station
locations, and H2Stations.Org has a website with hydrogen stations worldwide.
Several automakers plan to introduce FCEVs to the California commercial market around
2015. The following figure shows the results of the most recent vehicle survey conducted
by the State of California for the volume of anticipated FCEVs that could be on the road
during 2011-2017 should the network of hydrogen stations become available.
Future Hydrogen Station Plans: After the initial network is built, hydrogen fuel
demand should closely follow vehicle sales, which will lead to increased vehicle
sales growth and more station development. Slower growth may require fewer or no
additional stations, and faster growth may encourage a quicker and broader rollout
of hydrogen stations. In other words, 68 stations are capable of serving thousands
of vehicles. If 50,000 vehicles were on the road, upwards of 100 stations would be
necessary to ensure the network has enough capacity for additional vehicles. Building
additional stations or completing station upgrades to meet market demands will be
necessary to serve this expected FCEV population.
Recommended Action:
Contact the California Fuel Cell Partnership for inquires about installing a
hydrogen refueling stations. Email: info@cafcp.org.
Featured Resource: A California Road Map: Bringing Hydrogen Fuel Cell Vehicles
to the Golden State: The California Fuel Cell Partnership’s report describes the
infrastructure needed to successfully launch the commercial FCEV market.
600,000
500,000
400,000
300,000
200,000
100,000
0
2010 /11 survey
2009 2010 2011 2012 2013 2014 2015 2016 2017
Estimated FCEV Sales
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67 Office of Planning & Research – State of California
Permitting Hydrogen Fueling Stations
Snapshot: Fuel cell electric vehicles are at the cusp of transitioning into the early commercial
market. According to automaker surveys and publicly announced plans, the commercialization
of fuel cell electric vehicles is scheduled to begin in the 2015-2017 timeframe. Building the
initial network of strategically placed hydrogen dispensing stations for FCEVs is critical to
support the early deployment of these advanced vehicles on a commercial scale in California.
Codes, standards and regulations have been and continue to be developed to enable a
smoother permitting process and the retail sale of hydrogen as a fuel.
Background: Hydrogen has been produced and employed for industrial, power-
generation, energy storage and transportation purposes for decades. Hydrogen is
developing into one of several major fuel types for advanced clean vehicles.
Safety codes and standards are in place to ensure the safe production, storage, handling and
use of hydrogen in the U.S. Some local governments have had experience with codes (e.g.,
NFPA 1, NFPA 2, NFPA 52, NFPA 55, NFPA 70, ICC codes adopted by the state) and standards
(e.g., ASME, CGA, CSA, SAE and UL) as they relate to industrial, commercial and fueling
infrastructure projects that incorporate hydrogen. However, most jurisdictions have limited
experience with hydrogen so there is a need for authorities having jurisdiction (AHJs) to
become more knowledgeable of hydrogen codes, standards and fueling equipment as well
as the FCEVs themselves. This is especially important as the number of planned hydrogen
dispensing stations substantially increases in conjunction with the market introduction
of FCEVs in the 2015-2017 timeframe. Local governments and other key stakeholders will
require education and outreach to address the following types of concerns.
Local Zoning Codes: Until recently, most hydrogen dispensing stations were built for
specific vehicle fleets and to provide experience with designing, installing and operating
a station, such as those built through the Department of Energy Technology Validation
Programs. The market has evolved over the past few years, and hydrogen stations are
now being installed in retail settings alongside gasoline and natural gas dispensers. This
trend is anticipated to continue with the majority of hydrogen stations collocating with
existing gasoline sites. In California, jurisdictions are responsible for writing or adopting
their own zoning codes. As such, the rules that govern the construction of hydrogen
stations may differ, sometimes substantially from one jurisdiction to another. Some
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jurisdictions may have specific language that covers hydrogen stations in an industrial
zone, but not in a commercial zone. Others may simply group hydrogen in with all
automotive fuels and, therefore, may allow it in commercial zones. Some jurisdictions
may require design reviews or specific discretionary approvals to proceed, while in
others hydrogen dispensers may be installed in existing fueling stations by right or
entitlement. Sorting out these rules and understanding how they should be applied
can present challenges for station builders and permitting officials alike, especially as
hydrogen stations move from industrial settings to retail locations.
Technology Certification: The codes and standards specific to hydrogen distribution,
storage and dispensing have been developed by standard development organizations,
the National Fire Protection Association, the International Code Council and with
support from the Department of Energy and other entities. Nationally Recognized
Testing Laboratories are publishing test and design standards for hydrogen station
components and continue to move toward greater standardization of hydrogen
station components. Local officials may find few listed components and assemblies at
hydrogen stations in the early commercialization stage. Key stakeholders are working
to establish consistent processes for equipment review.
The Preparing Permitting Authorities box provides useful resources for permitting
authorities regarding codes and standards, best practices, safety and available case studies.
Recommended Actions:
Presubmittal Review: Prospective permit applicants are recommended to meet with
permitting officials before submitting an application. Permitting officials are encouraged
to offer a presubmittal review, which provides an opportunity to avert potential issues
that may delay the permitting process or lead to the denial of an application.
Authorities Having Jurisdiction (AHJ) are encouraged to make the applicant aware of
• any special concerns relating to the proposed hydrogen station site
Preparing Permitting Authorities
The Department of Energy offers an online training course for code officials. The Introduction to Hydrogen for Code
Officials provides an overview of hydrogen and fuel cell technologies, how they are used in real-word applications
and references for related codes and standards.
H2BestPractices.org offers an online best practices manual providing suggestions and recommendations pertaining
to the safe handling and use of hydrogen. It contains a hydrogen safety checklist, hydrogen facility design
considerations, change control form and a wealth of other information and templates.
The Department of Energy presents examples of operational hydrogen fueling stations throughout the nation on its
Hydrogen Fueling Station Case Studies webpage.
Regulations, Codes and Standards (RCS) Template for California Hydrogen Dispensing Stations, developed by the National
Renewable Energy Laboratory, provides information on codes and standards that could help the design and construction and
regulatory approval of hydrogen dispensing stations. The report also includes permit templates and an example permit.
The California Fuel Cell Partnership offers educational materials for authorities having jurisdiction and first responders.
CaFCP also conducts workshops for AHJs and first responders in California communities where FCEVs and hydrogen stations
currently exist or are planned. To schedule a workshop, contact CaFCP’s Safety & Education Specialist (info@cafcp.org).
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• local zoning codes and amendments that may have not been considered in the
draft application
• history of issues with similar projects in the jurisdiction and other key insights for a
successful project plan during the presubmittal review
Project applicants are encouraged to provide AHJs with information about
• hydrogen station technology
• any codes, standards and regulations related to hydrogen station development
used for other projects
• how certain codes have been interpreted or amended in other jurisdictions
Open communication between local AHJs and hydrogen station developers is especially
vital when local codes have not been adopted for certain aspects of the project.
Community Support: Hydrogen station developers and automakers should prepare
high-level presentations and/or educational materials about hydrogen as a fuel,
commercialization plans for fuel cell electric vehicles, emergency response and other
appropriate topics for the public. Extensive and ongoing outreach to the general
public—especially local elected officials, businesses and residents—in the local area
has proven to be advantageous for projects in California.
Periodically Communicating Safety Plan: As with any project that could impact
the health and safety of a community, a hydrogen station operator should develop
a project safety plan that addresses potential risks and impacts to personnel,
equipment and the environment. The plan should describe how project safety is
communicated and made available to the operating staff, neighboring occupancies
and local emergency response officials. A communication plan that employs regular
dissemination of safety procedures and practices is critical to avoiding potential
safety incidents and assure proper incident response.
Other Regulatory Requirements
• California Environmental Quality Act (CEQA): Installing a hydrogen station
generally fits the definition of a project under CEQA. Local governments have
taken a range of actions under CEQA to install hydrogen fueling stations,
including filing categorical exemption or preparing a negative declaration.
Most of the recently built hydrogen stations have used categorical exemptions.
Commonly filed exemptions for hydrogen stations are
• 15301 (Class 1) for Existing Facilities
• 15303 (Class 3) for Small Structures
It is recommended that agencies enforcing the CEQA statue refer to exemptions
granted by other enforcing agencies.
California Accidental Release Program (Cal-ARP): Hydrogen dispensing stations
are exempt from the California Accidental Release Program (Cal-ARP) if less than
10,000 pounds of hydrogen is stored or processed on site. It is recommended that
Cal-ARP enforcement officials contact California Emergency Management Agency
for information on the program.
Featured Resource: The California Air Resources Board, with assistance from the
California Fuel Cell Partnership, is developing the Hydrogen Community Readiness Kit
(H2CRK) for the public, industry stakeholders and safety officials. When completed, it
will be posted to Drive Clean.
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Characteristics of Hydrogen as a Fuel
Snapshot: Hydrogen is widely recognized as a suitable fuel for transportation and has
been classified as such by the State of California (Senate Bill 76 – Committee on Budget
and Fiscal Review, Chapter 91, Statutes of 2005). As with all automotive fuels, the safety
factors associated with hydrogen need to be properly assessed and understood as it is
deployed in retail fueling stations. This section provides information about hydrogen as
it relates to safety considerations in the design and permitting of constructed facilities
and in properly managing incident response.
Background: Industry has used hydrogen in vast quantities in the petroleum refinery
process, as an industrial chemical and as fuel for space exploration. This developed an
infrastructure to produce, store, transport and utilize hydrogen safely. Hydrogen is no
more or less dangerous than other flammable fuels, including gasoline and natural gas.
In fact, some of hydrogen’s differences actually provide safety benefits compared to
gasoline or other fuels. However, all flammable fuels must be handled responsibly. Like
gasoline and natural gas, hydrogen is flammable and can behave dangerously under
specific conditions. Hydrogen can be handled safely when guidelines are observed and
the user has an understanding of its behavior.
The following lists some of the most notable differences between gaseous hydrogen
and other common fuels.
Hydrogen is lighter and smaller than other fuels: Hydrogen is the lightest and
smallest element in the universe and diffuses rapidly. The small molecular size
increases the likelihood of a leak, but its low weight results in very high buoyancy
and diffusivity. Industry takes into account the buoyancy and diffusivity of hydrogen
when designing structures to confine hydrogen safely.
Hydrogen is odorless, colorless and tasteless: Most human senses will not detect
a hydrogen leak. For these and other reasons, industry often uses hydrogen sensors
to detect hydrogen leaks and has maintained a high safety record using them for
decades. By comparison, natural gas is also odorless, colorless and tasteless, but
industry adds a sulfur-containing odorant, called mercaptan, to make it detectable
by the human sense of smell. Today, researchers are investigating methods that
might be used for hydrogen detection, such as odorants benign to fuel cells, gaseous
tracers and advanced sensors.
Hydrogen flames have low radiant heat: When hydrogen does ignite, it burns with an
invisible or near-invisible flame. Heat and water are produced when hydrogen combusts
in air. Since hydrogen is carbon-free, hydrogen air flames are void of the carbon products
common with combustion of a hydrocarbon. A hydrogen fire radiates significantly less
heat compared to a hydrocarbon fire as a result of being carbon-free. Since the flame
emits low levels of heat near the flame (the flame itself is just as hot), the flame is more
easily contained and the risk of secondary fires is usually lower than a hydrocarbon fire.
This fact can have a significant impact for the public and rescue workers.
Combustion: In order for a fire to ignite, an adequate concentration of fuel, the
presence of an ignition source and the right amount of oxidizer (like oxygen) must
be present at the same time. Hydrogen has a wide flammability range (4 – 74% in
air) and the energy required to ignite hydrogen (0.02 megajoule) can be very low
compared to gasoline and natural gas. The wider flammability range presents an
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increased probability of ignition, but the likelihood that a flammable mixture will form
in air is reduced by the dispersion characteristics of hydrogen and higher ignition
energies along the upper flammability limit. At low concentrations (below 10%) the
energy required to ignite hydrogen is higher—similar to the energy required to ignite
natural gas and gasoline in their respective flammability ranges—making hydrogen
realistically more difficult to ignite near the lower flammability limit. Furthermore,
the lower flammable limit for hydrogen (4%) is higher than gasoline (1%), which
means that a greater percentage of hydrogen in the air is required than gasoline to
ignite. If conditions exist where the hydrogen concentration increases toward the
stoichiometric (most easily ignited) mixture of 29% hydrogen (in air), the ignition
energy drops to about one fifteenth of that required to ignite natural gas (or one tenth
for gasoline). See the following chart for more comparisons.
Asphyxiation: Any gas can cause asphyxiation. In most scenarios, hydrogen’s buoyancy
and diffusivity make hydrogen unlikely to be confined where asphyxiation might occur.
Toxicity/Poison: Hydrogen is nontoxic and nonpoisonous. It will not contaminate
groundwater, because it is a gas under normal atmospheric conditions, nor will a release of
hydrogen contribute to atmospheric pollution. Hydrogen does not create harmful fumes.
Fire safety professionals in California can expect greater likelihood of encountering
more transportation-related applications using hydrogen, especially as the number
of hydrogen refueling stations grow in the coming years. The following section
recommends actions that fire safety officials should consider in order to prepare for
permitting applications or emergency response related to hydrogen.
Recommended Actions:
Develop Up-To-Date Emergency Response Guidelines for Hydrogen-Powered
Vehicles: Emergency response training officers should use available training programs
and materials related to hydrogen vehicles, such as those available through the
Office of the State Fire Marshal, Department of Energy and National Fire Protection
Association. Auto manufacturer guidelines are typically available online through their
websites. For further information, contact the California Fuel Cell Partnership.
Fuel Comparisons
Property*Hydrogen Gasoline Vapor Natural Gas
Flammability
Limits** (in air)4 – 74%1.4 – 7.6%5.3 – 15%
Minimum Ignition
Energy (mJ)0.02 0.20 0.29
Flame Temperature
(ºC)2045 2197 1875
Stoichiometric
Mixture 29%2%9%
* The properties vary with pressure, temperature, ignition energy and water vapor content. The values
listed are true at standard conditions.
** Lower flammability limit is true for upward flame propagation. The influence of propagation direction
on flammability decreases as percent of fuel in the air increases.
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Assess Training Needs for Content Relating to Personnel: Fire service
organizations need to assess hydrogen-related training needs for response, fire
inspection, permitting and fire training personnel. Instructional materials and
training programs are available for fire professionals. Refer to Preparing Fire
Personnel for existing education and training programs.
Periodically Review Fire Codes and Standards: Codes and standards help dictate
safe building and installation practices. NFPA 2 is a single-source document for
permitting hydrogen facilities (stations, repair facilities, etc.). The goal is for the
International Fire Code to reference NFPA 2 and, therefore, be adopted by the
state. NFPA 2 (2011) is currently undergoing revision for publication in 2015. It is
recommended to check periodically for updated codes and standards or reports
that seek to provide clarification of previously published codes and standards.
For instance, the Fire Protection Research Foundation publishes hydrogen-related
reports periodically that may provide clarity and guidance to jurisdictions.
Featured Resource: Hydrogen Safety Fact Sheet: The Fuel Cell and Hydrogen Energy
Association’s fact sheet describes the safety of hydrogen and compares its properties to
other gases and fuels.
Preparing Fire Personnel
The Department of Energy offers online training courses for emergency responders and permitting officials.
Introduction to Hydrogen Safety for First Responders acquaints first responders with hydrogen, its basic properties
and how it compares to other familiar fuels; hydrogen use in fuel cells for transportation and stationary power;
potential hazards; initial protective actions should a responder witness an incident; and supplemental resources
including videos, supporting documents and links relevant to hydrogen safety.
The Hydrogen Safety Bibliographic Database provides references to reports, articles, books and other resources for
information on hydrogen safety as it relates to production, storage, distribution and use. In addition to bibliographic
references, the database provides select full text documents or links to other websites that offer these documents.
H2Incidents.org is a database-driven website intended to facilitate the sharing of lessons learned and other relevant
information gained from actual experiences using and working with hydrogen. The focus of the database is on
characterization of hydrogen-related incidents and near misses, and ensuing lessons learned from those events.
Pipeline and Hazardous Materials Safety Administration provides first responders with 2012 Emergency Response
Guidebook, a free go-to manual to help deal with hazmat accidents during the critical first 30 minutes. The
guidebook covers many hydrogen-related topics pertinent to first responders.
The California Fuel Cell Partnership offers educational materials for first responders and authorities having
jurisdiction. Visit www.er.cafcp.org for links to other useful resources. CaFCP also conducts workshops for first
responders and AHJs in California communities where FCEVs and hydrogen stations currently exist or are planned. To
schedule a workshop, contact CaFCP’s safety & education specialist (info@cafcp.org).
Hydrogen Highway Listserve is a forum for asking questions, discussing or sharing information related to hydrogen,
fuel cell vehicles, fueling stations, codes and standards, permitting, etc.
The Fuel Cell & Hydrogen Energy Association publishes the Hydrogen and Fuel Cell Safety Report, a monthly
electronic publication that provides information about developing hydrogen and fuel cell codes and standards and
related safety information.
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Growing the Zero-Emission Vehicle
Market in Local Communities
Snapshot: Local governments should inform residents and businesses about zero-
emission vehicles, charging and fueling infrastructure and actions under way in
the community to become ZEV ready. Key, high-level messages can highlight ZEV
availability and benefits such as lower total cost of ownership, issues related to the
environment and health, and can leverage state and national outreach campaigns.
The primary focus, however, should emphasize community-specific ZEV activities and
information such as local ZEV policies.
Background: This section of the Guidebook contains chapters on partnering with
community stakeholders, engaging with the public and businesses, installing ZEV
signage, greening public and private vehicle fleets and ZEV support opportunities.
Incentives already exist at the national and state level to encourage ZEV adoption, and
additional local incentives can be created with little cost.
Each chapter in this section provides guidance and tools that will help ensure ZEV
readiness goals are understood and supported by all stakeholders in the community
and that those in a position to make the change to ZEV technology are fully aware of
local ZEV-related benefits and opportunities.
Case Study
The Bay Area Air Quality
Management District
provides an example
of some of the actions
that air districts may
be working on in your
region. Learn more
about the district’s
efforts to help the Bay
Area get PEV ready.
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Partnering with Community Stakeholders
Snapshot: Creating partnerships with local associations and community stakeholders,
such as business or environmental groups, provides an opportunity to leverage existing
private and nonprofit expertise and experience in government planning and outreach
for zero-emission vehicle readiness.
Background: Local associations and community stakeholders are key allies in ZEV
adoption because of the information and expertise they can provide. For example, they
can educate businesses and consumers about ZEV benefits, act as a common voice for
the ZEV industry in the community or facilitate dialogue and plans among the various
community stakeholders.
A number of regional PEV readiness plans have been developed that assess efforts in six
areas of the state and are an excellent resource for more specific regional information
(see Featured Resources). Local planning for ZEV readiness should tie in to these
ongoing and future efforts.
One example of an effective partnership available to all California regions is the DOE-
supported Electric Vehicle Infrastructure Training Program (EVITP), which has developed
a training and certification curriculum. The program can conduct local community
workshops for public officials for a nominal instructor fee; local governments can pool
together support for a full-day regional workshop. For more information, contact
Robert Meyer at the California Employment Training Panel.
Case Study
The Business Council on Climate Change is a partnership of 100+ San Francisco Bay Area businesses committed
to reducing greenhouse gas emissions and has developed an EV Guide for Business. Although aimed at Bay Area
businesses, it contains useful information applicable statewide.
The Los Angeles Economic Development Corporation created the E-Mobility Task Force with the mission of
developing a comprehensive Los Angeles County EV deployment plan. They are working to increase plug-in EV
adoption rates, collect vital data, maximize infrastructure design and effectiveness and foster and support the
county’s EV industry cluster.
San Francisco-based public-private collaboration Charge Across Town, supported by a declaration from Mayor
Ed Lee, successfully held its first annual EV Week in 2012. Electric vehicle manufacturers, EV charging equipment
businesses, solar companies and community nonprofits participated in an expo that had more than 10,000 visitors
each day, hosted over 400 ride-and-drives and garnered extensive media coverage.
Plug In Santa Barbara is bringing electric vehicle charging stations to the Central Coast and making it easier to use
EVs in Santa Barbara County. Supported by a group of cities, businesses and utilities, Plug In Santa Barbara is a one-
stop resource for local plug-in electric car buyers, with information on all the new models, home charging, charging
rates, government incentives, permitting requirements and the benefits of connecting solar electric systems into
charging facilities.
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Several organizations throughout the state may be helpful during the ZEV planning
process. Following is a partial list of local, regional and statewide organizations to
consider involving in community planning or training.
Plug in America (nationwide)
EV Project (nationwide)
Electric Vehicle Infrastructure Training Program (nationwide)
California Fuel Cell Partnership (statewide)
California Plug-in Electric Vehicle Collaborative (statewide)
CALSTART (statewide)
The Business Council on Climate Change (Bay Area)
Los Angeles Economic Development Corporation “e-Mobility task force” (Los Angeles)
SoCal EV (Southern California)
California Center for Sustainable Energy (Statewide emphasis)
Department of Energy’s Clean Cities Program
• San Diego Region
• Coachella Valley
• Western Riverside
• Long Beach
• Southern California Association of Governments
• Los Angeles
• Antelope Valley
• Central Coast
• San Joaquin Valley
• Silicon Valley
• San Francisco
• East Bay
• Sacramento
Recommended Actions:
Create partnerships with local associations and stakeholders to further ZEV
readiness in local communities.
• If an appropriate organization does not currently exist, consider creating one.
Establish training programs for local officials and EVSE installers. The training
program can include utilities, automakers and other relevant stakeholders.
Work with the regional readiness plans that have been or are being developed
with funding from the Department of Energy or California Energy Commission (see
Featured Resources).
Contact the local Metropolitan Planning Organization and Air Quality
Management District to learn more about the ZEV work happening in local regions
and any potential resources that may be available.
• Air districts are county or regional governing authorities that have primary
responsibility for controlling air pollution from stationary sources. Get regional
contact info and a statewide overview.
• Metropolitan planning organizations are responsible for regional transportation
planning. Find the appropriate regional contact.
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Featured Resources: Regional Readiness Plans. The California Plug-In Electric Vehicle
Collaborative has published regional PEV readiness plans that are part of the Plug-In
Electric Vehicle Readiness Project supporting regional planning and infrastructure
development. For more information, view the Regional Readiness Plans.
San Francisco Bay Area and Monterey Area
Central Coast
Southern California
Sacramento
San Diego
San Joaquin Valley
The California Energy Commission has provided grants to continue regional planning
for these six regions plus three others:
North Coast
Coachella Valley
Northern Inland Region (upstate)
Free PEV Charging
State and local governments, employers and businesses may choose to offer free PEV charging as one of the ways to
incentivize PEV driving. Here are some considerations to address if offering free charging.
Private Businesses: Providing free charging to employees has raised questions about whether it is a reportable
benefit. The IRS has not included any express language concerning the consequences of providing free charging for
employees in the tax code. For more information, view IRS Publication 15-B regarding tax code/fringe benefits for
transportation. Private businesses should check in with the IRS about offering free charging.
Private Organizations: For private organizations that give free electricity to customers, this is simply a perk of
shopping at their store and no further action is needed.
State Agencies: There are state rules and labor contracts restricting some agencies to offer free charging. However,
other departments can offer free charging.
Local Government: The California Constitution prohibits local government from gifting public funds or gratuitously
providing anything of value to any individual, municipality or corporation. However, local governments may
appropriate public funds for any public purpose without violating the provision against gifts. There is no additional,
outright restriction on local governments offering free charging; they must simply determine that it benefits a public
purpose.
Free charging is one of many options to encourage the use of PEVs, but the choice to offer free charging should be
determined by local policy decisions and budgets.
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Zero-Emission Vehicle Incentives and Outreach
Snapshot: While local governments can offer incentives, policies and support for zero-
emission vehicle adoption, these will ultimately have little effect if consumers and ZEV
infrastructure operators are unaware of the benefits. The creation of ZEV incentives,
such as free parking, and direct engagement with residents and local businesses about
ZEVs and ZEV incentives are equally important for ZEV readiness.
Background:
Incentives
• Federal and State Incentives: Both California and the federal government offer
significant financial incentives to ZEV owners and infrastructure operators, such
as grants and tax credits, as well as nonmonetary incentives such as HOV lane
access. Ensuring the public is aware of these benefits should be the first level of
outreach.
• Local Incentives: In addition to state and federal incentives, there are several
local government incentives offering residents and businesses help with
outreach and encouraging ZEV adoption. While some include financial benefits,
such as providing free charging at public charging stations, most do not involve
significant costs.
Communication
• Local Residents: Residents will need information on what types of charging
equipment are available. For PEVs, residents will need to know how to have
charging equipment installed in their homes, how to find local contractors
trained and certified to install charging infrastructure and how to contact their
local electric utility to address service and rate program upgrades. Residents
also will want to know where to find regional public charging infrastructure and
whether there are local incentives for vehicles or charging equipment. For FCEVs,
residents will need to know where fueling stations are available.
• Local Businesses and Dealers: Employers and retail outlets in the community
will need information on what to consider when deciding whether to install
charging or hydrogen fueling infrastructure. Guides such as the Bay Area
Business Council’s Electrify Your Business provide information about statewide
policies and information. It is also helpful to have specific local information
available, such as employers or employer associations that have implemented
ZEV readiness measures or a list of local dealer contacts, infrastructure vendors
and installers.
Recommended Actions:
Provide Charging and Parking Incentives for ZEVs: Local agencies should consider
adopting policies and ordinances that promote installation of charging and fueling
infrastructure and parking incentives for ZEVs. Some options include:
• Offering free parking for ZEVs in metered spaces or paid parking lots
• Designating reserved parking for ZEVs in preferential locations
• Reducing parking requirements for developers or businesses when significant
EVSE are installed and/or ZEV car-sharing agreements are implemented for PEVs
• Offering free public charging for PEVs when appropriate
More Info
The California Air
Resources Board
has a “Drive Clean”
Buying Guide. This site
contains a full listing of
existing federal, state
and local incentives
available to ZEV
purchasers, sortable
by region, technology
and incentive
type. Note that tax
credits associated
with EVSE are also
listed. This research
can be shared with
community residents
who are interested in
purchasing a ZEV.
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Recognition for Businesses Offering ZEV Benefits: Programs that recognize
businesses in the form of a public award or by allowing them to advertise a
“ZEV-friendly” label can be a good, low-cost incentive for local businesses and
organizations to install infrastructure or implement policies.
Articulate Incentives and Outreach:
• Create a “one-stop shop” online tool, possibly through a city or county website,
with links to state and national campaigns as well as unique local content.
• Send DriveClean staff information about local incentives so that they can be
included in their comprehensive incentives database. Email lchilada@arb.ca.gov
with details.
• Distribute information through other formats such as local print and electronic
media, social networks, over-the-counter handouts at city hall and at local
restaurants, retail establishments and auto dealers, public signage and other
local distribution.
• Coordinate ride-and-drive events with local ZEV dealers or manufacturers at
public events or large employers’ workplaces to familiarize consumers with ZEV
technology, and use these forums to present information about incentives.
• Coordinate with local utilities to provide information about any preferential rates
or pricing they may offer to PEV owners, such as time-of-use rates, and about
expected electricity costs for transportation as they may compare to gasoline.
Encourage Development of Community Plans and Collaboration between
Neighboring Communities: Ensure that charging and hydrogen stations are installed
in maximally useful locations, that all electrical load requirements are met for PEVs and
that overall ZEV readiness planning happens with a coordinated approach.
Featured Resources:
Plug-in Electric Vehicle Communication Guides: The Plug-In Electric Vehicle
Collaborative developed eight guides with information on California-specific topics,
such as the benefits of driving PEVs, fuel costs and currently available vehicles.
Fuel Cell Electric Vehicle Benefits: The California Fuel Cell Partnership’s website
explains the benefits of FCEVs and the issues of air pollution, global warming and
petroleum dependence.
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Zero-Emission Vehicle Signs and Pavement Markings
Snapshot: Signs and pavement markings are important elements of zero-emission
vehicle infrastructure, serving to inform ZEV drivers of available charging and fueling
services and to help enforce ZEV-related rules and laws. Signs also help increase ZEV
market visibility, which can help to grow adoption in local communities. Throughout
the state, ZEV signs and markings must be uniform and consistent in their appearance
and placement, allowing them to be clearly recognizable to motorists. This section
summarizes current standards, guidance and options for signage and street markings
under state regulations. It also outlines the steps required to install ZEV-related signage
and pavement markings.
Background: Although many ZEV drivers use smartphones or computers to locate
charging and fueling stations, finding them can often be challenging. It will continue
to be important to have adequate and consistent signage. Moreover, drivers are
accustomed to having street signage that indicates where gas stations are located, so
the same information should be provided for ZEV charging and fueling. Well-placed,
visible signs can safely direct a driver to a station better than a mobile device, keeping
the driver’s eyes on the road, reducing distractions and potentially collisions, while
increasing the visibility of the ZEV industry. Proper signage also raises awareness and
confidence in the availability of PEV charging and hydrogen refueling stations.
The California Department of Transportation (Caltrans) has issued comprehensive
standards for ZEV signage in its Traffic Operations Policy Directive 13-01, released
in March 2013. The directive incorporates new ZEV-related signs and pavement
markings into the California Manual on Uniform Traffic Control Devices (MUTCD),
which ensures uniformity and consistency in signs, markings and signals. The California
MUTCD provides standards (mandatory or specifically prohibited practices), guidance
(recommended practices) and options (permissive practices) that may modify standards
or guidance. State law and federal regulations require signs, markings and signals
placed on California’s public roadways to comply with the requirements of the MUTCD.
Devices or signs installed on private roadways and parking also should be consistent
with the MUTCD to be enforceable.3 While the California MUTCD exists to ensure
signage consistency throughout the state, it allows for some local flexibility in the
placement and usage of signs.
3 23 CFR 655.603, and California Vehicle Code, Section 21401
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HYDROGEN
HYD
FA ST FA ST
ELECTRIC
VEHICLE
CHARGING
STATION
General Service Signs and Plaques Parking Signs
General Service Supplemental Plaques
“HOV” Highway Signs
Information about these signs can be found in Figure 2I-1(CA), Table 2I-1(CA)
and Section 2I.01 of the CA MUTCD.
Guidance on these signs can be found in Figure
2B-24(CA), Table 2B-1(CA) and section 2B.46 of the
CA MUTCD.Information about these signs can be found in Figure 2I-1 and 2I-1(CA), Tables
2D-1(CA) and 2I-1(CA); ans Section 2I.02 of the CA MUTCD.
These signs can be found in Figure 2G-1(CA)
of the CA MUTCD.
G66-22G
G66-22H
R113A(CA)
R113(CA)
R112(CA)
G66-21A(CA)
R86-4(CA)
R93A(CA)
M6-1
G66-21C (CA)
G66-21B (CA)
R114(CA)
R114A(CA)
M5-1
M6-2
G66-21C (CA)
G66-21 (CA)
M5-2
M6-3
1 2 MILE
P
EXCEPT FOR
ELECTRIC
VEHICLE
CHARGING
EXCEPT FOR
EV CHARGING
P
4
86AMPMTO
CHARGING
EV
HOUR
4 HOUR
86AMPMTO
ELECTRIC
VEHICLE
CHARGING
UNAUTHORIZED VEHICLES NOT
CONNECTED FOR ELECTRIC
CHARGING PURPOSES
WILL BE TOWED AWAY
AT THE OWNER’S EXPENSE
RECLAIM TOWED VEHICLES AT
(Insert Address)
OR BY TELEPHONING
(Insert Telephone Number)
CVC 22511
Optional Off-street Pavement Markings
Information about these pavement markings can be
found in Figure 3B-108(CA) and Section 3B.20 of the
CA MUTCD.
LEFT
LANE
HOV 2 +
ONLY
24 HOURS
VEHICLES WITH DMV
CLEAN AIR DECAL OK
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Guidance Signs for ZEV Fueling and Charging: Roadway signs that guide ZEV drivers
to refueling and charging stations are known as “general service” signs under state
regulations. General service ZEV signs consist of:
Highway signs to indicate that ZEV charging or fueling service is available at a given
highway exit or turnoff
Where necessary, follow-up signage to direct the driver to a charging or fueling
station
Placement of these guidance signs on highways and local streets improves safety
and convenience for ZEV drivers. For a general service sign to be added onto a state
highway, the charging and fueling station must be available for use at least 16 hours
per day. General service signs for ZEVs set forth in California MUTCD can be used on
both highways and surface streets. These signs help increase awareness of ZEVs as a
transportation option in California.
Plug-In Electric Vehicles No Parking and Charging Signs: On-site PEV charging
signage has two purposes. The first is informational, to indicate clearly and quickly
where the station is located. The second purpose is regulatory in nature and helps to
keep non-PEVs from using the location. Even though on-street and off-street public
parking can be controlled by local jurisdictions, signage that indicates rules that govern
a charging space must be supported by appropriate local ordinances, per California
Vehicle Code (CVC) 22511. In order for a tow-away sign to be enforceable, the tow-away
warning sign (R112[CA]) must either be placed immediately adjacent to and visible
from a PEV charging equipment space or at the entrance to the off-street parking lot
containing the stations. If placed at the entrance to the lot, the tow-away sign should be
collocated with a way-finding sign such as G66-21B(CA) in order to alert drivers that the
lot contains electric vehicle supply equipment.
High Occupancy Vehicles (HOV) Signs: Federal and state laws allow drivers of
qualified ZEVs to use HOV-designated lanes that are typically limited to vehicles with
multiple passengers.4 This benefit is provided, in part, because like carpooling, driving
a ZEV reduces transportation-related criteria pollutants and greenhouse gas emissions.
California’s Department of Motor Vehicles (DMV) issues vehicle decals to qualified
vehicles to administer this benefit. Vehicles displaying this “clean air decal” may travel
in any HOV lane, regardless of vehicle occupancy. Although a regulatory sign exists to
inform ZEV drivers of this permission, the presence of the sign is not required in order
for a decaled vehicle to drive in the HOV lane. Caltrans is the responsible agency for the
designation, signage and maintenance of HOV lanes on state highways. However, local
authorities have responsibility with regard to county highways and should ensure that
HOV lanes display signs indicating ZEVs are authorized to use these lanes.
4 CVC 21655.9, 23 U.S.C. 166(b)(5)
Case Study
The City of Santa
Monica has adopted
a local ordinance
allowing for the
designation of PEV-
only parking: “The
Director of Planning
and Community
Development, or his
or her designee, is
authorized to designate
parking spaces or stalls
in an off-street parking
facility owned and
operated by the City
of Santa Monica or the
Parking Authority of the
City of Santa Monica
for the exclusive
purpose of charging
and parking a vehicle
that is connected
for electric charging
purposes.” (Santa
Monica Municipal
Code, Ordinance 2403,
Section 29 2012)
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Recommended Actions: The recommended actions in this section refer to signs by the
titles as listed in the ZEV Signage Policy Directive. In order to understand which sign is
referred to, also view the images of the signs included in this chapter.
Installing ZEV Fueling and Charging Highway and Local Guidance Signs
• Identify publicly available charging and refueling stations within three miles
of a state highway. Note that only stations available at least 16 hours per day
can be featured on signage placed on state highways. Local guide signs not on
state highways can be placed for charging and fueling stations regardless of
this specific requirement. Further guidance on placing signage is contained in
Section 2I.03 of the California MUTCD.
• Contact the regional Caltrans district to request highway sign(s).
• Prior to the actual placement of a highway guide sign on a state
or county highway by Caltrans, local follow-up (also known as
“trailblazer”) guide signs must be in place off the highway to direct
traffic to the refueling or charging station. This requirement ensures
that drivers can find the station indicated on the highway sign.5
• California counties follow Section 21.03 of the CA MUTCD when installing
guide signs. If interested in having a guide sign installed on a county
roadway, contact the county planning agency. Contact information for
all county planning agencies is provided in OPR’s Directory of California
Planning Agencies.
• If PEV charging equipment is capable of charging at least 20 kWh in
a 30-minute period, the “FAST” header plaque may be placed above
the sign.6
• Install follow-up off-highway signs (if necessary) as follows.
• Follow-up signs are necessary if the fueling or charging equipment is not
easily visible from the state highway or if additional turns on local roadways
are required to reach the station after turning off the state highway.
• To indicate the direction to a refueling station from an intersection, use a
G66-(CA) series sign in combination with one of the M5 or M6 series signs
below it, following the guidance of sections 2D.26, 2D.28 and 2I.02 of the CA
MUTCD.
• Procure signs from preferred vendor and install, using existing signposts
where possible (see CA MUTCD Tables 2I-1 and 2I-1[CA] and Policy Directive
13-01 for sign sizes and specifications).
Installing Plug-In Electric Vehicles No Parking and Charging Signs
• Adopt or modify local parking ordinances to designate rules for EV charging
spaces. Use of a broad ordinance that permits latitude by public officials in the
designation of EV-only parking is recommended. Model ordinances are available in
the Practical Tools and Templates section of this Guidebook beginning on page 93.
5 CA MUTCD 2I.03, para. 31, 44
6 CA MUTCD 2I.03, para. 45b, “A Fast Electric Vehicle Charging
equipment is where the rate of battery electric charging is at least 20
kWh in a 30-minute period. Fast charging stations include direct current
(DC) fast charging . . . .”
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• Identify required signage for designated EV charging spaces, including the number
of needed signs and their locations.
• Procure signs from a preferred vendor and install. For a recommended list of sign
vendors, contact the regional Caltrans district.
Installing High Occupancy Vehicles (HOV) Signs
• If a local area includes an HOV lane, verify if adequate signage exists that indicates
that qualified ZEVs can use the HOV lane. If it appears that signage is needed and
the HOV lane is on a state highway, contact the regional Caltrans district and
request that signage be installed.
• If the HOV lane is on a county roadway and signage is needed to indicate use
of HOV lanes by qualified ZEVs, identify all occurrences of sign R86-4(CA), then
procure and place sign R93A(CA) directly below each occurrence.
Featured Resources:
Zero-Emission Vehicle Signs and Pavement Markings Policy Directive: Caltrans
issued Policy Directive 13-01, which lists all approved ZEV signs and pavement
markings in the state.
California Manual on Uniform Traffic Control Devices (MUTCD): The MUTCD
provides requirements and guidance for the design, use and placement of all signs
and road markings on California’s roadways.
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Case Study
UC Irvine’s Advanced
Power and Energy
Program operates
two innovative fleet
initiatives: a fleet of
17 hydrogen fuel cell
vehicles that it leases
to companies and a
fleet of PEVs called
ZEV-NET that enables
more commuters to
take the train to work by
providing convenient
transportation between
the train station, home
and office. ZEV-NET
also allows multiple
users to share a single
car with an intelligent
web-based reservation
system.
Source: UC Irvine
Diagram of ZEV-NET Program
ZEV fleet at UC Irvine
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Greening Fleets with Zero-Emission Vehicles
Snapshot: While zero-emission vehicle infrastructure is essential, the most critical
aspect of the ZEV transition is vehicle adoption itself. Local governments and
businesses that operate their own vehicle fleets have an opportunity to help lead this
adoption. Greening public and private fleets with PEVs and FCEVs can be a key part of
getting residents interested in ZEVs, becoming ZEV ready and providing employees
invaluable hands-on experience with the benefits and challenges of making the ZEV
transition.
Background: Public and commercial fleets that include medium- and heavy-duty trucks
are responsible for a disproportionate share of greenhouse gas emissions and fossil fuel
use. Accordingly, greening a fleet is a high-priority for fleet operators in response to
California state regulatory mandates and steeply rising gasoline and diesel fuel costs.
At the regulatory level, fleet operators are being pressed to reduce both “Category 1”
pollutants directly harmful to human health and “Category 2” pollutants — greenhouse
gases — that are causing disruptive changes in the climate system. Historically, “clean
fleet” or “green fleet” efforts have focused on fuel economy improvements and partial
emissions reductions, using technologies such as conventional hybrid vehicles and
natural gas vehicles.
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While ZEVs are one logical focus for green fleet programs, the structure of green fleet
initiatives can best be stated in terms of overarching goals, rather than the specific
technology choices deployed to achieve those goals. Thus, green fleet programs are
typically focused on:
Enhancing fleet impact on human health and the environment
Reducing costs
Preparing for future conditions (including potential fuel price spikes or supply
disruptions) and regulatory requirements
What distinguishes green fleet initiatives in the era of electrified transportation, however,
is that new ZEV models are available with significantly improved environmental and
operating cost advantages over conventional hybrids and other alternative fuel vehicles.
Given the increased diversity of available ZEVs and their steadily improving price/
performance profile relative to conventional vehicles, green fleet programs are focused
increasingly on accelerated integration of ZEVs into the fleet mix.
Furthermore, it is important to emphasize that battery-electric vehicles, plug-in
hybrid electric vehicles and fuel cell electric vehicles are available in most classes of
vehicles, including many specialty vehicles, such as bucket trucks, shuttle buses, airport
equipment, off-road “Class 8” port operations (drayage vehicles) and others.
While the initial purchase price of ZEV fleet vehicles may be higher than comparably
equipped conventional vehicles, significant tax credits and rebates exist that can offset
the increase. In addition, ZEV buyers typically enjoy lower fuel costs, insulation from fossil
fuel price shocks and significantly lower maintenance costs. These advantages are leading
many fleet managers to embrace ZEVs as a core element in their green fleet plans.
One barrier to the purchase of ZEVs by public agencies is that local governments,
having no tax liability, do not benefit from the state and federal tax credits associated
with ZEV purchases. However, most lenders such as the Nissan Motor Acceptance
Corporation and Ford Financing offer capital-leasing options, also referred to as
municipal lease financing. Such arrangements are mutually beneficial and allow the
leaser to take advantage of available tax credits that they may then pass on to public
agencies as a reduction in cost.
Case Study
The Bay Area Climate Collaborative worked with four San Francisco Bay Area governments to deploy 50 PEVs for local
government fleets — representing one of the largest single municipal fleet deployments of light-duty, all-electric
vehicles in the nation. The vehicles were secured under highly favorable lease terms, removing the up-front cost barrier
and risk of traditional vehicle procurement. These unique lease options are allowing participating municipalities to
expand on their already progressive sustainability efforts, while delivering significant operations, maintenance and
fuel cost savings. The City of San Jose, which received 38 vehicles, is aiming to power 100 percent of its fleet with
alternative fuel vehicles by 2022 as a part of its Green Vision. This deployment also is enabling smaller municipalities
to demonstrate the benefits of EVs in fleets and emerge as sustainability leaders. “The Town of Los Gatos is pleased to
participate in this initiative to add electric vehicles to the fleet, which lowers our carbon footprint in keeping with our
Sustainability Plan,” said Los Gatos Mayor Barbara Spector. Learn more.
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Local governments are also eligible to purchase vehicles using the California
Department of General Services’ (DGS) state procurement contracts. These include
contracts for a variety of alternative fuel vehicles, including some ZEVs, at negotiated
prices. While the state makes this contract available to local governmental agencies,
each of these agencies should determine whether this contract is consistent with its
procurement policies and regulations. More information, including specific instructions
on how to take advantage of this and contact information for the appropriate DGS
contract manager, is on the DGS website.
Recommended Actions:
Develop a ZEV Fleet Planning Initiative: To work through the specifics of ZEV fleet
greening efforts, a typical planning effort involves these elements:
• Developing a greenhouse gas emissions inventory (baseline)
• Establishing greenhouse gas emission and fuel efficiency targets
• Analyzing fleet duty cycles and comparing to available ZEVs with regard to range,
refueling requirements and operating costs
• Developing a comprehensive green fleet plan that includes goals, milestones,
staff responsibilities, commitments from top management, and monitoring and
implementation strategies
Consider all Available Financing and Purchase Tools: Ensure that all available
pricing incentives, purchase contracts and financing options are considered when
assessing ZEV fleet purchases.
Resource Allocation: Developing a green fleet may require a reconsideration of how
capital and operating expenditures are allocated. With fueling costs that are much lower
than internal combustion engines and initial ZEV purchase prices that may be higher,
many fleet managers have pointed out that much or all of the battery expense may
need to be reconfigured as an operating expense and taken out of the fuel budget.
Consider Total Cost of Ownership when Evaluating ZEV Purchases: This
incorporates the resale value of the vehicle into the cost comparisons and can make
a ZEV purchase much more cost effective, as these vehicles are expected to retain
greater residual value upon resale than their petroleum-fueled counterparts. While
the recent ZEV surge is too new to have established long-term residual value studies
based upon actual resales, ZEV’s are expected to retain greater value. This is well
documented in hybrid vehicles.
Integrate Several “Value Streams” across the Organization: When considering
changes to fleet composition and operations, include an assessment of the value of
related benefits such as environmental health and marketing/communications.
ZEV Expertise: As with any commercial charging arrangements, fleet managers
need to be cognizant of hydrogen fueling availability for FCEVs and demand charges
and demand response programs, as well as utility time-of-use rates to select an
optimum configuration for their PEV needs.
Fleet Charging and Management: Fleet operators have the ability to manage
charging status and charging information centrally using available management
software. Several manufacturers currently have or plan to offer PEV fleet charging
software with varying levels of sophistication.
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Establish Incentives to Encourage Businesses to Green Their Fleets: One example
is local taxi companies: agencies responsible for taxi oversight are encouraged to
develop a suite of incentives for companies that choose to buy and operate ZEVs.
Taxi incentives can range from lowered permitting costs, inspection changes and
preferred route and zone selections to airport and destination center access and
staging area advantages such as “front-of-the-line passes.”
Featured Resource: Plug-In Electric Vehicle Handbook for Fleet Managers: The
Department of Energy has a handbook about PEVs for fleet managers. It answers basic
questions about different vehicle options and charging infrastructure.
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Economic Benefits of Zero-Emission Vehicle Readiness
Snapshot: The transition to zero-emission vehicles brings not only environmental
benefits, but economic benefits as well. Workers with various educational and
employment backgrounds are needed in the EV industry, from the scientists who
conduct research in electric drive technology to automotive maintenance technicians
who repair vehicles. In addition to creating new jobs and businesses, ZEV adoption in
communities can also be leveraged to support existing businesses.
Background: Employment growth is expected in most occupations in the electric
vehicle industry in the next few years, according to a study by the Center for
Entrepreneurship and Technology at the University of California, Berkeley. Automotive
and electrical training programs at community colleges or support for new businesses
such as auto dealers or infrastructure retailers can be an effective way to grow these
economic benefits in local communities.
Providing public retail PEV charging at businesses can be another way to capture
additional economic benefits of local ZEV adoption. Using data collected through its
EV Project, ECOtality has found that on average, customers spend an additional 30
minutes shopping while charging their PEV. Businesses can use free or reduced-cost
charging to attract additional customers and can help lead the way for community
ZEV readiness.
Recommended Actions:
Identify local ZEV-related technical training programs and ensure they are
supported and publicized. If one does not exist, consider creating one.
Encourage retail businesses and restaurants to provide retail charging for PEVs.
Ensure that new ZEV-related businesses in the community are effectively
“plugged in” to existing ZEV organizations and are supported by policies and
processes.
Featured Resource: Careers in Electric Vehicles: The Bureau of Labor Statistics
has prepared a report that provides information on the relevant career fields in the
production and maintenance of electric vehicles, including hybrids, plug-in hybrids and
battery electric vehicles, as well as the economic outlook for these fields.
More Info
The Electric Vehicle Infrastructure Training Program (EVITP) provides training and certification for electricians
installing EV supply equipment. A voluntary nonprofit collaboration of electrical industry organizations, EVITP
supports developing electric vehicle (EV) charging infrastructure for residential and commercial markets. The EVITP
offers training around the country at community colleges and electrical training centers. Training is open to licensed
electricians in compliance with requirements of state or municipal jurisdictions.
Case Study
The Rio Hondo
College Alternative
Fuel Program is
aimed at preparing
the workforce for ZEV
technology: “Alternative
fuels and vehicles
are here to stay and
we better prepare to
work on them. . . . The
economic outlook for
technicians in this area
is excellent. All major
fleets and vehicle
manufacturers are
looking for technicians
with knowledge in the
legal and safe operation
and maintenance.”
Similarly, Saddleback
College in Mission Viejo
offers an alternative
fuel technologies
program aimed at
preparing technicians
for a variety of reduced-
and zero-emission
vehicle technologies.
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Practical Tools and Templates
This section of the Guidebook provides references to various
tools and templates available to assist communities with zero-
emission vehicle readiness. Because there is a not a one-size-
fits-all approach to ZEV readiness planning, local governments
are encouraged to modify these materials to ensure that the
resources best match the needs of a particular community.
The Guidebook does not endorse any one tool or template.
Overall ZEV Readiness and Planning
• Featured Resources
• Recommended Tools
• Greening Fleets with Zero-Emission Vehicles:
Example Ordinance
• Zero-Emission Vehicle Infrastructure Permitting:
CEQA Exemptions
Plug-In Electric Vehicle Readiness
• Plug-In Electric Vehicle Community Readiness
Scorecard
• Permitting Information
• Plug-In Electric Vehicle Infrastructure
Permitting Checklist
• Single-Residential Family Infrastructure
Permitting Application Examples
• Plug-In Electric Vehicle Load Calculator for
Level 2 Charging
• Plug-In Electric Vehicle Checklists for Residents
and Businesses
• Zoning and Building Codes
• Zoning Examples for Installation of Plug-In
Electric Vehicle Charging Stations
• Example l Building Codes for Plug-In Electric
Vehicle Charging
• Plug-In Electric Vehicle Parking Code Example
• Consumer Awareness Guides
Fuel Cell Electric Vehicle Readiness
• Hydrogen Safety Checklist
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Featured Resources
Snapshot: Each of the featured resources listed throughout the Guidebook are summarized.
Identifying PEV Infrastructure Needs in Community
• Statewide Plug-In Electric Vehicle Infrastructure Plan: The California Energy
Commission is developing a statewide Plug-In Electric Vehicle Infrastructure
Plan that will provide helpful guidance to local governments about public
infrastructure planning.
General Plans, Zoning and Building Codes for Plug-In Electric Vehicles
• California Green Building Standards Code: The California Green Building
Standard Code of Regulations (Title 24, Part 11), also known as the CALGreen
Code, provides both mandatory requirements and voluntary measures.
Currently, all measures in the code related to ZEVs are voluntary; however,
municipalities can make them mandatory by adopting them through ordinance.
• California Electrical Code: Article 625 of the California Electrical Code (Title 24, Part
3) provides minimum mandatory requirements for the installation of electric vehicle
charging systems. Jurisdictions may further amend these requirements under limited
circumstances because of local climatic, geological or topographical conditions.
Plug-In Electric Vehicle Infrastructure Permitting
• Single-Family Residential Charging
• Streamlining the Permitting and Inspection Process for Plug-In Electric
Vehicle Home Charger Installations: The California Plug-In Electric Vehicle
Collaborative created a report providing recommendations and references
so that jurisdictions can create improved procedures for permitting and
inspection of in their area.
• Charging and Permitting in Multi-Unit Dwellings
• Multi-Unit Dwelling EV Guidelines: The California Plug-In Electric Vehicle
Collaborative is working on a multi-unit dwelling guideline. The publication
will include information about multi-unit dwelling charging installations
and case studies. To check on its completion, visit PEV Resource Center.
• Workplace Charging
• Workplace Charging Case Studies: The California Plug-In Electric Vehicle
Collaborative is creating a workplace charging case studies publication and
charging decision-making guides, as well as a best practices document with
CALSTART. To check on their completion, visit PEV Resource Center.
• Retail and Public Sector Charging
• Plug-In Electric Vehicle Handbook for Public Charging Station Hosts:
The Department of Energy provides a handbook about plug-in electric
vehicles for public charging station hosts. It is mainly for site hosts who are
considering a charging station, but it also has helpful information for local
governments to share with site hosts.
Working with Utilities for Plug-In Electric Vehicle Readiness
• All major California utilities have plug-in electric vehicle (PEV) infrastructure
programs. The scope may vary by utility provider, but generally, they include
working with city officials to develop residential electric vehicle supply
equipment (EVSE) procedures, planning for local infrastructure enhancements,
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providing time-of-use rates and meter options and working in partnerships to
demonstrate public infrastructure programs. These programs include:
• California Municipal Utilities Association (CMUA)
• Los Angeles’ Department of Water and Power (LADWP)
• Pacific Gas & Electric Company
• Sacramento Municipal Utility District (SMUD)
• San Diego Gas & Electric
• Southern California Edison
• Plug-In Electric Vehicle (PEV) Resource Center
Plug-In Electric Vehicle Infrastructure and Equipment Accessibility
• Plug-In Electric Vehicles: Universal Charging Access Guidelines and Best
Practices (DRAFT): The Governor’s Office of Planning and Research has
developed draft guidelines that recommend accessibility standards and design
guidelines for PEV charging stations. When completed, a final version will be
included in the Guidebook.
Identifying Fuel Cell Electric Vehicle Infrastructure Needs in Communities
• A California Road Map: Bringing Hydrogen Fuel Cell Vehicles to the Golden
State: The California Fuel Cell Partnership’s report describes the infrastructure
needed to successfully launch the commercial FCEV market.
Characteristics of Hydrogen as a Fuel
• Hydrogen Safety Fact Sheet: The Fuel Cell and Hydrogen Energy Association’s
fact sheet describes the safety of hydrogen and compares its properties to other
gases and fuels.
Partnering with Community Stakeholders
• The California Plug-In Electric Vehicle Collaborative has published regional PEV
readiness plans that are part of the Plug-In Electric Vehicle Readiness Project
supporting regional planning and infrastructure development. For more
information, view the six regional plans listed or visit Regional Readiness Plans.
• Bay Area and Monterey Bay Area
• Central Coast
• Los Angeles (South Coast)
• Sacramento
• San Diego
• San Joaquin Valley
• The California Energy Commission has provided grants to continue regional
planning for these six regions plus three others:
• North Coast
• Coachella Valley
• Northern Inland Region
Zero-Emission Vehicle Incentives and Outreach
• Plug-in Electric Vehicle Communication Guides: The Plug-In Electric Vehicle
Collaborative developed eight guides with information on California-specific topics,
such as the benefits of driving PEVs, fuel costs and currently available vehicles.
• Fuel Cell Electric Vehicle Benefits: The California Fuel Cell Partnership’s website
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explains the benefits of FCEVs and the issues of air pollution, global warming
and petroleum dependence.
Zero-Emission Vehicle Signs and Pavement Markings
• Zero-Emission Vehicle Signs and Pavement Markings Policy Directive:
Caltrans issued Policy Directive 13-01, which lists all approved ZEV signs and
pavement markings in the state.
• California Manual on Uniform Traffic Control Devices: The MUTCD provides
requirements and guidance for the design, use and placement of all signs and
road markings on California’s roadways.
Greening Fleets with Zero-Emission Vehicles
• Plug-In Electric Vehicle Handbook for Fleet Managers: The Department
of Energy has a handbook about PEVs for fleet managers. It answers basic
questions about different vehicle options and charging infrastructure.
Economic Benefits of Zero-Emission Vehicle Readiness
• Careers in Electric Vehicles: The Bureau of Labor Statistics has prepared a report
that provides information on the relevant career fields in the production and
maintenance of electric vehicles, including hybrids, plug-in hybrids and battery
electric vehicles, as well as the economic outlook for these fields.
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Recommended Tools
Snapshot: There are various useful tools to help local governments with zero-emission
vehicle readiness. Because many of these tools operate best when used online, a listing
is provided in this section rather than the materials themselves. Additional tools and
resources are listed in the Resources section of the Appendix.
Tools
California Plug-In Electric Vehicle Collaborative Resources: Provides an overview of
ongoing PEV work in California.
California Fuel Cell Partnership Resources: Provides FCEV toolkits for community
members, station operators, municipalities and legislators.
DriveClean.ca.gov: Community residents can use this buying guide to learn about the
cleanest, most efficient cars on the market.
Zero-Emission Vehicle Incentives: Find rebates, discounts, tax breaks and other
incentives available for ZEV purchases, searchable by ZIP code.
GoElectric Drive Resources: Includes helpful resources for first responders, electricians
and others.
Alternative Fueling Station Locator: Use this tool on smartphones to locate
alternative fueling stations and get maps and driving directions.
eGallon Calculator: Allows consumers to compare the cost of fueling an electrical
vehicle compared to a gasoline vehicle based on average electricity and gasoline costs.
Vehicle Cost Calculator: This tool uses basic information about driving habits to
calculate total cost of ownership and total emissions for makes and models of most
alternative fuel and advanced technology vehicles and allows you to compare them to
gasoline vehicles.
Petroleum Reduction Planning Tool: Helps fleet managers determine how to reduce
petroleum consumption and greenhouse gas emissions by creating a comprehensive
plan for their fleet using several savings methods.
Electric Vehicle Safety Training: A nationwide program to help firefighters and other
first responders prepare for the growing number of electric and hybrid vehicles on the
road.
Permitting Hydrogen Facilities: This Department of Energy hydrogen permitting
website helps local permitting officials deal with proposed hydrogen fueling stations
and other hydrogen projects.
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Greening Fleets with Zero-Emission Vehicles:
Example Ordinance
Snapshot: Local governments that operate their own vehicle fleets can help lead
the adoption of zero-emission vehicles in their communities. One initial step to
greening government fleets may include adopting a resolution expressing support of
incorporating ZEVs into fleets. The following example is adopted from the Metropolitan
Energy Center and Kansas City Regional Clean Cities Coalition Electrify Heartland Plan.
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Model Resolution to Convert Fleet Vehicles to Zero-Emission Vehicles
Whereas, the ________________________ (community) has established a strategic goal of enhancing and promoting
environmental sustainability;
Whereas, zero-emission vehicles are considered clean fuel alternatives compared to clean diesel technologies;
Whereas, current projections are that ________________________ (electricity/hydrogen) will be a less costly fuel than diesel
well into the future;
Whereas, conversion to zero-emission vehicles will require renovations to the fueling and maintenance areas of the vehicle
maintenance complex, but even considering the cost of these renovations, the conversion is projected to result in cost
savings to ________________________ (community);
Whereas, the ________________________ (community governing body) has carefully considered the implications of
converting the community fleet to ________________________ (electricity/hydrogen) from diesel; now therefore be it
Resolved, that the ________________________ (community governing body) hereby directs ________________________
(community) management:
1. To begin the design and construction projects necessary to convert the vehicle maintenance complex to support charging
or fueling of zero-emission vehicles;
2. To begin the procurement process for securing ________________________ (electricity/hydrogen) services, including but
not limited to, long-range contracts;
3. To encourage management to determine the feasibility and cost effectiveness of using (plug-in electric/fuel cell electric)
technologies in all ________________________ (community) vehicles;
4. Unless otherwise instructed or approved by the ________________________ (governing body), all future vehicle purchases
shall be alternative fuel and should leverage the new ________________________ (charging/hydrogen) infrastructure as
much as feasible;
5. Pursue federal grants and innovative funding options to expedite the conversion and maximize benefits to
________________________ (community); and
6. Promote partnership opportunities with other community fleet operators in the region and explore the possibility of a
regional alternative fuels policy.
In witness whereof,
I have set my hand and the seal of the authority this _______________________ (date).
________________________ ________________________
Authorized signature Authorized signature
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Zero-Emission Vehicle Infrastructure Permitting:
CEQA Exemptions
Snapshot: The California Environmental Quality Act (CEQA) generally requires state
and local governments to inform decision-makers and the public about the potential
environmental impacts of proposed projects and to reduce those impacts to the
extent feasible. Commonly used CEQA exemptions for ZEV infrastructure planning are
excerpted below from the CEQA Statute and Guidelines. If a notice of exemption is
being filed with the California State Clearinghouse, the Notice of Exemption Form
can be used. For more information, refer to the Plug-In Electric Vehicle Infrastructure
Permitting section of the Guidebook on page 42.
CEQA Exemptions
15301. Existing Facilities
Class 1 consists of the operation, repair, maintenance, permitting, leasing, licensing or
minor alteration of existing public or private structures, facilities, mechanical equipment
or topographical features, involving negligible or no expansion of use beyond that
existing at the time of the lead agency’s determination. The types of “existing facilities”
itemized below are not intended to be all-inclusive of the types of projects which might
fall within Class 1. The key consideration is whether the project involves negligible or no
expansion of an existing use. Examples include but are not limited to:
a. Interior or exterior alterations involving such things as interior partitions, plumbing
and electrical conveyances
b. Existing facilities of both investor and publicly owned utilities used to provide
electric power, natural gas, sewerage or other public utility services
c. Existing highways and streets, sidewalks, gutters, bicycle and pedestrian trails and
similar facilities (this includes road grading for the purpose of public safety)
d. Restoration or rehabilitation of deteriorated or damaged structures, facilities or
mechanical equipment to meet current standards of public health and safety,
unless it is determined that the damage was substantial and resulted from an
environmental hazard such as earthquake, landslide or flood
e. Additions to existing structures provided that the addition will not result in an
increase of more than:
1. 50 percent of the floor area of the structures before the addition, or 2,500
square feet, whichever is less or
2. 10,000 square feet if
A. The project is in an area where all public services and facilities are
available to allow for maximum development permissible in the
General Plan
B. The area in which the project is located is not environmentally sensitive.
f. Addition of safety or health protection devices for use during construction of or
in conjunction with existing structures, facilities or mechanical equipment, or
topographical features including navigational devices
g. New copy on existing on and off-premise signs
h. Maintenance of existing landscaping, native growth and water supply reservoirs
(excluding the use of pesticides, as defined in Section 12753, Division 7, Chapter 2,
Food and Agricultural Code)
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i. Maintenance of fish screens, fish ladders, wildlife habitat areas, artificial wildlife
waterway devices, streamflows, springs and waterholes and stream channels
(clearing of debris) to protect fish and wildlife resources
j. Fish stocking by the California Department of Fish and Game
k. Division of existing multiple-family or single-family residences into common-interest
ownership and subdivision of existing commercial or industrial buildings, where no
physical changes occur which are not otherwise exempt
l. Demolition and removal of individual small structures listed in this subdivision:
1. One single-family residence – In urbanized areas, up to three single-family
residences may be demolished under this exemption
2. A duplex or similar multifamily residential structure – In urbanized areas, this
exemption applies to duplexes and similar structures where not more than six
dwelling units will be demolished
3. A store, motel, office, restaurant or similar small commercial structure if
designed for an occupant load of 30 persons or less – In urbanized areas, the
exemption also applies to the demolition of up to three such commercial
buildings on sites zoned for such use
4. Accessory (appurtenant) structures including garages, carports, patios,
swimming pools and fences
m. Minor repairs and alterations to existing dams and appurtenant structures under the
supervision of the Department of Water Resources
n. Conversion of a single-family residence to office use
o. Installation, in an existing facility occupied by a medical waste generator, of a
steam sterilization unit for the treatment of medical waste generated by that facility
provided that the unit is installed and operated in accordance with the Medical
Waste Management Act (Section 117600, et seq., of the Health and Safety Code) and
accepts no offsite waste
p. Use of a single-family residence as a small family day care home, as defined in
Section 1596.78 of the Health and Safety Code
15303. New Construction or Conversion of Small Structures
Class 3 consists of construction and location of limited numbers of new, small facilities
or structures; installation of small new equipment and facilities in small structures; and
the conversion of existing small structures from one use to another where only minor
modifications are made in the exterior of the structure. The numbers of structures
described in this section are the maximum allowable on any legal parcel. Examples of
this exemption include, but are not limited to:
a. One single-family residence or a second dwelling unit in a residential zone – In
urbanized areas, up to three single-family residences may be constructed or
converted under this exemption
b. A duplex or similar multifamily residential structure, totaling no more than four
dwelling units – In urbanized areas, this exemption applies to apartments, duplexes
and similar structures designed for not more than six dwelling units
c. A store, motel, office, restaurant or similar structure not involving the use of
significant amounts of hazardous substances and not exceeding 2500 square feet
in floor area – In urbanized areas, the exemption also applies to up to four such
commercial buildings not exceeding 10,000 square feet in floor area on sites zoned
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for such use if not involving the use of significant amounts of hazardous substances
where all necessary public services and facilities are available and the surrounding
area is not environmentally sensitive
d. Water main, sewage, electrical, gas and other utility extensions, including street
improvements, of reasonable length to serve such construction
e. Accessory (appurtenant) structures including garages, carports, patios, swimming
pools and fences.
f. An accessory steam sterilization unit for the treatment of medical waste at a facility
occupied by a medical waste generator, provided that the unit is installed and
operated in accordance with the Medical Waste Management Act (Section 117600,
et seq., of the Health and Safety Code) and accepts no offsite waste
15304. Minor Alterations to Land
Class 4 consists of minor public or private alterations in the condition of land, water
and/or vegetation that do not involve removal of healthy, mature, scenic trees except
for forestry or agricultural purposes. Examples include, but are not limited to:
a. Grading on land with a slope of less than 10 percent, except that grading shall not
be exempt in a waterway, in any wetland, in an officially designated (by federal,
state or local government action) scenic area or in officially mapped areas of severe
geologic hazard such as an Alquist-Priolo Earthquake Fault Zone or within an official
Seismic Hazard Zone, as delineated by the State Geologist
b. New gardening or landscaping, including the replacement of existing conventional
landscaping with water efficient or fire resistant landscaping
c. Filling of earth into previously excavated land with material compatible with the
natural features of the site
d. Minor alterations in land, water and vegetation on existing officially designated
wildlife management areas or fish production facilities which result in improvement
of habitat for fish and wildlife resources or greater fish production
e. Minor temporary use of land having negligible or no permanent effects on the
environment, including carnivals, sales of Christmas trees, etc.
f. Minor trenching and backfilling where the surface is restored
g. Maintenance dredging where the spoil is deposited in a spoil area authorized by all
applicable state and federal regulatory agencies
h. The creation of bicycle lanes on existing rights-of-way
i. Fuel management activities within 30 feet of structures to reduce the volume of
flammable vegetation, provided that the activities will not result in the taking of
endangered, rare or threatened plant or animal species or significant erosion and
sedimentation of surface waters – This exemption shall apply to fuel management
activities within 100 feet of a structure if the public agency having fire protection
responsibility for the area has determined that 100 feet of fuel clearance is required
due to extra hazardous fire conditions
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Plug-In Electric Vehicle Community Readiness Scorecard
Snapshot: The Plug-In Electric Vehicle Community Readiness Scorecard, developed
by the National Renewable Energy Laboratory, is an interactive online assessment tool
that evaluates a community’s PEV readiness, provides feedback about strengths and
suggestions for ways to improve and records community readiness progress. Local
governments can fill out the scorecard online to calculate the score and save results;
however, creating a free online account is required to access the site. The scorecard
questions are provided below to highlight the questions asked.
Electric Vehicle Supply Equipment (EVSE) Permitting and Inspection Process
1. In your area, what is the average time it takes for an electric vehicle supply equipment (EVSE) owner or site
manager to complete the permitting, installation and if applicable, inspection process?
a) Less than 1 day d) > 1 week
b) 1 to 2 days e) I don’t know
c) 2 days to 1 week
2. What are the options for submitting an EVSE permitting application? Check all that apply.
Online Snail mail
In person I don’t know
By telephone
3. Indicate all the types of EVSE installation permit applications you have that are separate from general electrical
work permit applications. Check all that apply.Ο Residential
Commercial/workplace None
Public I don’t know
Fast charger
4. How is information describing the permitting process made available? Check all that apply.
Online Training sessions
Telephone hotline Other/not available
Print publications I don’t know
5. Is there an accessible, designated point of contact for questions about the electrical vehicle supply equipment
(EVSE) permitting process?
a) No c) I don’t know
b) Yes
6. What is the average fee for a residential electric vehicle supply equipment (EVSE) permit and inspection in your
area? If your area charges a separate fee for these two services, add the two together.
a) $0-50 d) $301-500
b) $51-100 e) More than $500
c) $101-300 f) I don’t know
7. What is the average fee for a commercial electric vehicle supple equipment (EVSE) permit and inspection in your
area? If your area charges a separate fee for these two services, add the two together.
a) $0-50 d) $301-500
b) $51-100 e) More than $500
c) $101-300 f) I don’t know
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8. Are there electric vehicle supply equipment (EVSE) installer training or certification programs available for
electricians in your area? If so, please enter the program name(s) in the notes section below.
a) No c) I don’t know
b) Yes
9. Have permitting inspectors in your area been trained on the specifics of EVSE installations?
a) No c) I don’t know
b) Yes
Laws, Initiatives and Financing
1. Does your area offer a tax incentive, grant or rebate to purchase highway-certified, plug-in electric vehicles? If yes,
indicate the maximum amount allowable per vehicle.
a) No d) $2001 to $3000
b) Less than $1000 e) More than $3000
c) $1001 to $2000 f) I don’t know
2. Does your area have a tax incentive, grant or rebate for residential of public charging equipment? If yes, indicate
the maximum allowable per installation.
a) No d) $501 to $750
b) Less than $250 e) More than $750
c) $251 to $500 f) I don’t know
3. What low-cost or nonmonetary incentives for plug-in electric vehicles does your area offer? Check all that apply.
Free parking Exemption from vehicle testing (e.g.,
HOV lane access or bypassing taxi queues emissions)
Free charging I don’t know
Reduced licensing or registration fees
4. Does your area have any existing policies that benefit plug-in electric vehicles (PEVs) and infrastructure use (for
example, local fleet mandates to use electric vehicles, low carbon fuel standards, greenhouse gas emission regulations,
planning/zoning requirements for new construction to include EVSE provisions, etc.)?
a) Yes c) No, we actually have laws that restrict PEVs
b) No d) I don’t know
5. Are there any future laws, policies or incentives pending or planned that would affect the deployment or plug-in
electric vehicles (PEVs)?
a) Laws or incentives that encourage PEVs c) Neither
b) No, there are proposed policies that d) I don’t know
actually restrict PEVs
6. Does your area have any attractive financing or special purchase options for plug-in electric vehicles or electric
vehicle supply equipment (EVSE)?
a) No c) I don’t know
b) Yes
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Education and Outreach
1. Does your area host a website for the general public that provides local information about plug-in electric vehicles
and charging infrastructure?
a) No c) I don’t know
b) Yes
2. Does your area make use of Clean Cities educational resources for plug-in electric vehicles, such as the Alternative
Fuels Data Center website, FuelEconomy.gov, or local coalition websites?
a) No c) I don’t know
b) Yes
3. Is your area connected with a national outreach program to encourage the use of plug-in electric vehicles (such as
Clean Cities, Project Get Ready or National League of Cities)?
a) No c) I don’t know
b) Yes
4. Are educational efforts in your area coordinated at the regional or state level?
a) No c) I don’t know
b) Yes
Utility Involvement
1. Do utilities in your area have a program in place to address grid infrastructure requirements and operational
impacts of charging for plug-in electric vehicles?
a) No c) I don’t know
b) Yes
2. Do utilities in your area offer a separate rate for plug-in electric vehicles?
a) No c) I don’t know
b) Yes
3. Do utilities in your area offer any tools to help the consumer understand the costs and benefits of plug-in electric
vehicles under different rate structures?
a) No c) I don’t know
b) Yes
4. How engaged are the utilities in local efforts to deploy plug-in electric vehicles and charging infrastructure (for
example, participation in planning efforts, working with local jurisdictions to understand building permitting and
codes or working with public utility commissions on how to help with plug-in electric vehicle rollouts)?
a) Not engaged d) Highly engaged
b) Somewhat engaged e) I don’t know
c) Moderately engaged
5. Have the utilities in your area analyzed the impacts of plug-in electric vehicles on the local grid or forecasted the
location of potential plug-in electric vehicle concentrations?
a) No c) I don’t know
b) Yes
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6. Have the utilities in your area developed a procedure for customers (directly or indirectly) to notify the utility
before installing EVSE, so the utility can plan for additional demand?
a) No c) Yes, via voluntary reporting
b) Yes, via automated reporting d) I don’t know
7. Have the utilities in your area deployed “smart grid” technologies (such as smart meters) to assist with
development of future plug-in electric vehicle markets and capabilities?
a) No d) Yes, with full implementation for
b) Yes, planned in next 2-5 years PEV owners
c) Yes, as a pilot with limited coverage e) I don’t know
Plug-In Vehicle Market Conditions
1. How many models of plug-in electric vehicles to do you expect to be available for purchase or lease in your area
during the next one to two years?
a) Less than 3 d) More than 10
b) 3 to 5 e) I don’t know
c) 6 to 10
2. How many dealerships in your area are currently selling plug-in electric vehicles?
a) None d) More than 10
b) 1 e) I don’t know
c) 2 to 10
3. Approximately how many public electric vehicle supply equipment (EVSE) charging points (“ports” or “outlets,” not
just “stations”) are currently in service in your area?
a) None d) More than 25
b) Less than 10 e) I don’t know
c) 10 to 25
4. Approximately what percentage of plug-in electric vehicle buyers are installing residential Level 2 (240 V) EVSE in
your local jurisdiction?
a) Less than 25% d) Greater than 75%
b) 25% to 49% e) I don’t know
c) 50% to 75%
5. How many public EVSE charging points (“ports” or “outlets,” not just “stations”) do you anticipate will be
constructed in your area during the next one to two years?
a) None d) More than 25
b) Less than 10 e) I don’t know
c) 10 to 25
6. How many workplace EVSE charging points (“ports” or “outlets,” not just “stations”) do you anticipate will be
constructed in your area during the next one to two years?
a) None d) More than 25
b) Less than 10 e) I don’t know
c) 10 to 25
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7. Approximately how many plug-in electric vehicles do government fleets (federal, state and local) in your area use?
a) None d) More than 10
b) Less than 5 e) I don’t know
c) 5 to 10
8. Approximately how many plug-in electric vehicles do private fleets (including utility fleets) in your area use?
a) None d) More than 25
b) Less than 10 e) I don’t know
c) 10 to 25
9. Approximately how many plug-in electric vehicles do government fleets (federal, state and local) in your area plan
to add in the next one to two years?
a) None d) More than 25
b) Less than 10 e) I don’t know
c) 10 to 25
10. Approximately how many plug-in electric vehicles do private fleets (including utility fleets) in your area plan to
add in the next one to two years?
a) None d) More than 50
b) Less than 25 e) I don’t know
c) 25 to 50
Long-Term Vehicle and Infrastructure Planning
1. Does your area have (or is in the process of creating) a comprehensive plan for plug-in electric vehicle
infrastructure deployment?
a) No c) I don’t know
b) Yes, it’s in process
2. Has your area created a collaborative group of local stakeholders to help align diverse plug-in electric vehicle
interests and plan for deployment?
a) No c) I don’t know
b) Yes
3. Has an elected leader in your area (mayor, governor, etc.) appointed a single agency or person to oversee the
development and implementation of a plug-in electric vehicle infrastructure deployment plan?
a) No c) I don’t know
b) Yes
4. Has someone in your area performed an analysis to select the best locations for initial public electric vehicle supply
equipment (EVSE)?
a) No c) I don’t know
b) Yes
5. Has your area selected a cohesive set of signage to designate and direct drivers to electric vehicle supply
equipment?
a) No c) I don’t know
b) Yes
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Plug-In Electric Vehicle Infrastructure Permitting Checklist
Snapshot: Once a local government decides what information to require in an electric
vehicle supply equipment (EVSE) permit application, it is a best practice to combine
requirements and guidance into a single document that can guide plug-in electric
vehicle owners through the process. This document should contain information
on the conditions under which an EVSE permit is required, EVSE permit application
requirements, the number and type (e.g., preinstallation, postinstallation) of inspections
required and applicable codes and guidance regarding EVSE installation. The California
Plug-In Electric Vehicle Collaborative created the following checklist.
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Residential Non-Residential
Phase 1
Pre-Work
Contractor
Understands intended use
of the EVSE (i.e. personal)
Obtain an address for the location
Determine the ownership of the site and/or
authorization to install equipment at site
Understands intended use of the EVSE (i.e.,
fleet, employee, customer, visitor, etc.)
Determine number of vehicles charging and
connectors per charging station
Determine source of power and
authorization to use source
Determine type of vehicle(s) to be charged at EVSE
Evaluate mounting type options (i.e., bollard, pole-mount, wall-mount, ceiling-mount)
Clarify communication requirements (i.e., Ethernet, cellular, Wi-Fi, none or other)
Determine the NEMA Enclosure type
Determine the physical dimensions of the space(s)
Inspect the type of circuit breaker panel board intended for the installation
Phase 2
Pre-Work
Customer
Identify incentives or rate structures through the utility
Determine size of electrical service at the site
Identify and contact applicable local permit office(s) to identify specific requirements, including local
fire, environmental, construction, building, concealment and engineering requirements
Identify incentives available through local, state or federal programs
Contact insurance company to acquire additional insurance or separate coverage as needed
Hire the contractor and verify credentials with all subcontractors; ensure electrical contractor’s
license for electrical work is current
Phase 3
On-Site
Evaluation
Verify EVSE meets UL requirements and is listed by UL or another nationally recognized testing laboratory
Verify EVSE has an appropriate NEMA rated enclosure (NEC 110.28) based on environment and
customer needs, such as weatherization or greater levels of resistance to water and corrosive agents
Determine the level or charger meets customer’s PEV requirements (most vehicles require the
maximum of a 240V/32A (40A breaker)
Based on proposed EVSE location, determine if cord length will reach a vehicle’s charging inlet
without excessive slack and does not need to be more than 25’ in length (NEC 625.17)
Cord management methodologies have been considered to reduce the risk of tripping hazards
and accidental damage to the connector
Mounting type selection based on requirements to meet site guidelines
Determine whether EVSE communication options are beneficial to customer and/or local utility
Permitting Checklist
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Phase 4
On-Site
Survey
Ensure overhead doors and vehicle parking
spot do not conflict with EVSE location
Place EVSE in a location convenient to
charging port on vehicle and typical
orientation of the vehicle in garage (i.e.,
backed in or head-first)
Ensure functionality of lighting in the garage
to meet NEC code 210-70
Space(s) should be visible to drivers and
pedestrians
Determine proximity to building entrance
(could be considered an incentive for PEV use)
Select spaces proximate to existing
transformer or panel with sufficient
electrical capacity
EVSE installation should maintain a
minimum parking space length to comply
with local zoning requirements
If available, use wider spaces to reduce
the risk of cord damage and minimize the
intersection of cords with walking paths
Ensure sufficient lighting at proposed
space(s) to reduce the risk of tripping and
damage to charging station from vehicle
impact or vandalism; light levels above two
foot candles are recommended
Address accessibility requirements (refer to
the Plug-In Electric Vehicle Infrastructure
and Equipment Accessibility section of the
Guidebook for more information)
Determine availability of space for
informative signing
EVSE with multiple cords should be placed
to avoid crossing other parking spaces
All available charging station mounting
options should be considered and
optimized for the space
Determine if hazardous materials were
located at the site
PARKING DECKS
Place EVSE towards the interior of a parking
deck to avoid weather-related impacts on
equipment
PARKING LOTS
Avoid existing infrastructure and
landscaping to mitigate costs, potential
hazards and other negative impacts
ON-STREET
Install on streets with high foot and vehicle
traffic to mitigate vandalism
Avoid existing infrastructure to mitigate costs,
potential hazards and other negative impacts
Address accessibility requirements (refer to
the Plug-In Electric Vehicle Infrastructure
and Equipment Accessibility section of the
Guidebook for more information)
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For pull-in spaces, EVSE should be placed
in front of the space and either centered
on the space if placed between two spaces
(if two connectors are available); EVSE with
more than two connectors should not be
used in on-street applications
For parallel parking locations, the charging
station should be installed at the front third
of the parked vehicle and based on the
direction of traffic flow; EVSE with a single
connector is recommended to reduce
potential trip hazards
Mount the connector at a height between 36” and 48” from the ground (NEC 625.29) unless
otherwise indicated by the manufacturer
Install wall or pole-mount stations and enclosures at a height between 36” and 48”
Ensure sufficient space exists around electrical equipment for safe operation and maintenance
(NEC 110.26); recommended space is 30” wide, 3’ deep and 6’6” high
Minimize tripping hazards and utilize cord management technologies when possible
Equipment operating above 50 volts must be protected against physical damage (NEC 110.27);
ensure the vehicle is out of the line of vehicle travel and use wheel stops or other protective
measures
EVSE must be located such that ADA routes maintain a pathway of 36” at all times
Phase 4
Contractor
Installation
Preparation
Price quote submitted to customer and approved including utility upgrades
Order equipment
Provide stamped engineering calculations as needed
Provide site plan modification with diagrams as necessary
Complete all necessary service upgrades and/or new service assessments
Complete permit applications as required by local permitting department
Ensure permit is approved and collected
Schedule all necessary contract work (i.e., boring, concrete and/or paving restoration) and utility
work (i.e., utility marking, service upgrade, new service and/or meter pull)
Ensure utility marking of existing power lines, gas lines or other infrastructure is completed and
utilize “call before you dig” services
Phase 5
Installation
Residential garages may permit the use
of nonmetallic-sheathed cable in lieu of
conduit
Run conduit from power source to station
location
For EVSE greater than 60 amperes,
a separate disconnect is required
(NEC 625.23) and should be installed
concurrently with conduit and visible from
the EVSE
Post permit at site in visible location
Remove material to run conduit and/or wiring (i.e., drywall, insulation, pavers, concrete,
pavement, earth, etc.
Contractors are encouraged to examine requirement for installation sites and types of wiring in
Chapter 3 of the NEC
Pull wiring; charging stations require a neutral line and a ground line and equipment is considered
to be a continuous load
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Conductors should be sized to support 125% of the rated equipment load (NEC 625.21)
Preparing mounting surface and install per equipment manufacturer instructions
Floor-mount: typically requires a concrete foundation with J-bolts on station base; place with
space to allow conductors to enter through the base
Wall/pole/ceiling-mount: install brackets for mounting of the equipment
Install bollard(s) and/or wheel stop(s) as needed
Install informative signage to identify the EVSE and potential trip hazards
Install additional electrical panels or subpanels as needed
Install service upgrades, new service and/or new meter as needed; utility may also pull a meter to
allow for charging station wires to be connected to a panel
Make electrical connection
Perform finish work to repair existing infrastructure, surfaces and landscaping
Phase 6
Inspection
An initial electrical inspection by applicable building, fire, environmental and electrical authorities
should occur after conduit has been run and prior to connecting equipment and running wires;
if necessary, contractor should correct any issues and schedule a second rough inspection
If required, the inspector will perform a final inspection to ensure compliance with NEC and
other codes adopted within the jurisdiction by inspecting wiring, connections, mounting and
finish work
Contractor should verify EVSE functionality
Additional
Resources
National Codes and Standards
American National Standards Institute (ANSI)
National Fire Protection Association (NFPA)
Underwriters Laboratories, Inc. (UL)
International Association of Electrical Inspectors (IAEI)
International Code Council (ICC)
NECA-NEIS Standards
NECA and NFPA Webinars
Electrical Vehicle Infrastructure Training Program (EVITP) Installer Training Course/Certification
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Single-Family Residential Permitting Application Example
Snapshot: As discussed in the Permitting section of the Guidebook, the process for
single-family residential charging is often as simple as adding a 120V or 208/240V
branch circuit (for Level 1 or Level 2 charging). Many local governments permit this
type of electrical vehicle supply equipment with the same process used for a standard
electrical appliance. Some examples of permit applications include: The City of Davis’
Application for Residential Building Permit, the City of San Diego’s online E-Permit,
the Department of Energy’s Permit for Charging Equipment Installation and the city
and county of San Francisco’s Worksheet for Electric Permit. San Francisco’s permit is
provided to showcase one example of a standard electrical appliance application that
local governments could work from and modify for their needs and requirements.
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(Insert logo here)
DEPARTMENT OF BUILDING INSPECTION WORKSHEET FOR ELECTRICAL PERMIT
Please complete BOTH SIDES of this worksheet prior to application for permit issuance.
Required information is shown in bold.
Job Address:
Click here to enter text.
Permit#:
Click here to enter text.
Floor (Job Location):
Click here to enter text.
Describe Scope of Work: Include area(s) of work, electrical distribution equipment, devices, and
utilization equipment if applicable and locations (describe area, tenant name, suite #, etc.).
Office Use Only
Click here to enter text.
Contractor Company Name: (if applicable)
Click here to enter text.
Applicant Signature:
Applicant Name:
Click here to enter text.
Applicant Phone:
Click here to enter text.
Applicant Address:
Click here to enter text.
Applicant Cell Phone:
Click here to enter text.
Property Owner Name:
Click here to enter text.
Owner Phone:
Click here to enter text.
Owner Address:
Click here to enter text.
Owner Cell Phone:
Click here to enter text.
Contractor Homeowner Other
Contractor License #:
Click here to enter text.
License Class:
Click here to enter text.
Business Tax License #:
Click here to enter text.
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Services No. & Sizes:
Click here to enter text.
Feeders No. & Sizes:
Click here to enter text.
Circuits:
Click here to enter text.
Panelboards/Switchboards No. & Sizes:
Click here to enter text.
Transformers No. & Sizes:
Click here to enter text.
No. of Lights:
Click here to enter text.
Switches:
Click here to enter text.
Receptacles:
Click here to enter text.
Fans:
Click here to enter text.
Dishwashers:
Click here to enter text.
Garbage Disposals:
Click here to enter text.
Microwaves:
Click here to enter text.
Ranges:
Click here to enter text.
Hydro-massage Tubs:
Click here to enter text.
Smoke Detectors:
Click here to enter text.
Other Equipment:
Click here to enter text.
Residential Non-Residential An outlet is defined as a point on the wiring system at which current is taken to
supply utilization equipment.
Category 1: General Wiring: Residential building of 10,000 sq. ft. or less
10 outlets or less 21 – 40 outlets Buildings of 5,000 – 10,000 sq. ft.
11 – 20 outlets 41 outlets or more
Category 4b: Retrofit Systems of Fire Warning and Controlled Devices
Buildings of 6 dwelling units or less Up to 3 floors 21 – 30 floors
Buildings of 7 – 12 dwelling units 4 – 9 floors More than 30 floors
10 – 20 floors
Category 2: General Wiring: Non-residential buildings and Residential Buildings over 10,000 sq. ft. in area
Up to 5 outlets 2,501 – 5,000 sq. ft.50,001 – 100,000 sq. ft.
6 – 20 outlets 5,001 – 10,000 sq. ft.100,001 – 500,000 sq. ft.
21 or more outlets 10,001 – 30,000 sq. ft.500,001 – 1,000,000 sq. ft.
Up to 2,500 sq. ft.30,001 – 50,000 sq. ft.More than 1,000,000 sq. ft.
Category 3: Retrofit Service and Distribution Equipment that is not part of Categories 1 and 2
Up to 225 amps 1,200 – 2,000 amps Up to 150 kVa
226 – 500 amps More than 2,000 amps Over 151 kVa
600 – 1,000 amps Over 600 volts Fire pumps
Category 4a: Installation of Fire Warning and Controlled Devices
Up to 2,500 sq. ft.10,001 – 30,000 sq. ft.100,001 – 500,000 sq. ft.
2,501 – 5,000 sq. ft.30,001 – 50,000 sq. ft.500,001 – 1,000,000 sq. ft.
5,001 – 10,000 sq. ft.50,001 – 100,000 sq. ft.More than 1,000,000 sq. ft.
Building Permit Application # (if applicable):
PA# Click here to enter text.
Plumbing Permit # (if applicable):
P Click here to enter text.
Valuation of Electrical Work:
$ Click here to enter text.
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Category 5: Miscellaneous Installations
Remodel/Upgrade of Existing Hotel Guest/SRO Rooms: Number of Rooms:Click here to enter text.
Data, Communications, and Wireless Systems: Number of Cables:Click here to enter text.
Number of Office
Workstations:
Click here to enter text.Temporary Exhibition Wiring
No. of Booths/Outlets:
Click here to enter text.
Number of Exterior Signs:Click here to enter text.Number of Interior Signs:Click here to enter text.
Garage Door Operator (Requiring receptacle installation): Number of Door(s):Click here to enter text.
Quarterly Permits (Includes 1 inspection) (max 5 outlets in any one location):Quarterly
Survey Survey Only Additional Hours: Click here to enter text.
Research/Survey & Report Additional Hours: Click here to enter text.
Witness Testing Hours
(1 hr. min):
Yes No Additional Hours: Click here to enter text.
No. of Off-Hours
(2 hrs. min):
Click here to enter text.No. of Additional
Inspections/Hours Required:
Click here to enter text.
Security Systems. Number
of Components:
Click here to enter text.Energy Management,
HVAC, & Low Voltage.
Number of floors:
Click here to enter text.
Plan Review: Number of Hours:Click here to enter text.Solar PV Systems:Click here to enter text.
Total kW Rating:Click here to enter text.
PLEASE REVIEW YOUR PERMIT INFORMATION FOR ACCURACY. A NEW PERMIT IS REQUIRED
TO CORRECT INACCURACIES OR OMISSIONS ON ISSUED PERMITS.
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Plug-In Electric Vehicle Load Calculator
for Level 2 Charging
Snapshot: A Level 2 electric vehicle charging system requires a 240-volt electrical circuit
and charges the vehicle battery much faster than a Level 1 charger. Local governments
can provide an electric vehicle load calculator to residents to help determine if their
home is equipped to handle the additional electrical load. The following example is
from the City of Riverside’s Residential Electric Vehicle Charger Guidelines.
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Level 2 Electric Vehicle Charger Service Load Calculator
INSTRUCTIONS: Review the list of electrical loads in the table below and check all that exist in your home (don’t forget to
include the proposed Level 2 charger). For each item checked, fill in the corresponding “Watts Used” (refer to the “Typical
Usage” column for wattage information). Add up all of the numbers that are written in the “Watts Used” column and write that
number in the “TOTAL WATTS USED” box at the bottom of the table. Then go to the next page to determine if your existing
electric service will accommodate the new loads.
(Loads shown are rough estimates; actual loads may vary. For a more precise analysis, use the nameplate ratings for appliances and other
loads and consult with a trained electrical professional.)
Check all Applicable
Loads ( )
Description of Load Typical Usage Watts Used
GENERAL LIGHTING AND RECEPTACLE OUTLET CIRCUITS
Multiply the square footage of house x 3 3 watts/sq. ft.
KITCHEN CIRCUITS
Kitchen circuits 3,000 watts
Electric oven 2,000 watts
Electric stove top 5,000 watts
Microwave 1,500 watts
Garbage disposal under kitchen sink 1,000 watts
Automatic dish washer 3,500 watts
Garbage compactor 1,000 watts
Instantaneous hot water at sink 1,500 watts
LAUNDRY CIRCUITS
Laundry circuit 1,500 watts
Electric clothes dryer 4,500 watts
HEATING AND AIR CONDITIONING CIRCUITS
Central heating and air conditioning 6,000 watts
Window mounted air conditioning 1,000 watts
Whole-house or attic fan 500 watts
Central electric furnace 8,000 watts
Evaporative cooler 500 watts
OTHER ELECTRICAL LOADS
Electric water heater (storage type)4,000 watts
Electric tankless water heater 15,000 watts
Swimming pool or spa 3,500 watts
Other (describe)
Other (describe)
Other (describe)
ELECTRIC VEHICLE CHARGER CIRCUIT
Level 2 electric vehicle charger wattage rating
TOTAL WATTS USED
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INSTRUCTIONS: Using the “TOTAL WATTS USED” number from the previous page, check the appropriate line in column 1 and
follow that line across to determine the minimum required size of the electrical service panel shown in column 3. In column
4, write in the size of your existing service panel (main breaker size). If your existing service panel (column 4) is smaller than
the minimum required size of the existing service (column 3), then you will need to install a new upgraded electrical service
panel to handle the added electrical load from the proposed Level 2 charger.
The table below is based on CEC 220.83(A), 230.42 and Annex D.
*Note that the size of your existing service (column 4) MUST be equal to or larger than the Minimum Required Size (column 3) or a
new larger electrical service panel will need to be installed in order to satisfy the electrical load demand of the EV charger.
STATEMENT OF COMPLIANCE
By my signature, I attest that the information provided is true and accurate.
Job Address:_____________________________________________________________________________________________
(Print job address)
1 2 3 4
Check the
appropriate line
( )
Total Watts Used
(from previous page)
Minimum Required Size of Existing
240-Volt Electrical Service Panel
(Main Service Breaker Size)
Identify the Size of Your
Existing Main Service
Breaker (Amps)*
up to 48,000 100 amps
48,001 to 63,000 125 amps
63,001 to 78,000 150 amps
78,001 to 108,000 200 amps
108,001 to 123,000 225 amps
Signature:_______________________________________________ ____________________________
(Signature of applicant) (Date)
In addition to this document, you will also need to provide a copy of the manufacturer’s installation literature and
specifications for the Level 2 charger you are installing.
Note: This is a voluntary compliance alternative and you may wish to hire a qualified individual or company to perform a thorough
evaluation of your electrical service capacity in lieu of this alternative methodology. Use of this electrical load calculation estimate
methodology is at the user’s risk and carries no implied guarantee of accuracy. Users of this methodology and these forms are
advised to seek professional assistance in determining the electrical capacity of a service panel.
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Plug-In Electric Vehicle Checklists
for Residents and Businesses
Snapshot: Local governments can provide checklists to individuals and organizations
interested in plug-in electrical vehicles readiness. Checklists can include information
for PEV owners about incentives and can include information about installing electrical
vehicle service equipment for local residents to gauge if they meet permitting
requirements and to ensure that they have PEV-friendly policies. Sample checklists for
PEV owners, multi-unit dwelling permitting and workplace charging are provided.
The checklists provided are adopted from the California Air Resources Board’s
DriveClean.ca.gov website and from CALSTART.
Plug-In Electric Vehicle Owner Checklist (Adopted from DriveClean.ca.gov)
Residents who have recently purchased a plug-in electric vehicle can complete the
following checklist to make sure they are taking full advantage of their new vehicle.
Apply for Vehicle Rebates & Tax Credits
• Federal Tax Credit up to $7,500: If you purchased a PEV, at tax time you can fill
out tax form 8936: Qualified Plug-in Electric Drive Motor Vehicle Credit. (If you
leased a PEV, this tax credit was rolled into your lease price.) www.irs.gov/pub/
irs-pdf/f8936.pdf and www.irs.gov/businesses/article/0,,id=219867,00.html
• Clean Vehicle Rebate Project up to $2,500: Fill out the application by clicking
on the “apply now” link below the eligible vehicle you purchased at the website
www.energycenter.org/cvrp.
• Local Incentives: Apply for any local incentives that your area may offer.
www.driveclean.ca.gov/pev/Incentives.php
Get Set up with Charging
• Home Charging: By this time you’ve consulted with your auto dealer and
determined if they will coordinate installation of your home charging or not
and have likely selected a specific charger model to be installed. If you choose
Level 2, it is time to contact your local utility to coordinate installation and to
get the best electricity rate for charging your car. www.driveclean.ca.gov/pev/
Charging.php
• Charging Infrastructure Rebates: Sign up for any charging rebates that apply to
you. www.driveclean.ca.gov/pev/Incentives.php
• Public and Workplace Charging: If there is not already PEV charging at your
workplace, you may want to request it. More businesses are finding value in
installing workplace charging. See www.driveclean.ca.gov/pev/Charging.php
and www.driveclean.ca.gov/pev/Resources_For_Businesses.php
Apply for Special Decals
• Clean Air Vehicle Decal: If your vehicle qualifies, apply for the Clean Air Vehicle
Decal. www.arb.ca.gov/msprog/carpool/carpool.htm
Apply for Discounts & Perks
• Utility Discounts: If you haven’t already, contact your electric utility for their
assistance and to determine the best electricity rate plan.
• Insurance Discounts: Contact your insurance company to receive any discounts
they may offer.
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• Free or Preferential Parking: If your city or those surrounding you offer special
parking programs, make sure you know what the rules and restrictions are, and
fill out any necessary forms. www.driveclean.ca.gov/pev/Incentives.php
Say Something about PEV Driving
• PEV Blogs & Forums: You may decide to join the PEV discussion through a blog or
discussion forum, and help make the path to PEV ownership easier for someone
else. www.driveclean.ca.gov/pev/Related_Sites.php#blogs
Plug-In Electric Vehicle Readiness Policy Checklist for HOAs,
Owners and Management (Adopted from DriveClean.ca.gov)
Homeowner associations (HOAs), building owners and property management need to
establish policies governing MUD PEV charging installations. The following checklist
can be used as a guide for developing these policies.
How many tenants/owners have PEVs or are likely to buy PEVs in the future?
Does the HOA/property owner/management want the charging equipment to serve
multiple residents?
Are there parking restrictions that limit or govern the installation of charging equipment?
Are there equity issues such as reassigning parking spaces or using limited guest
parking for charging?
Are there handicapped parking issues (under the Americans with Disability Act,
California Building Code or other state/federal standards) to resolve?
Can individual units accommodate charging equipment?
Can the common area electrical wiring/meter be used (perimeter lights, garage
gates, laundry room, etc.) to accommodate one or more chargers?
Can PEV drivers use Level 1 (120 volt) or is Level 2 (240 volt) charging needed?
Can charging equipment technology features help solve payment, billing and access issues?
Check regulations to see if the PEV driver (or owners of charging equipment) will
need to provide extra insurance to the property owner.
Who owns the equipment if the resident moves?
Plug-In Electric Vehicle Workplace Charging Checklist (Adopted from CALSTART)
The following list can be shared with employers about logistics for workplace charging.
Determine recharging site(s) at your business
• Closer to existing electric utility equipment is cheaper; adding new circuits and
conduit can increase capital costs significantly
• Review traffic, pedestrian flow, parking requirements and applicable ADA
compliance issues
• Determine additional retrofit needs, including landscaping
• It is strongly advised to install extra conduit to allow for future expansion during
your initial installation — this will save future trenching costs
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Estimate the electrical load at site(s)
• Determine whether to use Level 1 or 2 charging
• Obtain charger requirements from vehicle and charger suppliers
• Determine the appropriate number of EVSE units
• Consider purchasing a load management system that automatically
sequences multiple EVSE or chargers without human intervention (It is
estimated that costs for a complete system could range from $5,000 to
$13,000 depending on the number and charge.)
• Estimates should include the number of employee vehicles to be added
over the next three to five years, with special attention to the availability of
federal and state incentives and changing technologies
• Contact EVSE suppliers
• Confirm charging needs, types and costs
• Level 2 EVSE is most common — average install cost $2,000 to $3,000
without trenching or service upgrades
• Identify any other special considerations for the specific equipment
Contact Utility
• Assess existing electricity supply — is it adequate?
• If not, determine necessary electrical service upgrades
• Consider installing extra circuits and additional electrical capacity during
initial upgrade to minimize future costs
• Subpanel upgrade (200A, 120/240 VAC single phase): ~$1,900.00
• Review metering requirements and elective options
• Time-of-Use meter, demand response meter (can add costs)
• Determine the impacts of rates on choosing charging times and frequencies
Contact pertinent permitting agencies and obtain all pertinent building and use permits
• Identify special local fire, construction, environmental or building requirements
• Obtain all applications
• Determine additional permitting costs
• Determine site plan requirements
• Hire the prime contractor and verify contractor subcontractor credentials
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Zoning Example for Installation of Plug-In Electric
Vehicle Charging Stations
Snapshot: The goal of zoning for plug-in electric vehicles charging stations should be to
ensure that charging is an allowed land use in as many types of zoning districts as possible,
as either an accessory or a principal use. A template for zoning electric vehicle charging
stations is provided. This template is adopted from City of Lancaster’s Municipal Code.
Zoning Template
An electric vehicle charging station (EVCS) shall be allowed within any legal single-
family or multiple-family residential garage or carport subject to all applicable city
code requirements in addition to the following.
• The EVCS shall be protected as necessary to prevent damage by automobiles
• The EVCS shall be designed to:
• Be safe for use during inclement weather
• Be tamper-resistant to prevent injury particularly to children
• Be resistant to potential damage by vandalism
• Be equipped with a mechanism to prevent the theft of electricity by an
unauthorized user
• The EVCS shall have complete instructions and appropriate warnings posted in
an unobstructed location next to each EVCS
An EVCS shall be permitted as an accessory use within any existing legal single-
family or multiple-family residential garage or carport, or within any existing legal
commercial parking space in a parking lot or in a parking garage, subject to all
applicable city code requirements and the following.
• EVCS for public use shall be subject to the following requirements:
• The EVCSs shall be located in a manner that will be easily seen by the public
for informational and security purposes and shall be illuminated during
evening business hours
• Be located in desirable and convenient parking locations that will serve as
an incentive for the use of electric vehicles
• The EVCS pedestals shall be protected as necessary to prevent damage by
automobiles
• The EVCS pedestals shall be designed to minimize potential damage by
vandalism and to be safe for use in inclement weather
• Complete instructions and appropriate warnings concerning the use of the
EVCS shall be posted on a sign in a prominent location on each station for
use by the operator
• One standard nonilluminated sign, not to exceed 4 square feet in area and
10 feet in height, may be posted for the purpose of identifying the location
of each cluster of EVCSs
• The EVCS may be on a timer that limits the use of the station to the normal
business hours of the use(s) that it serves to preclude unauthorized use
after business hours
• Electric vehicle charging stations for private use shall:
• Be located in a manner that will not allow public access to the charging station
• Comply with subsections G.1.c. and G.1.d. of this section
• Electric vehicle charging stations for private use not located in a single-family
residential garage or carport must also comply with subsection G.1.e. of this section.
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Example Building Codes
for Plug-In Electric Vehicle Charging
Snapshot: Local governments can use building codes to advance plug-in electric
vehicle adoption in a way that ensures safe, cost-effective installation of charging
equipment. For example, by adopting more stringent building codes that require PEV-
ready wiring in new construction, local governments can help meet future demand for
charging and reduce or eliminate the costs associated with future retrofitting. Building
code template language, excerpts from CALGreen and local government examples are
provided. The model building code is adapted from City of Lancaster’s Municipal Code.
Model Building Code for Plug-In Electric Vehicle Charging:
New residential development shall provide for electric vehicle charging stations (EVCSs)
in the following prescribed manner.
1. Garages serving each new single-family residence and each unit of a duplex shall
be constructed with a listed cabinet, box or enclosure connected to a raceway
linking the garage to the electrical service, in a manner approved by the building
and safety official, to allow for the future installation of electric vehicle supply
equipment to provide an EVCS for use by the resident.
2. In new multiple-family projects of 10 dwelling units or less, 20% of the total
parking spaces required (all of the 20% shall be located within the required
covered parking) shall be provided with a listed cabinet, box or enclosure
connected to a conduit linking the covered parking spaces or garages with the
electrical service, in a manner approved by the building and safety official, to allow
for the future installation of electric vehicle supply equipment to provide EVCSs at
such time as it is needed for use by residents. EVCSs shall be provided in disabled
parking spaces in accordance with state and federal requirements.
3. In new multiple-family projects of more than 10 dwelling units, 10% of the total
parking spaces required (all of the 10% shall be located within the required
covered parking) shall be provided with a listed cabinet, box or enclosure
connected to a conduit linking the covered parking spaces or garages with the
electrical service, in a manner approved by the building and safety official. Of the
total listed cabinets, boxes or enclosures provided, 50% shall have the necessary
electric vehicle supply equipment installed to provide active EVCSs ready for use
by residents. The remainder shall be installed at such time as they are needed for
use by residents. EVCSs shall be provided in disabled parking spaces in accordance
with state requirements.
New commercial development shall provide for electric vehicle charging stations in the
following prescribed manner.
1. New residential uses shall provide EVCSs in accordance with the New Residential
Development section.
2. New commercial, industrial and other uses with the building or land area, capacity
or numbers of employees listed herein shall provide the electrical service capacity
necessary and all conduits and related equipment necessary to ultimately serve
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2% of the total parking spaces with EVCSs in a manner approved by the building
and safety official. Of these parking spaces, 1/2 shall initially be provided with
the equipment necessary to function as online EVCSs upon completion of the
project. The remainder shall be installed at such time as they are needed for use by
customers, employees or other users. EVCSs shall be provided in disabled person
parking spaces in accordance with state and federal requirements.
a. Construction of a hospital of 500 or more beds, or expansion of a hospital of
that size by 20% or more.
b. Construction of a postsecondary school (college), public or private, for 3,000
or more students, or expansion of an existing facility having a capacity of
3,000 or more students by an addition of at least 20%.
c. Hotels or motels with 500 or more rooms.
d. Industrial, manufacturing or processing plants or industrial parks that employ
more than 1,000 persons, occupy more than 40 acres of land or contain more
than 650,000 square feet of gross floor area.
e. Office buildings or office parks that employ more than 1,000 persons or
contain more than 250,000 square feet of gross floor area.
f. Shopping centers or trade centers that employ 1,000 or more persons or
contain 500,000 square feet of gross floor area.
g. Sports, entertainment or recreation facilities that accommodate at least 4,000
persons per performance or that contain 1,500 or more fixed seats.
h. Transit projects (including but not limited to transit stations and park and
ride lots).
CALGreen
For one- and two-family dwellings, the code offers a voluntary standard that, if adopted,
calls for installation of a raceway to accommodate a dedicated branch circuit. For
multifamily residential dwellings of three stories or less, CALGreen also provides an
option to establish a minimum number of parking spaces to be capable of supporting
PEV charging. The CALGreen code language is excerpted (California Building Standards
Commission July 1, 2012 Supplement):
A4.106.6.1 One- and two-family dwellings. Install a listed raceway to accommodate a
dedicated branch circuit. The raceway shall not be less than trade size 1. The raceway
shall be securely fastened at the main service or subpanel and shall terminate in
close proximity to the proposed location of the charging system into a listed cabinet,
box or enclosure. Raceways are required to be continuous at enclosed or concealed
areas and spaces. A raceway may terminate in an attic or other approved location
when it can be demonstrated that the area is accessible and no removal of materials
is necessary to complete the final installation.
A4.106.6.2 Multifamily dwellings. At least 3 percent of the total parking spaces, but
not less than one, shall be capable of supporting future EVSE.
A4.106.6.2.1 Single charging space required. When only a single charging space is
required, install a listed raceway capable of accommodating a dedicated branch
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circuit. The raceway shall not be less than trade size 1. The raceway shall be securely
fastened at the main service or subpanel and shall terminate in close proximity to the
proposed location of the charging system into a listed cabinet, box or enclosure.
A4.106.6.2.2 Multiple charging spaces required. When multiple charging spaces
are required, plans shall include the location(s) and type of the EVSE, raceway
method(s), wiring schematics and electrical calculations to verify that the electrical
system has sufficient capacity to charge simultaneously all the electrical vehicles at
all designated EV charging spaces at their full rated amperage. Plan design shall be
based upon Level 2 EVSE at its maximum operating ampacity. Only underground
raceways and related underground equipment are required to be installed at the
time of construction.
CALGreen also offers municipalities a voluntary standard for PEV charging at
commercial, retail and other nonresidential locations, as excerpted (California Building
Standards Commission 2012 Supplement):
A5.106.5.3 Electric vehicle charging. Provide facilities meeting Section 406.7 (Electric
Vehicle) of the California Building Code and as follows:
A5.106.5.3.1 Electric vehicle supply wiring. For each space required by Table
A5.106.5.3.1, provide panel capacity and dedicated conduit for one 208/240V 40-amp
circuit terminating within 5 feet of the midline of each parking space.
Local Government Examples
Beverly Hills
Provide facilities meeting section 406.7 (Electric Vehicle) of the California building code
and as follows:
One 120 VAC 20 amp and one 208/240V 40 amp, grounded AC outlets or panel capacity
for one 120 VAC 20 amp and one 208/240V 40 amp, grounded AC outlet and conduit
installed for future outlets for each dwelling unit. Electric vehicle supply equipment
shall be provided and may be installed in a stall provided to comply with the code
minimum parking requirements. Dwelling unit shall be defined by the California
building code. Exception: Apartment buildings and apartment units (Beverly Hills
Municipal Code 2011).
City of Los Angeles
1. For one- or two-family dwellings and townhouses, provide a minimum of:
a. One 208/240 V 40-amp, grounded AC outlet, for each dwelling unit or
Table A5.106.5.3.1
TOTAL NUMBER OF PARKING SPACES NUMBER OF REQUIRED ELECTRIC VEHICLE
CHARGING STATION SPACES
1 -50 1
51 - 200 2
201 and over 4
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b. Panel capacity and conduit for the future installation of a 208/240 V 40-amp,
grounded AC outlet, for each dwelling unit
The electrical outlet or conduit termination shall be located adjacent to the parking area.
2. For other residential occupancies where there is a common parking area, provide
one of the following:
a. A minimum number of 208/240 V 40-amp, grounded AC outlets equal to 5
percent of the total number of parking spaces. The outlets shall be located
within the parking area or
b. Panel capacity and conduit for future installation of electrical outlets. The
panel capacity and conduit size shall be designed to accommodate the
future installation, and allow the simultaneous charging, of a minimum
number of 208/240 V 40-amp, grounded AC outlets, that is equal to 5 percent
of the total number of parking spaces. The conduit shall terminate within the
parking area; or
c. Additional service capacity, space for future meters, and conduit for
future installation of electrical outlets. The service capacity and conduit
size shall be designed to accommodate the future installation, and allow
the simultaneous charging, of a minimum number of 208/240 V 40-amp,
grounded AC outlets, that is equal to 5 percent of the total number of
parking spaces. The conduit shall terminate within the parking area.
When the application of the 5 percent results in a fractional space, round up to the next
whole number. (Los Angeles Municipal Code 2010)
Rolling Hills Estates
Any new residential construction, including an addition to a residential structure of
greater than 50 percent of the existing floor area, including the primary garage, and/
or any demolition of greater than 50 percent of the lineal walls of a residential structure
within a twelve-month period, shall require the installation of a 220-volt dedicated
electrical outlet in the garage for the purposes of charging an electric vehicle. (Rolling
Hills Estates Municipal Code)
Temecula
Circuits for electric vehicle charging stations shall meet all the requirements of
California Electrical Code Article 62540. Residential garages shall have a minimum
three-quarter (3/4) inch metal flex conduit ran from meter box to the garage firewall
and terminated in a metal box at forty-two (42) inches above finished floor for future
electric vehicle charging station. (Temecula Municipal Code)
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Plug-In Electric Vehicle Parking Code Example
Snapshot: The California Vehicle Code (CVC) provides local governments the authority
to place traffic control devices in their jurisdictions (including county highways) to
guide, warn and regulate traffic as necessary to carry out the provisions of the CVC and
local traffic ordinances. Traffic Operations Policy Directive 13-01 includes several
plug-in electrical vehicle signs and pavement markings for communities. Signs that
restrict parking to PEVs, or limit the amount of time a vehicle can be parked, need to
be added into local codes to become legally enforceable. The following example is
adapted from the City of Santa Monica’s Municipal Code.
Parking Code Templates
The local government of _____________, or designee, is authorized to designate parking
spaces or stalls in an off-street parking facility owned and operated by _____________ or
the Parking Authority of the _____________ for the exclusive purpose of charging and
parking a vehicle that is connected for electric charging purposes.
When a sign provides notice that a parking space is a publicly designated electric
vehicle charging station, no person shall park or stand any nonelectric vehicle in a
designated electric vehicle charging station space. Further, no person shall park or
stand an electric vehicle in a publicly designated electric vehicle charging station
space when not electrically charging or parked beyond the days and hours designated
on the regulatory signs posted. 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.
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Consumer Awareness Guides
Snapshot: A number of useful consumer awareness guides are available for download
online. These guides provide helpful information on issues such as permitting for
electric vehicle supply equipment, the benefits of electric vehicles and models of
vehicles that are currently available. Local governments can prepare similar consumer
awareness guides for their community readiness.
Consumer Awareness Guides
Plug-in Electric Vehicle Handbook for Consumers (Department of Energy)
Residential Plug-In Electric Vehicle Charging System Permit Guide (City of Berkeley)
Guide to Electrical Vehicle Supply Equipment Permits for Residential (City of
Sacramento)
The ABCs of Plug-In EVs (San Diego Gas & Electric)
Prepping for Plug-in Vehicles at Condos, Townhomes and Apartments (San Diego
Gas & Electric)
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Hydrogen Safety Checklist
Snapshot: Hydrogen has been produced and employed for industrial, power-
generation, energy storage and transportation purposes for decades. Hydrogen is
developing into one of several major fuel types for advanced clean vehicles. The
following checklist provides a concise table of critical safety measures to consider when
working with hydrogen. The checklist is adopted from the Hydrogen Safety Panel’s
Hydrogen Safety Checklist.
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Approach Examples of Actions
Recognize hazards
and define mitigation
measures
Identify risks such as flammability, toxicity, asphyxiates, reactive materials, etc.
Identify potential hazards from adjacent facilities and nearby activities
Address common failures of components such as fitting leaks, valve failure positions
(open, closed or last), valves leakage (through seat or external), instrumentation drifts or
failures, control hardware and software failures and power outages
Consider uncommon failures such as a check valve that does not check, relief valve stuck
open, block valve stuck open or closed and piping or equipment rupture
Consider excess flow valves/chokes to size of hydrogen leaks
Define countermeasures to protect people and property
Follow applicable codes and standards
Isolate hazards
Store hydrogen outdoors as the preferred approach; store only small quantities indoors in
well-ventilated areas
Provide horizontal separation to prevent spreading hazards to/from other systems
(especially safety systems that may be disabled), structures and combustible materials
Avoid hazards caused be overhead trees, piping, power and control wiring, etc.
Provide adequate access
and lighting
Provide adequate access for activities including:
Operation, including deliveries
Maintenance
Emergency exit and response
Plan the Work
Hydrogen Safety Checklist
The checklist is intended to assist people developing designs for hydrogen systems
as well as those involved with the risk assessment of hydrogen systems. While these
considerations are fairly inclusive, it is not possible to include all variables that need to
be considered. The hazard analysis process should therefore include personnel who
are familiar with applicable codes and standards in addition to team members with
expertise in the technical aspects of the specific project.
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Approach Examples of Actions
Design systems to
withstand worst-case
conditions
Determine maximum credible pressure considering abnormal operation, mistakes made
by operators, etc., then design the system to contain or relieve the pressure
Contain: Design or select equipment, piping and instrumentation that are capable of
maximum credible pressure using materials compatible with hydrogen service
Relieve: Provide relief devices that safely vent the hydrogen to prevent damaging
overpressure conditions
Perform system pressure tests to verify integrity after initial construction, after
maintenance, after bottle replacements and before deliveries through transfer
connections
Protect systems
Design systems to safely contain maximum expected pressure or provide pressure relief
devices to protect against burst
Mount vessels and bottled gas cylinders securely
Consider that systems must operate and be maintained in severe weather and may
experience earthquakes and floodwater exposures
Demobilize vehicles and carts before delivery transfers or operation
Protect against vehicle or accidental impact and vandalism
Post warning signs
Size the storage
appropriately for the
service
Avoid excess number of deliveries/change-outs if too small
Avoid unnecessary risk of a large release from an oversized system
Provide hydrogen
shutoff(s) for isolation
Locate automatic fail-closed shutoff valves at critical points in the system (such as storage
exit, entry to buildings, inlets to test cells, etc.) to put the system in a safe state when a
failure occurs
Consider redundant or backup controls
Install manual valves for maintenance and emergencies
Prevent cross-
contamination
Prevent backflow to other gas systems with check valves, pressure differential, etc.
Approach Examples of Actions
Safely discharge all
process exhausts, relief
valves, purges, and vents
Discharge hydrogen outdoors or into a laboratory ventilation system that assures proper
dilution
Direct discharges away from personnel and other hazards
Secure/restrain discharge piping
Prevent build-up of
combustible mixtures in
enclosed spaces
Do not locate equipment or piping joints/fittings in poorly ventilated rooms or enclosed
spaces; use only solid or welded tubing or piping in such areas
Provide sufficient ventilation and/or space for dilution
Avoid buildup of hydrogen under ceilings/roofs and other partly enclosed spaces
Keep the Hydrogen in the System
Manage Discharges
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Approach Examples of Actions
Leak detection and
mitigation
Provide detection and automatic shutdown/isolation if flammable mixtures present,
particularly in enclosed spaces
Consider methods for manual or automatic in-process leak detection such as ability for
isolated systems to hold pressure
Periodically check for leaks in the operating system
Loss of forced
ventilation indoors
Automatically shut off supply of hydrogen when ventilation is not working
Monitor the process and
protect against faults
Provide alarms for actions required by people, e.g., evacuation
Provide capability to automatically detect and mitigate safety-critical situations
Consider redundancy to detect and mitigate sensor or process control faults
Provide ability for the system to advance to a “safe state” if power failures or controller
faults are experiences
Fire detection and
mitigation
Appropriate fire protection (extinguishers, sprinklers, etc.)
Automatic shutdown and isolation if fire detected
Approach Examples of Actions
Establish and
document procedures
Responsibilities for each of the parties involved
Operating procedures
Emergency procedures
Preventive maintenance schedules for equipment services, sensor calibrations, leak
checks, etc.
Safe work practices such as lock-out/tag-out, hot work permits and hydrogen line purging
Review and approval of design and procedural changes
Train personnel
MSDS awareness for hydrogen and other hazardous materials
Applicable procedures and work instructions for bottle change-out, deliveries, operation,
maintenance, emergencies and safety work practices
Monitor Track incidents and near misses and establish corrective actions
Monitor compliance to all procedures and work instructions
Remove potential ignition
sources from flammable
spaces/zones
Proper bonding and grounding of equipment
No open flames
No arcing/sparking devices, e.g., properly classified electrical equipment
Detect and Mitigate
Manage Operations
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Hydrogen Letter from the State Fire Marshall
Snapshot: The State Fire Marshall provided the following letter about hydrogen
and hydrogen fueling stations. This letter can be shared with local building and
fire departments. Local governments can contact the State Fire Marshall for more
information about hydrogen codes and standards.
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Appendices
This section provides a listing of some of the information
referred to throughout the Guidebook.
Governor’s Zero-Emission Vehicle Executive Order
Resources for Zero-Emission Vehicle Readiness
Glossary of Zero-Emission Vehicle Terms
Compilation of Guidebook Hyperlinks
Works Cited
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Governor’s Zero-Emission Vehicle
Executive Order
WHEREAS California is the nation’s largest market for cars and light-duty trucks; and
WHEREAS the transportation sector is the biggest contributor to California’s greenhouse
gas emissions and accounts for approximately 40 percent of these emissions; and
WHEREAS California should encourage the development and success of zero-emission
vehicles to protect the environment, stimulate economic growth and improve the
quality of life in the state; and
WHEREAS California is a leader of technological innovation, including the innovation
necessary to produce commercially successful zero-emission vehicles; and
WHEREAS California attracts over half of the nation’s venture capital for clean
technology and ranks high among the states in the number of workers and facilities
supporting the clean-car industry; and
WHEREAS California is leading the nation in enacting laws and establishing policies
and programs that are reducing greenhouse gases, protecting air and water quality,
promoting energy diversity and supporting low-carbon alternative fuel technologies; and
WHEREAS zero-emission vehicles provide multiple benefits in addition to reducing
greenhouse gas emissions, such as reducing conventional pollutants, operating quietly
and cleanly, allowing home refueling and lowering operating and fuel costs; and
WHEREAS California should support and encourage car manufacturers’ plans to build
and sell tens of thousands of zero-emission vehicles in California in the coming years.
NOW, THEREFORE, I, Edmund G. Brown Jr., Governor of the State of California, do hereby
issue the following orders to become effective immediately:
IT IS HEREBY ORDERED that all state entities under my direction and control support
and facilitate the rapid commercialization of zero-emission vehicles.
IT IS FURTHER ORDERED that the California Air Resources Board, the California Energy
Commission, the Public Utilities Commission and other relevant agencies work with the
Plug-in Electric Vehicle Collaborative and the California Fuel Cell Partnership to establish
benchmarks to help achieve by 2015:
• The state’s major metropolitan areas will be able to accommodate zero-emission
vehicles, each with infrastructure plans and streamlined permitting; and
• The state’s manufacturing sector will be expanding zero-emission vehicle and
component manufacturing; and
• The private sector’s investment in zero-emission vehicle infrastructure will be
growing; and
• The state’s academic and research institutions will be contributing to zero-emission
vehicle research, innovation and education.
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IT IS FURTHER ORDERED that these entities establish benchmarks to help achieve by 2020:
• The state’s zero-emission vehicle infrastructure will be able to support up to one
million vehicles; and
• The costs of zero-emission vehicles will be competitive with conventional
combustion vehicles; and
• Zero-emission vehicles will be accessible to mainstream consumers; and
• There will be widespread use of zero-emission vehicles for public transportation
and freight transport; and
• Transportation sector greenhouse gas emissions will be falling as a result of the
switch to zero-emission vehicles; and
• Electric vehicle charging will be integrated into the electrical grid; and
• The private sector’s role in the supply chain for zero-emission vehicle component
development and manufacturing state will be expanding.
IT IS FURTHER ORDERED that these entities establish benchmarks to help achieve by 2025:
• Over 1.5 million zero-emission vehicles will be on California roads and their market
share will be expanding; and
• Californians will have easy access to zero-emission vehicle infrastructure; and
• The zero-emission vehicle industry will be a strong and sustainable part of
California’s economy; and
• California’s clean, efficient vehicles will annually displace at least 1.5 billion gallons
of petroleum fuels.
IT IS FURTHER ORDERED that California target for 2050 a reduction of greenhouse gas
emissions from the transportation sector equaling 80 percent less than 1990 levels.
IT IS FURTHER ORDERED that California’s state vehicle fleet increase the number of its
zero-emission vehicles through the normal course of fleet replacement so that at least
10 percent of fleet purchases of light-duty vehicles be zero-emission by 2015 and at
least 25 percent of fleet purchases of light-duty vehicles be zero-emission by 2020.
This directive shall not apply to vehicles that have special performance requirements
necessary for the protection of the public safety and welfare.
This Order is not intended to, and does not, create any rights or benefits, substantive or
procedural, enforceable at law or in equity, against the State of California, its agencies,
departments, entities, officers, employees, or any other person.
I FURTHER DIRECT that as soon as hereafter possible, this Order be filed in the Office of
the Secretary of State and that widespread publicity and notice be given to this Order.
IN WITNESS WHEREOF I have hereunto set my hand and caused the Great Seal of the
State of California to be affixed this 23rd day of March 2012.
EDMUND G. BROWN JR.
Governor of California
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Resources for
Zero-Emission Vehicle Readiness
State of California Resources
• Governor’s Executive Order: To bring 1.5 million ZEVs to California by 2025
• ZEV Action Plan: Plan to follow the governor’s executive order by identifying
specific strategies and actions the state will take
• California Air Resources Board Advanced Clean Cars Program: CARB website
providing information on standards for new advanced vehicles
• California Department of General Services, Office of Fleet and Asset
Management: DGS website providing information on existing vehicles and
infrastructure
• California Energy Commission Drive website: CEC program to improve and
invest in advanced vehicles and related infrastructure
• California Energy Commission Investment Plan for the Alternative and
Renewable Fuel and Vehicle Technology Program: CEC’s plan for investment in
alternative fuels and advanced vehicles
• Plug-in Electric Vehicle Resource Center: A buying guide for consumers
interested in plug-in electric vehicles from CARB
• The Emergency Response Guide to Alternative Fuel Vehicles: Training manual
designed to prepare emergency medical, law enforcement and fire service
personnel for an emergency response involving a wide range of alternative
fuel vehicles
State of California Departments
• California Air Resources Board (CARB): Promotes and protects public health,
welfare and ecological resources through the effective and efficient reduction of
air pollutants while recognizing and considering the effects on the economy of
the state
• California Building Standards Commission: BSC produces sensible and usable
state building standards and administrative regulations that implement or
enforce those standards
• California Department of Food and Agriculture, Division of Measurement
Standards: CDFA website providing information on measurement standards for
new and advanced fuels
• California Department of General Services, Division of the State Architect:
Provides design and construction oversight for schools, community colleges
and various other state-owned and -leased facilities and develops accessibility,
structural safety and historical building codes and standards utilized in various
public and private buildings
• California Department of Housing and Community Development: Provides
leadership, policies and programs to preserve and expand safe and affordable
housing opportunities and promote strong communities for all Californians
• California Department of Rehabilitation: Works in partnership with
consumers and other stakeholders to provide services and advocacy resulting in
employment, independent living and equality for individuals with disabilities
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• California Department of Transportation (Caltrans): Improving mobility
across California through its strategic goals of safety, mobility, delivery,
stewardship and service
• California Energy Commission: State’s primary energy policy and planning
agency that sets state energy policy
• Governor’s Office of Planning and Research (OPR): Serves the governor
and the cabinet as staff for long-range planning and research and is the
comprehensive state planning agency
Federal Resources
• Department of Energy Alternative Fuels Data Center: Provides information,
data and tools about alternative fuels and advanced vehicles
• Department of Energy Clean Cities: Coalitions whose goal is to support local
actions to reduce petroleum consumption in transportation
• Electric Vehicle and Infrastructure Codes and Standards Citations: National
Renewable Energy Laboratory (NREL) document listing codes and standards
typically used for U.S. electric vehicle and infrastructure projects
• GPAT: Government Product/Service Accessibility Template (GPAT): Simple
tool to assist federal contracting and procurement officials in fulfilling the
market research requirements associated with Section 508 regulations
• Hydrogen Vehicle and Infrastructure Codes and Standards Citations: NREL
document listing codes and standards typically used for U.S. hydrogen vehicle
and infrastructure projects
• Safety Planning Guidance for Hydrogen and Fuel Cell Projects: Guidance
document providing applicants and recipients with information on safety
requirements for hydrogen and fuel cell projects funded by the Department of
Energy Fuel Cell Technologies Program
• Reaching the U.S. Fire Service with Hydrogen Safety Information: Provides an
overview of the U.S. Fire Service to help improve the transfer of hydrogen safety
information to and from the emergency response community
Resources from Other States
• Washington Electric Vehicle Infrastructure Deployment Guidelines for Local
Government: Includes local governments’ model ordinances, model development
regulations and guidance for siting and installing electric vehicle infrastructure
• Oregon Electric Vehicle Infrastructure Deployment Guidelines: Provides
background information for understanding EV requirements and the related codes,
laws and standards in order to provide the optimum infrastructure for electric vehicles
• West Coast Electric Highway: The West Coast Electric Highway is an extensive
network of electric vehicle DC fast charging stations located every 25 to 50 miles
along Interstate 5 and other major roadways
• Hawaii’s ZEV Guidebook: Hawaii-specific installations are featured throughout
the guidebook, however, the recommended order of topics and best practices
are applicable anywhere in the world
• New Jersey Information about Permitting Charging Stations: The New
Jersey Department of Community Affairs Division of Codes and Standards has
an innovative permitting program that some California jurisdictions may be
interested in adopting
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Nonprofit Resources
• California Fuel Cell Partnership (CaFCP): A collaboration of auto manufacturers,
energy providers, government agencies and fuel cell technology companies that
promote the commercialization of hydrogen fuel cell electric vehicles
• California Plug-in Electric Vehicle Collaborative: A multistakeholder, public-
private partnership that facilitates the deployment of PEVs in California to meet
economic, energy and environmental goals
• The EV Project: The largest deployment of electric vehicles and charge
infrastructure in history
• California and Regional PEV Data Resource: Updated dynamically, the online
CVRP database allows users to filter PEV ownership data by utility, county and air
district, as well as by vehicle and applicant type; download program data; and
create GIS maps of vehicle deployment by county
• Center for Climate and Energy Solutions PEV Initiatives: A group convened by
C2ES brings together automakers, electric utilities, policymakers, environmental
groups and others to accelerate PEV deployment nationwide
• California Plug-in Electric Vehicle Owner Survey: A report and analysis of
survey results from electric vehicle owners from across California
• Plug-in America: A coalition of electric vehicle owners who promote clean
energy and support PEVs as one solution to energy independence
• Hybrid and EV First and Second Responder Recommended Practice:
Describes the potential consequences associated with hazards from EVs and
suggests common procedures to help protect emergency responders, tow and/
or recovery, storage, repair and salvage personnel after an incident has occurred
with an EV
• Hydrogen Fuel Cell Safety Meetings and Events: A comprehensive calendar for
key hydrogen and fuel cell codes and standards development cycles, including
due dates
• Hydrogen / Fuel Cell Codes and Standards: This website tracks the world-wide
development of over 300 hydrogen and fuel cell standards, and its matrix can be
searched by geographic areas
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Publications
• A California Road Map – Bringing Hydrogen Fuel Cell Electric Vehicles to the
Golden State: Describes the infrastructure necessary to successfully launch the
commercial FCEV market
• A Road Map for Fuel Cell Electric Buses in California: A zero-emission
solution for public transit: Looks at the progress of FCEBs in California and
across the globe and offers recommendations to state and federal policymakers
about actions they can take to put FCEBs on the path to full commercial
readiness
• Accessibility and Signage for Plug-In Electric Vehicle Charging
Infrastructure: Gives a clear delineation of the service provided by charging
infrastructure and is intended to ensure that charging is accessible and complies
with federal and state requirements
• Evaluating Land Use Opportunities and Existing Charge Stations: Defines
both the opportunities and the limits on where, how much and when PEV
charging can occur locally
• Luskin Center for Innovation: Financial Viability of Non-Residential EV
Charging Stations: Details the financial viability of installing charging stations
outside the home for those with sites available
• Luskin Center for Innovation: Increasing Electric Vehicle Charging Access in
Multi-Unit Dwellings: Highlights the importance of in-home charging for electric
vehicles and the barriers faced by those living in multi-unit dwelling buildings
• Luskin Center for Innovation: Southern California Plug-in Electric Vehicle
Readiness Plan: Shows residential charging, particularly in single-family homes,
as critical to PEV adoption in the near term
• Powering Innovation: California is Leading the Shift to Electric Vehicles
from R&D to Early Adoption: Tracks key indicators to assess opportunities and
obstacles for California in the EV sector
• Ready, Set, Charge, California!: Provides public agencies throughout California
with guidance on how to advance community EV readiness
• Streamlining the Permitting and Inspection Process for Plug-in Electric
Vehicle Home Charger Installations: Characterizes key aspects of the
installation process as they relate to permitting and inspection considerations
and highlights common challenges and questions that arise
• Title 24, California Code of Regulations: Link to all parts of Title 24, California
Code of Regulations
• UC Los Angeles and UC Berkeley Law School: Electric Drive by ‘25:
Documents challenges to jump-starting the electric vehicle marketplace and
possible solutions for policymakers around California
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Codes and Standards Developers
• Institute of Electrical and Electronic Engineers (IEEE): The world’s largest
professional association dedicated to advancing technological innovation
• International Code Council (ICC): Develops model codes and standards used
in the design, build and compliance process to construct safe, sustainable,
affordable and resilient structures
• National Electrical Manufacturers Association (NEMA): Association of
electrical equipment manufacturers that provides a forum for the development
of technical standards that are in the best interest of the industry and users,
advocacy of industry policies on legislative and regulatory matters and
collection, analysis and dissemination of industry data
• National Fire Protection Association (NFPA): International nonprofit focused
on reducing the worldwide burden of fire and other hazards on the quality of life
by providing and advocating consensus codes and standards, research, training
and education
• Society of Automotive Engineers (SAE): Global association of engineers and
related technical experts in the aerospace, automotive and commercial vehicle
industries
• Underwriters Laboratories (UL): Global independent safety science company
dedicated to promoting safe living and working environments
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Glossary of
Zero-Emission Vehicle Terms
• Battery Charging Station: an electrical component assembly or cluster of
component assemblies designed specifically to charge batteries within plug-in
electric vehicles
• Charging Levels: standardized indicators of electrical force, or voltage, at which an
electric vehicle’s battery is recharged
• Clean Air Vehicle Parking Space: any posted and/or marked parking space that
identifies the use to be exclusively for the parking of a clean fuel vehicle as defined by
the California Air Resources Board
• Clean Air Vehicle Sticker: California law allows use of high occupancy vehicle (HOV)
lanes with only one occupant when the vehicle displays Clean Air Vehicle Stickers
• Clean Vehicle: Any clean fuel vehicle identified by the State of California as qualifying
for the California Clean Vehicle Rebate Project. Effective January 2011 there are two
types of vehicles that qualify: zero emission vehicles (ZEVs) and plug-in hybrid electric
vehicles (PHEVs) that qualify as enhanced advanced technology partial zero emission
vehicles (EAT PZEV) or transitional ZEV (TZEV).
• Compressed Hydrogen Gas (CHG): Hydrogen compressed to a high-pressure and
stored at ambient temperature
• Electric Vehicle Charging Station (EVCS): a public or private parking space that is
served by battery charging station equipment
• Electric Vehicle Charging Station — Public: An EV charging station that is publicly
owned and publicly available (e.g., park & ride lot, public library parking lot, on-street
parking) or that is privately owned but publicly available (e.g., shopping center
parking lot, commercial office parking garage)
• Electric Vehicle Charging Station — Restricted: An electric vehicle charging station
that is publicly owned and has restricted access (e.g., fleet parking for designated
vehicles) or privately owned and has restricted access (e.g., single-family residence,
designated employee parking)
• Electric Vehicle Infrastructure (EVI): Structures, machinery and equipment
necessary and integral to support an electric vehicle
• Electric Vehicle Parking Space: Any posted parking space that identifies the use to
be exclusively for the parking of an electric vehicle
• Electric Vehicle Supply Equipment (EVSE): The conductors, including the
ungrounded, grounded and equipment grounding conductors and the electric
vehicle connectors, attachment plugs and all other fittings, devices, power outlets
or apparatus installed specifically for the purpose of delivering energy from the
premises wiring to the electric vehicle (California Electric Code, Article 625, NEC,
Article 625)
• Electrolysis: The process where an electric current is passed through an electrolytic
solution or other appropriate medium, causing a chemical reaction
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• Electronic and Information Technology (EIT): Includes information technology and
any equipment or interconnected system or subsystem of equipment that is used in
the creation, conversion or duplication of data or information and includes but is not
limited to telecommunications products (such as telephones), information kiosks and
transaction machines, websites, multimedia and office equipment such as copiers
and fax machines
• Fuel Cell: A device that uses hydrogen and oxygen to create electricity through an
electrochemical process
• Fuel Cell Stack: Individual fuel cells connected in series (or stacked) to increase
electrical current
• Fuel Cell Electric Vehicle (FCEV): A vehicle that uses electricity produced by an
onboard fuel cell (typically powered by hydrogen) to run motors located near the
vehicle’s wheels
• Fuel Processor: Device used to extract the hydrogen from fuels, such as natural gas,
propane, gasoline, methanol and ethanol, for use in fuel cells
• Hybrid Electric Vehicle (HEV): A type of hybrid vehicle that combines a conventional
internal combustion (ICE) propulsion system with an electric propulsion system
• Inlet: The device on the PEV into which the electric vehicle connector is inserted for
charging and information exchange (part of the electric vehicle coupler)
• Liquefied Hydrogen (LH2): Hydrogen can exist in a liquid state, but only at
extremely cold temperatures, and typically has to be stored at -253°C (-423°F)
• Non-Electric Vehicle: Any motor vehicle that does not meet the definition of electric
vehicle or plug-in electric vehicle
• Phosphoric Acid Fuel Cell (PAFC): A type of fuel cell in which the electrolyte consists
of concentrated phosphoric acid (H3PO4) and protons (H+) are transported from the
anode to the cathode
• Plug-in Electric Vehicle (PEV): Any motor vehicle registered to operate on California
public roadways and operates, either partially or exclusively, on electrical energy from
the grid or an off-board source that is stored on board for motive purpose, including
battery electric vehicle (BEV), plug-in hybrid electric vehicle (PHEV), neighborhood
electric vehicle (NEV) and an electric motorcycle
• Point of Service: The battery charging station from which the charging service is provided
• Proton Exchange Membrane (PEM) Fuel Cell: A fuel cell that uses a solid catalyst-
coated membrane, similar in consistency to thick plastic wrap, to allow positively
charged ions to pass through it, but block electrons
• Reformer: Device used to extract the hydrogen from fuels, such as natural gas,
propane, gasoline, methanol and ethanol, for use in fuel cells
• Reforming: A chemical process that reacts hydrogen-containing fuels in the presence
of steam, oxygen or both into a hydrogen-rich gas stream
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• Self-Contained, Closed Products: Products that generally have imbedded software
but are often designed in such a way that a user cannot easily attach or install assistive
technology. Examples include information kiosks, information transaction machines,
copiers, printers, calculators, fax machines, and similar types of products. The standards
require that access features be built into the system so users do not have to attach an
assistive device to it. Other specifications address mechanisms for private listening
(handset or a standard headphone jack), touchscreens, auditory output and adjustable
volume controls, and location of controls in accessible reach ranges.
• Zero Emission Vehicles (ZEV): any vehicle driven only by an electric motor that is
powered by advanced technology batteries (BEV) or a hydrogen fuel cell (FCEV) and
produces zero tailpipe emissions or pollution when stationary or operating
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Compilation of Guidebook Hyperlinks
Publication acknowledgements
Bay Area and Monterey Area Plug-In Electric Vehicle Readiness Plan – http://www.
pevcollaborative.org/sites/all/themes/pev/files/docs/ba_pev_plan.pdf
Ready, Set, Charge, California! – http://www.baclimate.org/images/stories/actionareas/
ev/guidelines/readysetcharge_evguidelines.pdf
San Diego Plug-In Electric Vehicle Readiness Plan – http://www.pevcollaborative.org/
sites/all/themes/pev/files/docs/SD_PEV_Readiness_Plan_Main.pdf
A California Roadmap: Bringing Fuel Cell Electric Vehicles to the Golden State – http://
cafcp.org/sites/files/20120814_Roadmapv(Overview).pdf
A Toolkit for Community Plug-In Electric Vehicle Readiness – http://pevcollaborative.
org/sites/all/themes/pev/files/docs/toolkit_final_website.pdf
2013 ZEV Action Plan – http://opr.ca.gov/docs/Governors_Office_ZEV_Action_Plan_(02-
13).pdf
Southern California Plug-In Electric Vehicle Readiness Plan – http://www.
pevcollaborative.org/sites/all/themes/pev/files/docs/SouthCoast_PEV_Readiness_Plan_
Main.pdf
Preface
Governor Brown’s ZEV Executive Order – http://gov.ca.gov/news.php?id=17463
ZEV Action Plan – http://opr.ca.gov/docs/Governors_Office_ZEV_Action_Plan_(02-13).pdf
Overview of Zero-Emission Vehicles
U.S. Department of Energy ZEV Overview – http://www.afdc.energy.gov/fuels/
California Fuel Cell Partnership Road Map – http://cafcp.org/sites/files/20120814_
Roadmapv(Overview).pdf
Benefits of Zero-Emission Vehicle Community Readiness
DriveClean – http://www.driveclean.ca.gov/index.php
Environmental and Economic Leadership Awards Program – http://www.calepa.ca.gov/
Awards/GEELA/
Current State Policy on Zero-Emission Vehicles
Governor Brown’s ZEV Executive Order – http://gov.ca.gov/news.php?id=17472
Executive Order B-16-2012 – http://gov.ca.gov/news.php?id=17472
California’s ZEV Regulation – http://www.arb.ca.gov/msprog/zevprog/zevprog.htm
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California’s Advanced Clean Cars Program – http://www.arb.ca.gov/msprog/zevprog/
factsheets/advanced_clean_cars_eng.pdf
Assembly Bill 118 (Nuñez, Chapter 750, Statutes of 2007) – http://www.leginfo.ca.gov/
pub/11-12/bill/asm/ab_0101-0150/ab_118_bill_20110630_chaptered.pdf
Air Quality Improvement Program – http://www.arb.ca.gov/msprog/aqip/aqip.htm
Alternative and Renewable Fuel and Vehicle Technology Program – http://www.energy.
ca.gov/drive/index.html
Low Carbon Fuel Standard (LCFS) – http://www.arb.ca.gov/fuels/lcfs/lcfs.htm
Executive Order S-01-07 (2007) – http://www.arb.ca.gov/fuels/lcfs/eos0107.pdf
Directory of local air districts – http://www.arb.ca.gov/capcoa/roster.htm
Senate Bill 71 (Padilla, Chapter 10, Statutes of 2010) – http://leginfo.ca.gov/pub/09-10/
bill/sen/sb_0051-0100/sb_71_bill_20100324_chaptered.pdf
California Clean Vehicle Rebate Program – http://energycenter.org/index.php/incentive-
programs/clean-vehicle-rebate-project
Clean Vehicle Rebate Project – http://energycenter.org
Senate Bill 535 (Yee, Chapter 215, Statutes of 2010) – http://www.evcollaborative.org/
sites/all/themes/pev/files/sb_535_bill_20100830_chaptered.pdf
Assembly Bill 2405 (Blumenfield, Chapter 674, Statutes of 2012) – http://leginfo.
legislature.ca.gov/faces/billTextClient.xhtml;jsessionid=a8d177d08a198c56158d731ba5
f3?bill_id=201120120AB2405
Assembly Bill 2502 (Blumenfield, Chapter 675, Statutes of 2012) – http://leginfo.
legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201120120AB2502
Assembly Bill 475 (Butler, Chapter 274, Statutes of 2011) – http://www.leginfo.ca.gov/
pub/11-12/bill/asm/ab_0451-0500/ab_475_bill_20110907_chaptered.html
Senate Bill 880 (Corbett, Chapter 6, Statutes of 2012) – http://leginfo.legislature.ca.gov/
faces/billNavClient.xhtml?bill_id=201120120SB880
Current California Plug-In Electric Vehicle Policies – http://www.evcollaborative.org/
current-california-pev-policy
Zero-Emission Vehicles Codes and Standards
Building Standards Commission website – http://www.bsc.ca.gov/codes.aspx
CALGreen Code (Part 11, Title 24) – http://www.iccsafe.org/cs/codes/Errata/State/
CA/5570S1002.pdf
Building Standards Commission Website on ordinances – http://www.bsc.ca.gov/codes/
localfilings.aspx
Los Angeles Municipal Code, Chapt. IX, Art. 9 – http://ladbs.org/LADBSWeb/LADBS_
Forms/Publications/LAGreenBuildingCodeOrdinance.pdf
Complete Los Angeles Green Building Code – http://ladbs.org/LADBSWeb/green-bldg.jsf
Alternative Fuels Data Center ZEV Codes and standards – http://www.afdc.energy.gov/
codes_standards.html
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National Greenhouse Gas and Corporate Average Fuel Economy Standards for Vehicles
– http://www.afdc.energy.gov/afdc/laws/law/US/385
Energy Policy Act – http://www1.eere.energy.gov/vehiclesandfuels/epact/
Renewable Fuel Standard – http://www.epa.gov/otaq/fuels/renewablefuels/
Electric Vehicle Everywhere Workplace Charging Challenge – http://www1.eere.energy.
gov/vehiclesandfuels/electric_vehicles/workplace_charging.html
DoD Plug-In Electric Vehicle Program – http://www.government-fleet.com/channel/
green-fleet/news/story/2012/02/u-s-dod-unveils-plug-in-ev-program-plans.aspx
H2USA – http://energy.gov/articles/energy-department-launches-public-private-
partnership-deploy-hydrogen-infrastructure
US Green Building Council website – http://www.usgbc.org/
Funding and Financing for Zero-Emission Vehicle Readiness
California Energy Commission – http://www.energy.ca.gov/contracts/transportation.html
California Air Resources Board – http://www.arb.ca.gov/ba/fininfo.htm
Air Quality Improvement Program – http://www.arb.ca.gov/msprog/aqip/aqip.htm
DriveClean – http://www.driveclean.ca.gov/Calculate_Savings/Incentives.php
FundingWizard – http://www.coolcalifornia.org/funding-wizard-home
Alternative Fuels Data Center – http://www.afdc.energy.gov/laws/
Adopt a Charger – http://adoptacharger.org/
Community Development Block Grant – http://portal.hud.gov/hudportal/HUD?src=/
program_offices/comm_planning/communitydevelopment/programs
EV Project – http://www.theevproject.com/downloads/documents/FAQ_DOE_
ECOtality_The_EV_Project_20120924.pdf
Sign up for Energy Commission mailing lists – http://www.energy.ca.gov/listservers/index.html
Plug-In Electric Vehicle Collaborative Resource Center – http://www.pevcollaborative.
org/sites/all/themes/pev/files/PEV_Incentives_120827.pdf
Plug-In Electric Vehicle Tax Credit – http://www.irs.gov/businesses/
article/0,,id=214841,00.html
Fuel Cell Vehicle Tax Credit – http://www.irs.gov/pub/irs-drop/n-08-33.pdf
Low speed, 2/3 Wheel PEVs Tax Credit – http://www.irs.gov/newsroom/
article/0,,id=207051,00.html
Employee Corporate Incentives – http://www.hybridcars.com/corporate-incentives.html
Alternative Fuel Vehicle Refueling Property Credit – http://www.irs.gov/pub/irs-pdf/f8911.pdf
Clean Vehicle Rebate Project – http://www.arb.ca.gov/msprog/aqip/cvrp.htm
California Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project – http://www.
californiahvip.org/docs/HVIP_Year%203_Implementation%20Manual_2012-11-14.pdf
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Hybrid Off-Road Equipment Pilot Project – http://www.cert.ucr.edu/research/efr/Off-
Road%20Pilot%20Implementation%20Manual.pdf
Enhanced Fleet Modernization Program – http://www.arb.ca.gov/msprog/aqip/efmp.htm
Carl Moyer Program: On-Road Heavy-Duty Voucher Incentive Program – http://www.
arb.ca.gov/msprog/moyer/guidelines/2011gl/2011cmp_offvip_4_28_11.pdf
Carl Moyer Program: Off-Road Voucher Incentive Program – http://www.arb.ca.gov/
msprog/moyer/guidelines/2011gl/2011cmp_offvip_4_28_11.pdf
Good Movements Emission Reduction Program – http://www.arb.ca.gov/bonds/
gmbond/gmbond.htm
PLACE Program – http://www.arb.ca.gov/ba/loan/off-road/off-road.htm
Alternative and Renewable Fuel and Vehicle Technology Program – http://www.energy.
ca.gov/altfuels/index.html
LADWP Residential Home Charger Rebate – https://www.ladwp.com/cs/
idcplg?IdcService=GET_FILE&dDocName=LADWP004809&RevisionSelectionMethod=L
atestReleased
City of Corona Alternative Fuel Vehicle Rebate Program – http://www.discovercorona.
com/City-Departments/PublicWorks/Public-Services-and-Information/Alternative-
FuelVehicle-Rebate-Program.aspx
City of Riverside Rebate – http://www.riversideca.gov/air/alternativefuel.asp
City of Riverside Employee Rebate – http://www.riversideca.gov/air/alternativefuel.asp
San Joaquin Valley Emission Reduction Incentive – http://www.valleyair.org/Home.htm
LADWP – http://www.ladwp.com/ladwp/cms/ladwp002056.jsp
Pacific Gas and Electric – http://www.pge.com/tariffs/tm2/pdf/ELEC_SCHEDS_E-9.pdf
SMUD – https://www.smud.org/en/residential/environment/plug-inelectric-vehicles/
PEV-rates.htm
SCE – http://www.sce.com/wps/portal/home/residential/electric-cars/
SDG&E – http://sdge.com/clean-energy/electric-vehicles/electric-vehicles
City of Hermosa Beach – http://www.hermosabch.org/modules/showdocument.
aspx?do%20%20cumentid=815
City of Santa Monica – http://www.smgov.net/Departments/OSE/Categories/
Transportation/%20Automobiles.aspx
LAX Parking – http://www.lawa.org/parking/
City of Sacramento – http://www.cityofsacramento.org/transportation/parking/
offstreetother.html
Identifying Plug-In Electric Vehicle Infrastructure Needs in Communities
Governor’s ZEV Action Plan – http://opr.ca.gov/docs/Governors_Office_ZEV_Action_
Plan_(02-13).pdf
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Electric Vehicle Charging Infrastructure Deployment Guidelines for the Greater San
Diego Area – http://www.theevproject.com/downloads/documents/Electric%20
Vehicle%20Charging%20Infrastructure%20Deployment%20Guidelines%20for%20
the%20Greater%20San%20Diego%20Area%20Ver%203.2.pdf
Alternative Fuels Data Center – http://www.afdc.energy.gov/fuels/electricity_locations.html
PlugShare – http://www.plugshare.com/
Statewide Plug-In Electric Vehicle Infrastructure Plan – http://www.energy.ca.gov/
altfuels/notices/pev_infrastructure_workshop/
General Plans, Zoning and Building Codes for Plug-In Electric Vehicles
General Plan Guidelines – http://www.opr.ca.gov/s_generalplanguidelines.php
Learn more about Santa Clara’s building code updates – http://www.sccgov.org/sites/
opa/nr/Documents/State%20of%20the%20County%20Address%202013.pdf
Learn more about the California Electrical Code – http://www.bsc.ca.gov/
TIA 11-2 – http://www.nfpa.org/Assets/files/AboutTheCodes/70/TIA70-11-2.pdf
TIA 11-3 – http://www.nfpa.org/Assets/files/AboutTheCodes/70/TIA70-11-3.pdf
Building Standards Commission Information Bulletin 13-02 – http://www.documents.
dgs.ca.gov/bsc/cd_qustns/documents/2013/BSC-BULLETIN-13-02-Final.pdf
California Green Building Standards Code – http://www.documents.dgs.ca.gov/bsc/
CALGreen/2010_CA_Green_Bldg.pdf
California Electrical Code – http://www.bsc.ca.gov/pubs/codeson.aspx
Plug-In Electric Vehicle Infrastructure Permitting
Clean Cities YouTube Channel – http://www.youtube.com/playlist?list=PLTTHf6mU88sy
VztERNF6iw088IWHZ11k4
City of Berkeley Website – http://www.ci.berkeley.ca.us/EVresidentialcharging/
Natural Resources Agency’s CEQA flowchart – http://ceres.ca.gov/ceqa/flowchart/
Single-Family Residential Charging
City of Los Angeles – http://www.ladbs.org/LADBSWeb/e-permit.jsf
Los Angeles County’s checklist – http://www.baclimate.org/images/stories/actionareas/
ev/guidelines/readysetcharge_evguidelines.pdf
South Bay uniform guidelines – http://www.baclimate.org/images/stories/actionareas/
ev/guidelines/readysetcharge_evguidelines.pdf
City of Riverside’s guide to EVSE permitting – http://www.riversideca.gov/building/pdf/
handouts/EV-Charger-Guidelines.pdf
Riverside’s “virtual” inspection – http://www.riversideca.gov/econdev/riverside-
streamlines-the-building-inspection-process-for-certain-residential-projects/
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Streamlining the Permitting and Inspection Process for Plug-In Electric Vehicle Home
Charger Installations – http://www.pevcollaborative.org/sites/all/themes/pev/files/
PEV_Permitting_120827.pdf
Charging and Permitting in Multi-Unit Dwellings
NFPA website – http://www.nfpa.org/Assets/files/AboutTheCodes/70/TIA70-11-3.pdf
Senate Bill 880 (Corbett, Chapter 6, Statutes of 2012) – http://leginfo.ca.gov/pub/11-12/
bill/sen/sb_0851-0900/sb_880_bill_20120229_chaptered.pdf
Civil Code, Section 1353.9 – http://www.leginfo.ca.gov/cgi-bin/displaycode?section=civ
&group=01001-02000&file=1352-1353.9
Civil Code, Section 1363.07 – http://www.leginfo.ca.gov/cgi-bin/displaycode?section=ci
v&group=01001-02000&file=1363.03-1363.09
UL Website – http://www.ul.com/global/eng/pages/offerings/industries/
powerandcontrols/electricvehicle
Prepping for Plug-In Electric Vehicles at Condos, Townhomes, and Apartments – http://
www.sdge.com/sites/default/files/documents/PreppingMultiUnitsforPlugInVehicles.
pdf?nid=3350
PEV Resource Center – http://www.evcollaborative.org/pev-resource-center
Workplace Charging
Learn more about Google’s workplace charging – http://www.google.org/recharge
IRS Publication 15-B – http://www.irs.gov/pub/irs-pdf/p15b.pdf
Electric Vehicle Everywhere Workplace Charging Challenge – http://www1.eere.energy.
gov/vehiclesandfuels/electric_vehicles/workplace_charging.html
List of participating companies – http://www1.eere.energy.gov/vehiclesandfuels/
electric_vehicles/partners.html
PEV Resource Center’s resources for businesses – http://www.driveclean.ca.gov/pev/
Resources_For_Businesses.php
CALSTART – http://www.evworkplace.org/
PEV Resource Center – http://www.evcollaborative.org/pev-resource-center
Retail and Public Sector Charging
Plug-In Electric Vehicle Handbook for Public Charging Station Hosts – http://www.afdc.
energy.gov/pdfs/51227.pdf
Fast Charging
Learn more about Thousand Oaks’ fast charging – http://www.toaks.org/government/
depts/public_works/green_n_electric_vehicles/electric_vehicle_charging.asp
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Working with Utilities for Plug-In Electric Vehicle Readiness
PG&E Plug-In Electric Vehicle Savings Calculator – http://www.pge.com/cgi-bin/
pevcalculator/PEV
SCE Plug-In Car Rate Assistant – https://www.sce.com/nrc/pev/index.html
AB 631 (Ma, Chapter 480, Statutes of 2011) – http://leginfo.legislature.ca.gov/faces/
billNavClient.xhtml?bill_AB%20631%20(Ma,%20Chapter%20480,%20Statutes%20
of%202011)%20id=201120120AB631&search_keywords
Learn more about San Diego Zoo’s Solar-to-EV – http://www.smartcitysd.org/projects/zoo
California Municipal Utilities Association (CMUA), Electric Trans. Committee – http://
www.cmua.org/electric-transportation.html
LA Department of Water and Power (LADWP) – http://www.ladwp.com/ev
Pacific Gas & Electric Company – http://www.pge.com/pev
Sacramento Municipal Utility District – https://www.smud.org/en/residential/
environment/plug-in-electric-vehicles/
San Diego Gas & Electric – http://www.sdge.com/electric-vehicles
Southern California Edison – http://www.sce.com/wps/portal/home/residential/electric-cars/
PEV Resource Center Information on Charging and Electricity Rates – http://www.
driveclean.ca.gov/pev/Costs/Electricity.php
Plug-In Electric Vehicle Infrastructure and Equipment Accessibility
United States Access Board – http://www.access-board.gov/
DOR’s Disability Access Services unit – http://dor.ca.gov/DisabilityAccessInfo/index.html
Plug-In Electric Vehicles: Universal Charging Access Guidelines and Best Practices
(DRAFT) – http://opr.ca.gov/docs/PEV_Access_Guidelines.pdf
Identifying Fuel Cell Electric Vehicle Infrastructure Needs in Communities
DriveClean Website – http://www.driveclean.ca.gov/Search_and_Explore/
Technologies_and_Fuel_Types/Hydrogen_Fuel_Cell.php
H2 Stations.Org – http://www.netinform.net/h2/H2Stations/Default.aspx
California Fuel Cell Partnership – http://cafcp.org/
A California Road Map: Bringing Hydrogen Fuel Cell Vehicles to the Golden State –
http://cafcp.org/sites/files/20120814_Roadmapv%28Overview%29.pdf
Permitting Hydrogen Fueling Stations
California Stationary Fuel Cell Collaborative website – http://www.casfcc.org/
California Fuel Cell Partnership website – http://www.cafcp.org/
Introduction to Hydrogen for Code Officials – http://www.hydrogen.energy.gov/code_
official_training.html
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H2BestPractices.org – http://www.h2bestpractices.org/
Hydrogen Fueling Station Case Studies – http://www.hydrogen.energy.gov/permitting/
stations_studies.cfm
Regulations, Codes, and Standards (RCS) Template for California Hydrogen Dispensing
Stations – http://www.nrel.gov/docs/fy13osti/56223.pdf
CaFCP’s educational materials for authorities having jurisdiction and first responders –
http://www.er.cafcp.org/
California Emergency Management Agency – http://www.calema.ca.gov/
HazardousMaterials/Pages/Accidental-Release-Prevention-(CalARP).aspx
DriveClean – http://www.driveclean.ca.gov/
Characteristics of Hydrogen as a Fuel
Senate Bill 76 (Committee on Budget and Fiscal Review, Chapter 91, Statutes
of 2005) – http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_
id=200520060SB76&search_keywords=
Introduction to Hydrogen Safety for First Responders – http://hydrogen.pnl.gov/
FirstResponders/
Hydrogen Safety Bibliographic Database – http://nrelpubs.nrel.gov/Webtop/ws/hsdb/
www/hydrogen/SearchForm
H2Incidents.org – http://www.h2incidents.org/
2012 Emergency Response Guidebook – http://www.phmsa.dot.gov/staticfiles/PHMSA/
DownloadableFiles/Files/Hazmat/ERG2012.pdf
CaFCP’s Educational materials – http://cafcp.org/toolkits/ER
Hydrogen Highway Listserve – http://cafcp.org/node/1593
Hydrogen and Fuel Cell Safety Report – http://www.hydrogensafety.info/
California Fuel Cell Partnership – http://www.er.cafcp.org/
Hydrogen Safety Fact Sheet – http://fchea.org/core/import/PDFs/factsheets/
Hydrogen%20Safety_NEW.pdf
Partnering with Community Stakeholders
Business Council on Climate Change – http://www.bc3sfbay.org/index.html
EV Guide for Business – http://www.bc3sfbay.org/ev-guide-for-business.html
Los Angeles Economic Development Corporation – http://laedc.org/
Charge Across Town – http://www.chargeacrosstown.com/
Plug In Santa Barbara – http://www.cecsb.org/pluginsb
California Employment Training Panel – http://www.etp.ca.gov/
Plug in America – http://www.pluginamerica.org/about-us/our-history
EV Project – http://www.theevproject.com/index.php
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Electric Vehicle Infrastructure Training Program – http://www.evitp.org/
California Fuel Cell Partnership – http://cafcp.org/maps/inmycommunity
California Plug-in Electric Vehicle Collaborative – http://www.evcollaborative.org/
CALSTART – http://www.calstart.org/Homepage.aspx
Business Council on Climate Change – http://www.bc3sfbay.org/
Los Angeles Economic Development Corporation “e-Mobility task force” – http://laedc.
org/green-economy-committee/
SoCal EV – http://www.socalev.org/index.htm
California Center for Sustainable Energy – http://energycenter.org/
Department of Energy’s Clean Cities Program – http://www.eere.energy.gov/cleancities/
San Diego Region – http://www.sdcleanfuels.org/
Coachella Valley – http://www.c3vr.org/
Western Riverside – http://www.wrcog.cog.ca.us/content/cleancitiescoalition.asp
Long Beach – http://www.longbeach.gov/pw/longbeachcleancities/default.asp
Southern California Association of Governments – http://www.scag.ca.gov/cleancities/
Los Angeles – http://www.environmentla.org/Clean%20Cities/cleancitieshome.htm
Antelope Valley – http://www.antelopecleancities.com/
Central Coast – http://www.c-5.org/
San Joaquin Valley – http://www.valleycleancities.com/
Silicon Valley – http://www.svcleancities.org/
San Francisco – http://www.sfenvironment.org/transportation/clean-fuels-vehicles/san-
francisco-clean-cities-coalition-sfccc
East Bay – http://www.cleancitieseastbay.org/
Sacramento – http://www.cleancitiessacramento.org/
Eastern Sierra – http://www.afdc.energy.gov/cleancities/coalition/nevada
Regional Air Districts – http://www.arb.ca.gov/drdb/dismap.htm
Bay Area Air District – http://www.bayareapevready.org/
Regional Transportation Planning Agencies and MPOs – http://www.dot.ca.gov/hq/tpp/
offices/orip/
Regional Readiness Plans – http://www.evcollaborative.org/pev-readiness-reports
Zero-Emission Vehicle Incentives and Outreach
“Drive Clean” Buying Guide – http://www.driveclean.ca.gov/Calculate_Savings/
Incentives.php
“Electrify Your Business” – http://www.bc3sfbay.org/uploads/5/3/3/9/5339154/electrify_
your_business.pdf
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IRS Publication 15-B – http://www.irs.gov/pub/irs-pdf/p15b.pdf
Plug-in Electric Vehicle Communication Guides – http://www.evcollaborative.org/
communication-guides
Fuel Cell Electric Vehicle Benefits – http://cafcp.org/goodforca
Zero-Emission Vehicle Signs and Pavement Markings
Traffic Operations Policy Directive 13-01 – http://www.dot.ca.gov/hq/traffops/signtech/
signdel/policy/13-01.pdf
Vehicle decals – http://www.dmv.ca.gov/vr/decal.htm
List of qualified vehicles – http://www.arb.ca.gov/msprog/carpool/carpool.
htm#vehicles
Directory of Caltrans district contacts – http://www.dot.ca.gov/localoffice.htm
Directory of California Planning Agencies – http://opr.ca.gov/docs/2012DOPA.pdf
Directory of Caltrans district contacts – http://www.dot.ca.gov/localoffice.htm
Zero-Emission Vehicle Signs and Pavement Markings Policy Directive – http://www.dot.
ca.gov/hq/traffops/signtech/signdel/policy/13-01.pdf
California Manual on Uniform Traffic Control Devices (MUTCD) – http://www.dot.ca.gov/
hq/traffops/signtech/mutcdsupp/ca_mutcd2012.htm
Greening Fleets with Zero-Emission Vehicles
Learn more about the Bay Area Climate Collaborative’s work – http://www.baclimate.
org/bay-area-climate-collaborative-blog/rollout-of-50-mitsubishi-all-electric-vehicles-
to-city-of-san-jose-town-of-los-gatos-city-of-campbell-and-city-of-mill-valley-marks-
significant-electric-vehicle-milestone.html
UC Irvine’s Advanced Power and Energy Program – http://www.apep.uci.edu/3/
ZEV-NET – http://zevnet.fastfleet.net/about
DGS website – http://www.dgs.ca.gov/buyinggreen/Home/BuyersMain/Transportation/
Cars.aspx
Plug-In Electric Vehicle Handbook for Fleet Managers – http://www.afdc.energy.gov/
pdfs/pev_handbook.pdf
Economic Benefits of Zero-Emission Vehicle Readiness
Rio Hondo College Alternative Fuel Program – http://www.riohondo.edu/tech/auto/
alternativefuels.htm
Saddleback College’s alternative fuel technologies program – http://www.saddleback.
edu/atas/autotech/AlternativeFuelTechnologies.html
EV Project – http://www.theevproject.com/index.php
Electric Vehicle Infrastructure Training Program – http://www.evitp.org/
Careers in Electric Vehicles – http://www.bls.gov/green/electric_vehicles/electric_vehicles.pdf
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Featured Resources
General Plan Guidelines – http://www.opr.ca.gov/s_generalplanguidelines.php
Zero-Emission Vehicle Signs and Pavement Markings Policy Directive – http://www.dot.
ca.gov/hq/traffops/signtech/signdel/policy/13-01.pdf
California Manual on Uniform Traffic Control Devices – http://www.dot.ca.gov/hq/
traffops/signtech/mutcdsupp/ca_mutcd2012.htm
Statewide Plug-In Electric Vehicle Infrastructure Plan – http://www.energy.ca.gov/
altfuels/notices/pev_infrastructure_workshop/
California Green Building Standards Code – http://www.documents.dgs.ca.gov/bsc/
CALGreen/2010_CA_Green_Bldg.pdf
California Electrical Code – http://www.bsc.ca.gov/pubs/codeson.aspx
Streamlining the Permitting and Inspection Process for Plug-In Electric Vehicle Home
Charger Installations – http://www.pevcollaborative.org/sites/all/themes/pev/files/
PEV_Permitting_120827.pdf
PEV Resource Center – http://www.evcollaborative.org/pev-resource-center
CALSTART – http://www.evworkplace.org/
PEV Resource Center – http://www.driveclean.ca.gov/pev/Resources_For_Businesses.php
Plug-In Electric Vehicle Handbook for Public Charging Station Hosts – http://www.afdc.
energy.gov/pdfs/51227.pdf
California Municipal Utilities Association (CMUA) – http://www.cmua.org/electric-
transportation.html
Los Angeles’ Department of Water and Power (LADWP) – http://www.ladwp.com/ev
Pacific Gas & Electric Company – http://www.pge.com/pev
Sacramento Municipal Utility District (SMUD) – https://www.smud.org/en/residential/
environment/plug-in-electric-vehicles/
San Diego Gas & Electric – http://www.sdge.com/cleantransportation
Southern California Edison – http://www.sce.com/wps/portal/home/residential/electric-cars/
Plug-In Electric Vehicle (PEV) Resource Center – http://www.driveclean.ca.gov/pev/
Costs/Electricity.php
Plug-In Electric Vehicles: Universal Charging Access Guidelines and Best Practices
(DRAFT) – http://opr.ca.gov/docs/PEV_Access_Guidelines.pdf
A California Road Map: Bringing Hydrogen Fuel Cell Vehicles to the Golden State –
http://cafcp.org/sites/files/20120814_Roadmapv%28Overview%29.pdf
Drive Clean – http://www.driveclean.ca.gov/
Hydrogen Safety Fact Sheet – http://fchea.org/core/import/PDFs/factsheets/
Hydrogen%20Safety_NEW.pdf
Regional Readiness Plans – http://www.evcollaborative.org/pev-readiness-reports
Bay Area and Monterey Bay Area – http://www.evcollaborative.org/sites/all/themes/
pev/files/docs/ba_pev_plan.pdf
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Central Coast – http://www.evcollaborative.org/sites/all/themes/pev/files/docs/cc_pev_
plan.pdf
Los Angeles (South Coast) – http://www.evcollaborative.org/sites/all/themes/pev/files/
docs/SouthCoast_PEV_Readiness_Plan_Main.pdf
Sacramento – http://www.evcollaborative.org/sites/all/themes/pev/files/docs/sac_pev_
plan.pdf
San Diego – http://www.evcollaborative.org/sites/all/themes/pev/files/docs/SD_PEV_
Readiness_Plan_Main.pdf
San Joaquin Valley – http://www.evcollaborative.org/sites/all/themes/pev/files/docs/
SJV%20PEV_Readiness_Plan_Main.pdf
Plug-in Electric Vehicle Communication Guides – http://www.evcollaborative.org/
communication-guides
Fuel Cell Electric Vehicle Benefits – http://cafcp.org/goodforca
Plug-In Electric Vehicle Handbook for Fleet Managers – http://www.afdc.energy.gov/
pdfs/pev_handbook.pdf
Careers in Electric Vehicles – http://www.bls.gov/green/electric_vehicles/electric_
vehicles.pdf
Recommended Tools
California Plug-In Electric Vehicle Collaborative Resources – http://www.pevcollaborative.
org/resources
California Fuel Cell Partnership Resources – http://cafcp.org/
DriveClean.Ca.Gov – http://www.driveclean.ca.gov/Think_Clean/Tips_And_Advice/
Why_Drive_Clean.php
Zero-Emission Vehicle Incentives – http://www.driveclean.ca.gov/Calculate_Savings/
Incentives.php
GoElectric Drive Resources – http://www.goelectricdrive.com/index.php/resources
Alternative Fueling Station Locator – http://www.afdc.energy.gov/locator/stations/
eGallon Calculator – http://energy.gov/articles/egallon-how-much-cheaper-it-drive-electricity
Vehicle Cost Calculator – http://www.afdc.energy.gov/calc/
Petroleum Reduction Planning Tool – http://www.afdc.energy.gov/prep/
Electric Vehicle Safety Training – http://www.evsafetytraining.org/
Permitting Hydrogen Facilities – http://www.hydrogen.energy.gov/permitting/
Greening Fleets with Zero-Emission Vehicles: Example Ordinance
Electrify Heartland Plan – http://electrifyheartland.org/wp-content/uploads/J-complete.pdf
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Zero-Emission Vehicle Infrastructure Permitting: CEQA Exemptions
CEQA Statute and Guidelines – http://ceres.ca.gov/ceqa/docs/CEQA_Handbook_2012_
wo_covers.pdf
Notice of Exemption Form – http://opr.ca.gov/docs/NOE.pdf
Plug-In Electric Vehicle Community Readiness Scorecard
Plug-In Electric Vehicle Community Readiness Scorecard – https://www.afdc.energy.
gov/pev-readiness
Plug-In Electric Vehicle Infrastructure Permitting Checklist
California Plug-In Electric Vehicle Collaborative – http://www.pevcollaborative.org/
Single-Family Residential Permitting Application Example
City of Davis’s Application for Residential Building Permit – http://community-
development.cityofdavis.org/Media/Default/Documents/PDF/CDD/building/forms/
Permit-Application-Residential.pdf
City of San Diego’s online E-Permit – http://www.sandiego.gov/development-services/
pdf/industry/infobulletin/ib187.pdf
U.S. Department of Energy’s Permit for Charging Equipment Installation – http://www.
afdc.energy.gov/pdfs/EV_charging_template.pdf
City and County of San Francisco’s Worksheet for Electric Permit – http://www.sfdbi.org/
modules/showdocument.aspx?documentid=2755
Plug-In Electric Vehicle Load Calculator for Level 2 Charging
City of Riverside’s Residential Electric Vehicle Charger Guidelines – http://www.
riversideca.gov/building/pdf/handouts/EV-Charger-Guidelines.pdf
Plug-In Electric Vehicle Checklists for Residents and Businesses
DriveClean’s Plug-In Electric Vehicle Owner Checklist – http://www.driveclean.ca.gov/
pev/Plug-in_Electric_Vehicles/Owner_Checklist.php
DriveClean’s Plug-In Electric Vehicle Readiness Policy Checklist for HOAs, Owners, and
Management – http://driveclean.ca.gov/pev/Charging/Home_Charging/Multi-unit_
Dwellings.php
CALSTART’s Plug-In Electric Vehicle Workplace Charging Checklist – http://www.
evworkplace.org/best-practices.html
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Zoning Example for Installation of Plug-In Electric Vehicle Charging Stations
Lancaster’s Municipal Code – http://www.cityoflancasterca.org/index.aspx?page=38
Example Building Codes for Plug-In Electric Vehicle Charging
Lancaster’s Municipal Code – http://www.cityoflancasterca.org/index.aspx?page=38
Plug-In Electric Vehicle Parking Code Example
Traffic Operations Policy Directive 13-01 – http://www.dot.ca.gov/hq/traffops/signtech/
signdel/policy/13-01.pdf
City of Santa Monica’s Municipal Code – http://www.qcode.us/codes/santamonica/
Consumer Awareness Guides
Plug-in Electric Vehicle Handbook for Consumers – http://www.afdc.energy.gov/
pdfs/51226.pdf
Residential Plug-In Electric Vehicle Charging System Permit Guide – http://www.
cityofberkeley.info/uploadedFiles/Planning_and_Development/Level_3_-_Energy_
and_Sustainable_Development/PEV%20guide.pdf
Guide to Electrical Vehicle Supply Equipment Permits for Residential – http://
www.cityofsacramento.org/dsd/customer-service/documents/CityofSac_
ElectricVehiclePermitGuidePacket_Oct_20_11.pdf
The ABCs of Plug-In EVs – http://www.sdge.com/sites/default/files/documents/The%20
ABCs%20of%20Plug-In%20EVs.pdf
Prepping for Plug-in Vehicles at condos, townhomes and apartments – http://www.
sdge.com/sites/default/files/documents/Prepping%20for%20EVs%20Condos.
pdf?nid=3105
Hydrogen Safety Checklist
Hydrogen Safety Panel’s Hydrogen Safety Checklist – http://h2bestpractices.org/docs/
HydrogenSafetyChecklist.pdf
Resources for Zero-Emission Vehicle Readiness
State of California Resources
Governor’s ZEV Executive Order – http://gov.ca.gov/news.php?id=17463
ZEV Action Plan – http://opr.ca.gov/docs/Draft2012ZEVActionPlan(09-21-12).pdf
California Air Resources Board Advanced Clean Cars Program – http://www.arb.ca.gov/
msprog/consumer_info/advanced_clean_cars/consumer_acc.htm
California Department of General Services, Office of Fleet and Asset Management –
http://www.dgs.ca.gov/ofam/Programs/FARS/AFVP.aspx
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California Energy Commission “Drive” website – http://www.energy.ca.gov/drive/
California Energy Commission Investment Plan for the Alternative and Renewable Fuel
and Vehicle Technology Program – http://www.energy.ca.gov/2012-ALT-2/
Plug-in Electric Vehicle Resource Center – http://www.driveclean.ca.gov/pev
The Emergency Response Guide to Alternative Fuel Vehicles – http://osfm.fire.ca.gov/
training/pdf/alternativefuelvehicles/Altfuelintroduction.pdf
State of California Departments
California Air Resources Board (CARB) – http://www.arb.ca.gov/
California Building Standards Commission – http://www.bsc.ca.gov/
California Department of Food and Agriculture, Division of Measurement Standards –
http://cdfa.ca.gov/dms/
California Department of General Services, Division of the State Architect – http://www.
dsa.dgs.ca.gov/
California Department of Housing and Community Development – http://www.hcd.ca.gov/
California Department of Rehabilitation – http://www.rehab.cahwnet.gov/
California Department of Transportation (Caltrans) – http://www.dot.ca.gov/
California Energy Commission – http://www.energy.ca.gov/
Governor’s Office of Planning and Research (OPR) – http://opr.ca.gov/
Federal Resources
Department of Energy Alternative Fuels Data Center – http://www.afdc.energy.gov/
Department of Energy Clean Cities – http://www1.eere.energy.gov/cleancities/index.html
Electric Vehicle and Infrastructure Codes and Standards Citations – http://www.afdc.
energy.gov/pdfs/48605.pdf
GPAT: Government Product/Service Accessibility Template (GPAT) – https://app.
buyaccessible.gov/baw/tell_me_more/what_is_gpat.htm
Hydrogen Vehicle and Infrastructure Codes and Standards Citations – http://www.afdc.
energy.gov/pdfs/48608.pdf
Safety Planning Guidance for Hydrogen and Fuel Cell Projects – http://www1.eere.
energy.gov/hydrogenandfuelcells/pdfs/safety_guidance.pdf
Reaching the U.S. Fire Service with Hydrogen Safety Information – http://www.nfpa.org/
assets/files/pdf/research/report%20final%20h2fs.pdf
Resources from Other States
Washington Electric Vehicle Infrastructure Deployment Guidelines for Local
Government – http://www.psrc.org/assets/4325/EVI_full_report.pdf
Oregon Electric Vehicle Infrastructure Deployment Guidelines – http://www.oregon.
gov/ODOT/HWY/OIPP/docs/evdeployguidelines3-1.pdf
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West Coast Electric Highway – http://www.westcoastgreenhighway.com/
electrichighways.htm
Hawaii’s ZEV Guidebook – http://energy.hawaii.gov/wp-content/uploads/2011/09/
updated-EV-Guidebook_FINAL_Sep-25_2012.pdf
New Jersey Information about Permitting Charging Stations – http://www.nj.gov/dep/
sage/docs/ev-charging-stations.pdf
Nonprofit Resources
California Fuel Cell Partnership (CaFCP) – http://www.cafcp.org/
California Plug-in Electric Vehicle Collaborative – http://www.evcollaborative.org/
The EV Project – http://www.theevproject.com/documents.php
California and Regional PEV Data Resource – http://www.energycenter.org/cvrp
Center for Climate and Energy Solutions PEV Initiatives – http://www.c2es.org/
initiatives/pev
California Plug-in Electric Vehicle Owner Survey – http://energycenter.org/index.
php/incentive-programs/clean-vehicle-rebate-project/vehicle-owner-survey?utm_
source=pev-survey&utm_medium=url&utm_campaign=cvrp
Plug-in America – http://www.pluginamerica.org/
Hybrid and EV First and Second Responder Recommended Practice – http://standards.
sae.org/j2990_201211/
Hydrogen Fuel Cell Safety Meetings and Events – http://www.
hydrogenandfuelcellsafety.info/meetings.asp
Hydrogen/Fuel Cell Codes and Standards – http://www.fuelcellstandards.com/
Publications
A California Road Map – Bringing Hydrogen Fuel Cell Electric Vehicles to the Golden
State – http://cafcp.org/carsandbuses/caroadmap
A Road Map for Fuel Cell Electric Buses in California: A zero-emission solution for public
transit – http://cafcp.org/carsandbuses/busroadmap
Accessibility and Signage for Plug-In Electric Vehicle Charging Infrastructure – http://
www.evcollaborative.org/sites/all/themes/pev/files/PEV_Accessibility_120827.pdf
Evaluating Land Use Opportunities and Existing Charge Stations – http://164.67.121.27/
files/Downloads/luskincenter/EV/PEV_Readiness_Plan_Ch4_Land_Use.pdf
Luskin Center for Innovation: Financial Viability of Non-Residential EV Charging Stations
– http://luskin.ucla.edu/sites/default/files/Non-Residential%20Charging%20Stations.
pdf?utm_source=EV+August+Announcement&utm_campaign=EV+MUD%2FCharging
+Stations&utm_medium=email
Luskin Center for Innovation: Increasing Electric Vehicle Charging Access in Multi-Unit
Dwellings – http://luskin.ucla.edu/sites/default/files/EV%20Charging%20in%20LA%20
MUDs.pdf?utm_source=EV+August+Announcement&utm_campaign=EV+MUD%2FCh
arging+Stations&utm_medium=email
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Luskin Center for Innovation: Southern California Plug-in Electric Vehicle Readiness Plan
– http://164.67.121.27/files/Downloads/luskincenter/ev/PEV_Readiness_Plan_Ch05.pdf
Powering Innovation: California is Leading the Shift to Electric Vehicles from R&D to
Early Adoption – http://www.next10.org/powering-innovation-california-leading-shift-
electric-vehicles-rd-early-adoption
Ready, Set, Charge, California! – http://www.baclimate.org/impact/evguidelines.html
Streamlining the Permitting and Inspection Process for Plug-in Electric Vehicle Home
Charger Installations – http://www.evcollaborative.org/sites/all/themes/pev/files/
PEV_Permitting_120827.pdf
Title 24, California Code of Regulations – http://www.bsc.ca.gov/codes.aspx
UC Los Angeles and UC Berkeley Law School: Electric Drive by ’25 – http://cdn.law.ucla.
edu/SiteCollectionDocuments/Environmental%20Law/Electric_Drive_by_25.pdf
Codes and Standards Developers
Institute of Electrical and Electronic Engineers (IEEE) – http://www.ieee.org/index.html
International Code Council (ICC) – http://www.iccsafe.org/Pages/default.aspx
National Electrical Manufacturers Association (NEMA) – http://www.nema.org/pages/
default.aspx
National Fire Protection Association (NFPA) – http://www.nfpa.org/
Society of Automotive Engineers (SAE) – http://www.sae.org/
Underwriters Laboratories (UL) – http://www.ul.com/usa/eng/pages/
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Works Cited
“2011 City of Los Angeles Codes.” Department of Building and Safety. The City of Los
Angeles, n.d. Web. http://ladbs.org/LADBSWeb/codes.jsf.
“2012 ZEV Action Plan.” A Roadmap toward 1.5 Million Zero-emission Vehicles.
Governor Edmund G. Brown Jr., Sept. 2012. Web. http://opr.ca.gov/docs/
Draft2012ZEVActionPlan(09-21-12).pdf.
“A California Road Map.” Bringing Hydrogen Fuel Cell Electric Vehicles to the Golden State.
California Fuel Cell Partnership, July 2012. Web. http://cafcp.org/sites/files/20120814_
Roadmapv%28Overview%29.pdf.
“A Toolkit for Community Plug-In Electric Vehicle Readiness.” A Resource for Local
Officials, Version 2. California Plug-In Electric Vehicle Collaborative, Aug. 2012. Web.
http://pevcollaborative.org/sites/all/themes/pev/files/docs/toolkit_final_website.pdf.
“Bay Area and Monterey Bay Area Plug-in Electric Vehicle Readiness Plan.” Appendix
F: Permitting Checklist. Bay Area Air Quality Management District, Dec. 2012. Web.
http://www.evcollaborative.org/sites/all/themes/pev/files/docs/ba_pev_plan_
appendix.pdf#page=309.
“Best Practices.” Employer EV Initiative. CALSTART, n.d. Web. http://www.evworkplace.
org/best-practices.html.
“Building & Safety Division.” Beverly Hills Community Development. Beverly Hills, n.d.
Web. 08 July 2013. http://www.beverlyhills.org/citygovernment/departments/
communitydevelopment/buildingsafety/?QL=1.
“California Environmental Quality Act (CEQA) Statute and Guidelines.” California
Association of Environmental Professionals, 1 Jan. 2012. Web. http://ceres.ca.gov/
ceqa/docs/CEQA_Handbook_2012_wo_covers.pdf
“Charging While You Work.” A Guide for Expanding Electric Vehicle Infrastructure at the
Workplace. Minnesota Pollution Control Agency, Dec. 2012. Web. http://www.
energyinnovationcorridor.com/page/wp-content/uploads/2011/01/Charging-while-
you-work-web.pdf.
“Department of Building Inspection Worksheet for Electrical Permit.” San Francisco
Department of Building Inspection, n.d. Web. http://www.sfdbi.org/modules/
showdocument.aspx?documentid=2755.
“Electrify Heartland Plan.” Metropolitan Energy Center and Kansas City Regional Clean
Cities Coalition with Black & Veatch, 2012. Web. http://electrifyheartland.org/wp-
content/uploads/J-complete.pdf.
“Employer EV Initiative.” Empowering America’s Employers. CALSTART, n.d. Web. http://
www.evworkplace.org/index.html.
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“Federal-Aid Highway Program Guidance on High Occupancy Vehicle (HOV) Lanes.”
Freeway Management Program. U.S. Department of Transportation, Nov. 2012. Web.
http://www.ops.fhwa.dot.gov/freewaymgmt/hovguidance/chapter3.htm.
Hamilton, James. “Careers in Electric Vehicles.” Green Jobs: Electric Vehicles. U.S. Bureau
of Labor Statistics, Sept. 2011. Web. http://www.bls.gov/green/electric_vehicles/
electric_vehicles.pdf.
“Hawaii EV Ready.” Guidebook for Commercial Electric Vehicle Charging Station
Installations. Plug In America, May 2012. Web. http://energy.hawaii.gov/wp-content/
uploads/2011/09/updated-EV-Guidebook_FINAL_Sep-25_2012.pdf.
“How It Works.” California Fuel Cell Partnership, n.d. Web. http://cafcp.org/carsandbuses/
howitworks.
“Hybrid and Plug-In Electric Vehicles.” Alternative Fuels Data Center. U.S. Department of
Energy, n.d. Web. http://www.afdc.energy.gov/vehicles/electric.html.
“Hydrogen Fuel Cell Vehicle and Station Deployment Plan: A Strategy for Meeting the
Challenge Ahead.” Action Plan. California Fuel Cell Partnership, Feb. 2009. Web. http://
cafcp.org/sites/files/Action%20Plan%20FINAL.pdf.
“Hydrogen Fuel Cell Vehicles.” Alternative Fuels Data Center. U.S. Department of Energy,
n.d. Web. http://www.afdc.energy.gov/vehicles/fuel_cell.html.
“Hydrogen Safety Checklist.” Safety Planning. H2 Safety Best Practices, n.d. Web. http://
h2bestpractices.org/docs/HydrogenSafetyChecklist.pdf.
“Hydrogen Safety.” Fact Sheet. Fuel Cell & Hydrogen Energy Association, n.d. Web. http://
fchea.org/core/import/PDFs/factsheets/Hydrogen%20Safety_NEW.pdf.
“Incentives for Plug-in Electric Vehicle Users or Consumers.” Plug-in Electric Vehicle
Collaborative, 1 May 2012. Web. http://www.pevcollaborative.org/sites/all/themes/
pev/files/PEV_Incentives_120827.pdf.
“Key Policies.” DRIVE: California’s Alternative & Renewable Fuel & Vehicle Technology
Program. The California Energy Commission, n.d. Web. http://www.energy.ca.gov/
drive/investing/policies.html.
“Lancaster Municipal Code Online.” Municipal Code. City of Lancaster, 27 Dec. 2011. Web.
http://www.cityoflancasterca.org/index.aspx?page=38.
“Multi-unit Dwellings.” Plug-in Electric Vehicle Resource Center. Drive Clean, n.d. Web.
http://driveclean.ca.gov/pev/Charging/Home_Charging/Multi-unit_Dwellings.php.
“Owner Checklist.” Plug-in Electric Vehicle Resource Center. Drive Clean, n.d. Web. http://
www.driveclean.ca.gov/pev/Plug-in_Electric_Vehicles/Owner_Checklist.php.
“Plug-In Electric Vehicle Readiness Scorecard.” Alternative Fuels Data Center. U.S.
Department of Energy, n.d. Web. https://www.afdc.energy.gov/pev-readiness.
“Ready, Set, Charge, California! Guidelines.” A Guide to EV-Ready Communities. Ready, Set,
Charge, California!, n.d. Web. http://www.baclimate.org/images/stories/actionareas/
ev/guidelines/readysetcharge_evguidelines.pdf.
“Residential Electric Vehicle (EV) Charger Guidelines.” City of Riverside, 13 Aug. 2012.
Web. http://www.riversideca.gov/building/pdf/handouts/EV-Charger-Guidelines.pdf.
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“Revision Record for the State of California Supplement.” California Green Building
Standards Code, 1 July 2012. Web. http://www.iccsafe.org/cs/codes/Errata/State/
CA/5570S1002.pdf.
“Rolling Hills Estates Municipal Code.” Municode, 22 May 2012. Web. http://library.
municode.com/index.aspx?clientId=16587.
“San Diego Regional Plug-in Electric (PEV) Readiness Plan.” Phase One Regional
PEV Assessment. California Center for Sustainable Energy, n.d. Web. http://www.
pevcollaborative.org/sites/all/themes/pev/files/docs/SD_PEV_Readiness_Plan_Main.pdf.
“Santa Monica Municipal Code.” City of Santa Monica, n.d. Web. http://www.qcode.us/
codes/santamonica/.
“Southern California Plug-in Electric Vehicle Readiness Plan.” Prepared for the Southern
California Association of Governments. UCLA Luskin Center for Innovation, Dec. 2012.
Web. http://164.67.121.27/files/Downloads/luskincenter/ev/PEV_Readiness_Plan.pdf.
“Temecula Municipal Code.” City of Temecula, May 2013. Web. http://www.qcode.us/
codes/temecula/.
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Packet Pg. 340 Attachment: Attachment 2 - ZEV_Guidebook (1) (1761 : Electric vehicle charging stations expedited review)
State of California | Edmund G. Brown, Jr., Governor | Governor’s Office of Planning and Research
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Packet Pg. 341 Attachment: Attachment 2 - ZEV_Guidebook (1) (1761 : Electric vehicle charging stations expedited review)
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ORDINANCE NO. 2018-XX
ORDINANCE NO. 2018-XX
AN ORDINANCE OF THE CITY COUNCIL OF THE CITY
OF GILROY ADDING A NEW SECTION 6.58 TO
CHAPTER VI OF THE GILROY CITY CODE SETTING
FORTH PROCEDURES FOR EXPEDITING PERMITTING
PROCESSING FOR ELECTRIC VEHICLE CHARGING
STATIONS
WHEREAS, the State of California and the City of Gilroy have consistently promoted
and encouraged the use of fuel-efficient electric vehicles; and
WHEREAS, the State of California recent adopted Assembly Bill 1236, Codified as
California Government Code Section 65850.7, which requires local agencies to adopt an
ordinance that creates an expedited and streamlined permitting process for electric vehicle
charging stations; and
WHEREAS, creation of an expedited, streamlined permitting process for electric vehicle
charging stations will facilitate convenient charging of electric vehicles and help reduce the
City’s reliance on environmentally damaging fossil fuels; and
WHEREAS, the terms, phrases, and words used in this Ordinance shall be construed in
compliance with the definitions set forth by Government Code Section 65850.7.
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF GILROY DOES
ORDAIN AS FOLLOWS:
SECTION I
This Ordinance hereby amends Chapter 6 of the Gilroy City Code to add a new Section
6.58 entitled “Electric Vehicle Charging Station Expedited Permitting” to read as follows:
Section 6.58. Electric Vehicle Charging Station Expedited Permitting
(a) Definitions
(1) An “electric vehicle charging station” means any level of electric vehicle supply
equipment station that is designed and built in compliance with Article 625 of the California
Electrical Code and delivers electricity from a source outside an electric vehicle into a plug-in
electric vehicle.
(2) “Specific, adverse impact” means a significant, quantifiable, direct, and unavoidable
impact, based on objective, identified, and written public health or safety standards, policies, or
conditions as they existed on the date the application was deemed complete.
(3) “Electronic submittal” means the utilization of one or more of the following:
a. Electronic mail or email.
b. The internet.
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ORDINANCE NO. 2018-XX
c. Facsimile.
(4) An “association” means a nonprofit corporation or unincorporated association created
for the purpose of managing a common interest development.
(5) A “common interest development” means any of the following:
a. A community apartment project.
b. A condominium project.
c. A planned development.
d. A stock cooperative.
(b) Purpose
The purpose of the Ordinance is to adopt an expedited, electric vehicle charging station
permitting process that complies with Government Code Section 65850.7. Electric Vehicle
Charging Stations which qualify for expedited permit processing, pursuant to Government Code
Section 65850.7, shall be subject to the administrative permitting procedures set forth in this
Electric Vehicle Charging Station Permit Expediting Ordinance. The Ordinance allows the City
to expedite processing for electric vehicle charging stations while protecting the public health
and safety.
(c) Applicability
This Ordinance applies to the permitting of all electric vehicle charging stations located
within the city limits.
(d) Electric Vehicle Charging Station Requirements
(1) All electric vehicle charging stations shall meet the applicable health and safety standards
and requirements imposed by the state and the City.
(2) Electric vehicle charging stations and associated equipment shall meet all applicable
safety and performance standards established by the California Electrical Code, the
Institute of Electrical and Electronics Engineers, and all accredited testing laboratories
such as Underwriters Laboratories and, where applicable, rules of the Public Utilities
Commission, regarding safety and reliability.
(e) Duties of Building and Safety Division and Building Official
(1) All documents required for the submission of an expedited electric vehicle charging
station application shall be made available on the publicly available City website.
(2) Electronic submittal of the required permit application, checklist, and documents by
email, the Internet, or facsimile shall be made available to all electric vehicle charging
station permit applicants.
(3) An applicant’s electronic signature shall be accepted on all forms, applications, and other
documents in lieu of a wet signature.
(4) The City’s Building and Safety Division shall adopt a standard plan and checklist of all
requirements with which electric vehicle charging stations shall comply to be eligible for
expedited review.
(5) The electric vehicle charging station permit process, standard plan(s), and checklist(s)
shall substantially conform to recommendations for expedited permitting, including the
checklist and standard plans contained in the most current version of the California
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ORDINANCE NO. 2018-XX
electronic vehicle charging station permitting Guidebook adopted by the Governor’s
office of Planning and Research.
(f) Permit Review and Inspection Requirements:
(1) Expedited Review Process
Consistent with Government Code Section 65850.7, the Building Official shall implement an
expedited administrative permit review process for electric vehicle charging stations, and adopt a
checklist of all requirements with which electric vehicle charging stations shall comply with in
order to be eligible for expedited review. The expedited administrative permit review process
and checklist may refer to the recommendations in the checklist prescribed by th e most current
version of the “Plug-In Electric Vehicle Infrastructure Permitting Checklist” of the “Zero-
Emission Vehicles in California: Community Readiness Guidebook” published by the
Governor’s Office of Planning and Research. The City’s adopted checklist shall be published on
the City’s website.
(2) Electronic Submittals
Consistent with Government Code Section 65850.7, the Building Official shall allow for
electronic submittal of permit applications covered by this Ordinance and associated supporting
documentation. In accepting such permit applications, the Building Official shall also accept
electronic signatures on all forms, applications, and other documentation in lieu of a wet
signature by any applicant.
(3) Association Approval
Consistent with Government Code Section 65850.7, the Building Official shall not condition the
approval for any electric vehicle charging station permit on the approval of such a system by an
association, as that term is defined herein.
(4) Permit Application Processing
A permit application that satisfies the information requirements in the City’s adopted checklist
shall be deemed complete and be promptly processed. Upon confirmation by the Building
Official that the permit application and supporting documents meets the requirements of the City
adopted checklist, and is consistent with all applicable laws, the Building Official shall,
consistent with Government Code Section 65850.7, approve the application and issue all
necessary permits. Such approval does not authorize an applicant to energize or utilize the
electric vehicle charging station until approval is granted by the City. If the Building Official
determines that the permit application is incomplete, he or she shall issue a written correction
notice to the applicant, detailing all deficiencies in the application and any additional information
required to be eligible for expedited permit issuance.
(5) Technical Review
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ORDINANCE NO. 2018-XX
It is the intent of this Ordinance to encourage the installation of electric vehicle charging stations
by removing obstacles to permitting for charging stations so long as the action does not
supersede the Building Official’s authority to address higher priority life-safety situations. If the
Building Official makes a finding based on substantial evidence that the electric vehicle charging
station could have a specific adverse impact upon the public health or safety, as defined in
Government Code Section 65850.7, the Building Official may require the applicant to apply for a
conditional use permit.
SECTION II
If any section, subsection, sentence, clause, or phrase of this Ordinance is for any reason
held to be invalid or unconstitutional by a decision of any court of competent jurisdiction, such
decision shall not affect the validity of the remaining portions of this Ordinance. The City
Council hereby declares that it would have passed this Ordinance, and each and every section,
subsection, sentence, clause, or phrase not declared invalid or unconstitutional without regard to
whether any portion of the Ordinance would be subsequently declared invalid or
unconstitutional.
The Mayor shall sign and the City Clerk shall attest to the passage of this Ordinance. The
City Clerk shall cause this Ordinance, or a summary thereof to be published once in the official
newspaper within 15 days after its adoption.
SECTION III
Pursuant to section 608 of the Charter of the City of Gilroy, this Ordinance shall be in full
force and effect thirty days following the date of its adoption.
PASSED AND ADOPTED this ____ day of _____________, 2018 by the following roll call
vote:
AYES: COUNCILMEMBERS:
NOES: COUNCILMEMBERS:
ABSENT: COUNCILMEMBERS:
APPROVED:
Roland Velasco, Mayor
ATTEST:
Shawna Freels, City Clerk
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Packet Pg. 345 Attachment: Ordinance Electric Vehicle Charging Stations revised 8-14-2018_ALF (1761 : Electric vehicle charging stations expedited review)