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San Diego Regional Plug-in Electric Vehicle Readiness Plan: Phase One Regional PEV Assessment


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San Diego Regional Plug-in Electric Vehicle Readiness Plan: Phase One Regional PEV Assessment

  1. 1. San Diego RegionalPLUG-IN ELECTRIC VEHICLE (PEV) READINESS PLANPhase One Regional PEV AssessmentCalifornia Center for Sustainable Energy
  2. 2. AcknowledgementsThe California Center for Sustainable Energy gratefully appreciatesthe feedback and guidance of the many stakeholders throughoutthe San Diego Region who contributed to this Assessment.Government Agencies/Regional Partners: San Diego Regional Jurisdictions:Bay Area Air Quality Management District City of Carlsbad City of National CityCalifornia Department of Transportation City of Chula Vista City of OceansideCalifornia Energy Commission City of Coronado City of PowayIBEW Local 569 City of Del Mar City of San DiegoMiramar College, Advanced Transportation Technology and City of El Cajon City of San Marcos Energy Program City of Encinitas City of SanteeNational Electrical Contractors Association City of Escondido City of Solana BeachOffice of Governor Jerry Brown, Planning & Research City of Imperial Beach City of VistaSacramento Area Council of Governments City of La Mesa County of San DiegoSan Diego Association of Governments City of Lemon Grove San Diego County Air Pollution Control DistrictSan Diego County Regional Airport Authority Private Industry:San Diego Metropolitan Transit System AeroVironment Kearny Pearson FordSan Diego Regional Clean Cities Coalition General Electric Marvin K Brown Auto CenterSan Diego Unified Port District Allied Energy Meissner Jacquét InvestmentSan Joaquin Valley Air Pollution Control District car2go Management ServicesSouth Coast Air Quality Management District ECOtality Mossy NissanUnited States Department of Energy Ford Mossy ToyotaUnited States Marine Corps General Motors NissanUnited States Navy Hedges Electric NRG EnergyUniversity of California, Davis Plug-In Hybrid & Electric Vehicle Jimmie Johnson’s Qualcomm Research Center Kearny Mesa Chevrolet Saturn ElectricUniversity of California, San Diego Kearny Mesa Toyota Solid Property ServicesNonprofits:Ameri-Skills The participants who contributed to this report represent numerousCalifornia Employment Training Panel and diverse stakeholder entities. No participant should be deemedCommunity Environmental Council to endorse or support all of the conclusions or recommendationsEV Infrastructure Training Program contained in this report.Plug In AmericaPlug-in Electric Vehicle CollaborativeUtility Service Providers:Los Angeles Department of Water and PowerPacific Gas and ElectricSan Diego Gas & ElectricSacramento Municipal Utility DistrictSouthern California EdisonDisclaimerThis report was prepared as a result of work sponsored, paid for, in whole or in part, by a U.S. Department of Energy(DOE) Award to the South Coast Air Quality Management District (AQMD). The opinions, findings, conclusions andrecommendations are those of the author and do not necessarily represent the views of AQMD or the DOE. The AQMD andDOE, their officers, employees, contractors and subcontractors make no warranty, expressed or implied, and assume no legalliability for the information in this report. The AQMD and DOE have not approved or disapproved this report, nor have theAQMD or DOE passed upon the accuracy or adequacy of the information contained herein.
  3. 3. HOW TO USE THIS DOCUMENT TABLE OF CONTENTSThe San Diego regional PEV readiness assessment is EXECUTIVE SUMMARY................................................................. 3designed to enhance local PEV planning efforts by SECTION 1: INTRODUCTION...................................................... 5evaluating the current state of PEV readiness andidentifying potential areas of improvement as well as SECTION 2: PEV 101....................................................................... 7tangible best practices developed throughout the San What is a PEV and are there different types?Diego region, California and abroad. This document was Are there different types of charging stations?designed for local government staff including planners, How long does it take to charge a vehicle?code officials, and building inspectors. Where are public charging stations?The primary focus of this assessment is on the installation SECTION 3: PEV OWNERSHIP AND EVSE DEPLOYMENT....... 9of PEV charging infrastructure, also called electric vehicle San Diego PEV Adoptionsupply equipment (EVSE). The first three sections of this California PEV Deploymentdocument provide a brief overview of PEV and EVSE National PEV Deploymenttechnology as well as the deployment of PEVs and EVSE San Diego Regional PEV Owner Demographicsacross the San Diego region. Subsequently, the assessment Business and Regional Public Agency Motivationsfocuses on the following five core actions critical to Provide Charging Infrastructure topreparing municipalities for PEVs. Motivation to Install EVSE Perceived Benefits of Installing EVSESECTION 4: ZONING AND PARKING (pp. 17–22) SECTION 4: ZONING AND PARKING.....................................17SECTION 5: STREAMLINING PERMITTING AND Policy Gaps and Areas for ImprovementINSPECTION (pp. 23–29) Addressing Policy Gaps and Areas for ImprovementSECTION 6: BUILDING CODES (pp. 31–34) Recommendations for Regional Next StepsSECTION 7: TRAINING AND EDUCATION (pp. 35–37) SECTION 5: STREAMLINING PERMITTING AND INSPECTION.............................................23SECTION 8: OUTREACH TO LOCAL BUSINESSES AND Policy Gaps and Areas for ImprovementRESIDENTS (pp. 39–41) Addressing Policy Gaps and Areas for Improvement Recommendations for Regional Next StepsEach of these sections identifies potential gaps and areasfor improvement and includes a summary of regional SECTION 6: BUILDING CODES.................................................31actions taken to date as well as recommendations based on Policy Gaps and Areas of Improvementregional and external best practices. Addressing Policy Gaps and Areas of Improvement Recommendations for Regional Next StepsEach section is designed to stand on its own, allowingmunicipal staff to focus only on areas that are relevant SECTION 7: TRAINING AND EDUCATION...........................35to their work. For example, agency staff involved in Policy Gaps and Areas for Improvementmunicipal codes are encouraged to refer directly to Section Addressing Policy Gaps and Areas of Improvement6: Building Codes. However, we encourage municipal Recommendations for Regional Next Stepsstaff in the San Diego region to utilize all sections in this SECTION 8: OUTREACH TO LOCAL BUSINESSESassessment. AND RESIDENTS............................................................ 39 Policy Gaps and Areas for Improvement Addressing Policy Gaps and Areas of Improvement Recommendations for Regional Next Steps SAN DIEGO 1
  5. 5. EXECUTIVE SUMMARYIntroduction Core Area #2: Streamlining Permitting and InspectionThe San Diego region is at the leading edge of plug-in electric Processes (pp. 23–29)vehicle (PEV) adoption and support. In addition to about • Establish and adopt regional EVSE permitting guidelines for20% of California PEV sales in the region, San Diego hosts the nonresidential EVSE installationsnation’s largest all-electric car-sharing program. However, • Develop EVSE permit municipality-utility communicationthere remain challenges to greater PEV deployment in the San channel, increasing utility knowledge of additionalDiego region. electricity load of PEVs in the San Diego region • Develop online express permitting for simple residentialDuring 2012, the California Center for Sustainable Energy EVSE installations, waive plan check requirement for(CCSE) received Department of Energy (DOE) funding permitsto leverage the work of regional stakeholders in further • Assess viability of regionally adopting EVSE electricalpreparing the region for accelerated PEV adoption PEV. contractor self-inspection/permitting process for residentialThis report is the project’s first phase and contains an installationsevaluation of how prepared jurisdictions in the region arefor PEV deployment. This assessment concentrates on the Core Area #3: Updating Building Codes for EVSEinstallation of PEV charging infrastructure, or electric vehicle Deployment (pp. 31–34)supply equipment (EVSE). The first two sections provide a • Expand understanding of building code revision timelinesbrief overview of PEV and EVSE technology as well as the and processesdeployment of PEVs and EVSE across the San Diego region. • Modify existing use/discretionary permitting processes toSubsequently, the focus is on five critical core areas: include EVSE prewiring language • Adopt/update prewiring for EVSE in residential and Updating zoning and parking policies nonresidential new construction Streamlining permitting and inspection processes Core Area #4: Training and Education Programs for Updating building codes for electric vehicle Municipalities and EVSE Installers (pp. 35–37) supply equipment (EVSE) • Implement at least two PEV readiness trainings for regional municipal staff Training and education programs for municipalities and EVSE installers • Coordinate and expand DOE-funded safety training for emergency first responders in the San Diego region Municipal PEV outreach and education programs for local residents and businesses Core Area #5: Municipal PEV Outreach to Local Residents and Businesses (pp. 39–42)Key PEV Readiness Recommendations • Develop PEV resources page on regional municipal websitesFor each core area, we identified recommendations based • Support/coordinate with existing consumer educationon regional and external best practices. Recommendations • Create and distribute regionally focused EVSE installationaddress policy gaps and are intended to assist municipalities consumer education materialsin becoming more PEV ready. Each recommendation buildsoff extensive research and interaction with municipalities Regional Next Stepsthroughout the region. The second phase of this project, funded by the California Energy Commission, was awarded to the San DiegoCore Area #1: Updating Zoning and Parking Policies Association of Governments (SANDAG) and CCSE. Through(pp. 17–22) this grant, SANDAG and CCSE established the San Diego• Utilize City of San Diego Technical Policy 11B-1 as policy Regional Electric Vehicle Infrastructure (REVI) Working for installing charging equipment serving accessible EVSE Group. REVI is comprised of representatives from local• Implement consistent general service and regulatory governments, public agencies, utilities, industry and the signage for PEVs throughout the San Diego region nonprofit sector.• Update municipal zoning language for dedicated PEV parking, ensure that parking set-asides are based on REVI will leverage the recommendations in this assessment regional PEV adoption to develop a San Diego regional PEV readiness plan that• Establish a regional parking enforcement policy for PEVs identifies, reduces and resolves barriers to the widespread tied to PEV market adoption deployment of private and public PEV charging stations. SAN DIEGO 3
  7. 7. SECTION 1: INTRODUCTIONIn 2009, the San Diego region was chosen to participate this assessment, CCSE has implemented surveys toin the EV Project, the largest electric vehicle infrastructure jurisdictions throughout the region and conductedinitiative in the nation’s history. Because of robust extensive research regarding policies and strategiesincentives and coordination with several regional focused on expanding PEV deployment.stakeholders, the region now has about 2,000 plug- It is important to note that the assessment is part of largerin electric vehicles1 (PEVs) driving on San Diego roads efforts to prepare municipalities throughout the San Diegosupported by approximately 300 public and 700 Region for the deployment of PEVs. The second phase ofresidential changing stations2 fueling these vehicles each this project, funded from the CEC, was awarded to the Sanday. Participation in the project was essential in kick- Diego Association of Governments (SANDAG) and CCSE.starting regional PEV planning efforts, but barriers to PEV Through this grant, SANDAG and CCSE established thedeployment remain. Recognizing these challenges and San Diego Regional Electric Vehicle Infrastructure Workingthat the EV Project is ending, underscores the need for Group (REVI).continued, coordinated regional planning for PEVs andPEV infrastructure. REVI is comprised of representatives from local governments, public agencies, utilities, industry and theDuring the past year, the San Diego region has received nonprofit sector. The primary focus of the group is toadditional funding from the Department of Energy develop a San Diego regional PEV readiness plan that(DOE) and the California Energy Commission (CEC) to identifies, reduces and resolves barriers to the widespreadcontinue the planning efforts started with the EV Project. deployment of private and public PEV charging stations,The first phase of these efforts, funded from the DOE, also known as electric vehicle supply equipment (EVSE).includes a San Diego regional PEV readiness assessment This assessment will assist REVI in developing this regional(Assessment) that evaluates how prepared municipalities plan, including the five core areas highlighted previouslyare for the deployment of PEVs focusing on the following as well as the following:five core elements: 6 Challenges to EVSE installation at multiunit 1 Updating zoning and parking policies dwellings (MUDs) 2 Streamlining permitting and inspection 7 Regional planning for EVSE siting processes 8 Working with utilities to manage grid impacts 3 Updating building codes for electric vehicle supply equipment (EVSE) 9 Encouraging workplace charging with local employers 4 Training and education programs for municipalities and EVSE installers 10 Expanding EVSE installations on public agency-owned property 5 Municipal PEV outreach and education programs for local residents and businesses 11 Promotion of PEVs in government fleetsThe California Center for Sustainable Energy (CCSE) has 12 Leveraging renewable energy in PEV chargingled the first phase of this project, with broad interaction It is also important to emphasize that these efforts arewith stakeholders throughout the region. In preparing tied to larger national and state goals. On the federal level,1 This number was derived from vehicles rebated under the Clean Vehicle Rebate Project (CVRP) and an assumption of Chevy Volt sales prior to thevehicles eligibility in the CVRP.2 Charging station data obtained from ECOtality. SAN DIEGO 5
  8. 8. President Obama has made it clear that the United States is dedicated to developing and deploying PEVs on a large scale. In his 2011 State of the Union address, President Obama called for putting one million electric vehicles on the road by 2015 — affirming and highlighting a goal aimed at building U.S. leadership in technologies that reduce our dependence on oil.3 The state of California is also rising up to the challenge. In March 2012, Governor Brown issued Executive Order B-16-2012 that directs the state government to help in significantly expanding the market for zero-emission vehicles (ZEVs) in California, which includes PEVs and fuel cell vehicles. This executive order established several milestones, with the ultimate target of reaching 1.5 million ZEVs in California by the year 2025.4 In addition, the governor executed Executive Order B-18-2012 that directs state agencies to “identify and pursue opportunities to provide electric vehicle charging stations, and accommodate future charging infrastructure demand, at employee parking facilities in new and existing buildings.” 5 Undoubtedly, local governments will play a critical role in reaching these ambitious goals set by the president and the governor. However, local governments are not expected to establish policies and processes necessary to meet these targets in isolation. This document was developed to assist local governments in the San Diego region by giving them tools they need to become PEV ready. In addition, on-going regional efforts will offer more resources to help jurisdictions throughout the San Diego region continue to provide their residents and local businesses excellent services in a time when municipal budgets are tight. 3 Department of Energy. “One Million Electric Vehicles by 2015: February 2011 Status Report.” Feb 2011. vehiclesandfuels/pdfs/1_million_electric_vehicles_rpt.pdf 4 Executive Order B-16-2012, 5 Executive Order B-18-2012, REGIONAL PEV READINESS PLAN — PHASE ONE
  9. 9. SECTION 2: PEV 101What is a PEV Are there different typesand are there different types? of charging stations?A plug-in electric vehicle (PEV) is a general term for cars Different types of chargers are available for plug-in electricthat can operate, at least partially, on battery power and vehicles, which generally have a range of 60–120 miles onthat are recharged from the electricity grid. There are two a single charge. Charging overnight at home should sufficemain types of PEVs: battery electric vehicles and plug-in for day-to-day driving, and expanding public infrastructurehybrid electric vehicles. will provide charging on the road.• Battery electric vehicle (BEV) — Vehicles that are • Level 1 (120 volt) — PEVs come with a 120-volt entirely powered by an electric motor. These vehicles charging cord that enables PEV owners to charge their are also known as zero emission vehicles (ZEV) or all- PEV with any conventional 120-volt three-pronged electric vehicles (AEV). outlet. While it takes longer to charge, Level 1 allows PEV drivers to plug in without the installation of a dedicated charging station. electricity battery • Level 2 (240 volt) — This level of charging requires gas electric a charging station, also known as electric vehicle motor service equipment (EVSE), be purchased and installed and generally involves the installation of a dedicated circuit at either the PEV owner’s home or where a Some examples of BEVs on the market include the public charging station is installed. Currently, Level Nissan LEAF, CODA, Mitsubishi i-MiEV, Honda Fit EV, 2 EVSE makes up the majority of public charging Ford Focus Electric, BMW ActiveE, smart ED and Tesla stations across California. Model S. • DC Fast Charger (480 volt) — DC fast charging• Plug-in hybrid electric vehicle (PHEV) — PHEVs can stations deliver the fastest EV charging rate currently plug into the grid so they can operate on electricity as available. Though relatively few are installed in well as an internal combustion engine. California, there are plans to increase significantly the number of these stations by 2015.6 electricity gasoline battery For more information on PEV charging stations currently gas engine available on the market, visit electric motor How long does it take Some examples of PHEVs on the market include the Chevrolet Volt, Toyota Plug-in Prius and the Ford CMAX to charge a vehicle? Energi. PEV charging time depends on two primary factors, the size of the battery as well as the onboard charger. As a rule ofFor more information on available BEVs and PHEVs, visit the thumb, BEVs have a larger battery compared to PHEVs. ThePEV Resource Center at onboard charger is located in the vehicle and determines the amount of power that can enter the vehicle from the grid.6 SAN DIEGO 7
  10. 10. The table7 below illustrates the charging time associated with the most popular BEV and PHEV on the market today, the Nissan LEAF and the Chevrolet Volt. Type of PEV Charging Power Charger Miles/Hour of Level Supply Power Charge Nissan LEAF Chevrolet Volt Level 1 1.4 kW 120 VAC ~3–4 miles ~17 hours ~9 hours (onboard charger) 3.3 kW ~8–10 miles ~7 hours ~3 hours (onboard charger) electricity Level 2 240 VAC 6.6 kW ~17–20 miles ~3.5 hours ~1.5 hours (onboard charger) Not currently electricity DC Fast 45 kW 200–450 DC ~50–60 miles ~30 minutes to 80% available Charge (off-board) on PHEVs Where are public charging stations? There is an expanding network of Level 2 and DC fast charging stations across the state and the San Diego region. For more information on where these charging stations are located, visit the DOE Alternative Fuel Data Center at 7 Modified from a Communication Guide developed by the PEV Collaborative, REGIONAL PEV READINESS PLAN — PHASE ONE
  11. 11. SECTION 3: PEV OWNERSHIP AND EVSE DEPLOYMENTThe following section highlights PEV ownership on theregional, state and national level. In addition to PEVdeployment, this section provides a brief snapshot of PEVowner demographics in the San Diego region. The nextpart provides an overview of existing and planned EVSEdeployment throughout the region. Further, high-levelresults are presented from a survey of businesses, publicagencies and institutions throughout the San Diego regionfocused on understanding the motivation to install publiccharging stations.San Diego PEV Adoption It is important to call out the spike in vehicle adoptionOn the regional level, San Diego has been one of the in November of 2011. This sharp increase in PEV salesstrongest markets for PEV deployment throughout in the San Diego region was attributed to the launch ofthe state. Out of the total number of PEVs deployed in car2go, the largest all-electric car-sharing program inCalifornia, more than 20%8 are driving on San Diego roads North America. With the introduction of this car-sharingtoday. Additionally, it is interesting to note that the region program, PEV adoption increased by 300 vehicles in oneboasts a higher number of total BEVs sold compared to month, allowing greater access to electric transportationPHEVs in the San Diego region. However, since March 2012, for the region’s residents. As of November 30, 2012, car2gothe trend in PHEV ownership has increased more rapidly has more than 12,000 members throughout the San Diegothan BEVs.9 region, averaging 5,000-6,000 trips per week.10 San Diego PEV Adoption by Month PHEV 400 BEV 350 300 250 200 150 100 10/2012 9/2012 8/2012 7/2012 50 6/2012 5/2012 4/2012 3/2012 2/2012 1/2012 12/2011 11/2011 10/2011 9/2011 8/2011 0 7/2011 6/2011 5/2011 4/2011 3/2011 2/2011 1/2011 12/20108 Based on CVRP data and reports from auto manufacturers.9 Note that the Chevrolet Volt was not eligible for the CVRP until February 2012. To account for Volt sales, we assume that 20% of California Volt salestook place in the San Diego region.10 SAN DIEGO 9
  12. 12. California PEV Deployment was obtained from the Clean Vehicle Rebate Project (CVRP) applicant database. Not every PEV owner in California As of October 2012, approximately one-quarter of all PEVs applies for a rebate through the CVRP; therefore, not every sold in the nation were purchased by California drivers. This PEV in the state is counted in this chart. While the CVRP is likely due to significant incentives offered on both the database does not provide the exact number of PEVs state and regional level for vehicles as well as infrastructure. throughout California, it does provide one of the best pictures of the PEV market available and is an important Additionally, there is approximately an equal share of PHEV resource for local government staff involved in PEV and BEV owners throughout the state. However, the trend planning. in PHEV ownership is increasing at a faster pace compared to BEVs. California and San Diego PEV deployment data California PEV Deployment by Month PHEV 1500 BEV 1200 900 600 300 10/2012 9/2012 8/2012 7/2012 6/2012 5/2012 4/2012 3/2012 2/2012 1/2012 12/2011 11/2011 10/2011 9/2011 8/2011 0 7/2011 6/2011 5/2011 4/2011 3/2011 2/2011 1/2011 12/2010 California and Regional PEV Data Resource Updated dynamically, the online CVRP database ( allows users to filter by utility, county and air district, as well as by vehicle and applicant type. In addition, the site offers program data for download as well as GIS maps of vehicle deployment by county. 11 Sales figures sourced from with additional input from EDTA member companies sp/i/20952/pid/20952 12 Department of Energy Alternative Fuel Data Center, REGIONAL PEV READINESS PLAN — PHASE ONE
  13. 13. National PEV Deployment Recognizing this more complex relationship, it is even more significant that PEVs have achieved such success in aIn less than two years, PEV deployment across the nation relatively short period of time.has risen to more than 56,000 vehicles,11 marking asignificant achievement in the PEV market. For example, As the chart indicates, PHEV deployment across thewhen hybrid electric vehicles (HEV) hit the market, it took nation has increased at a faster pace compared to BEVclose to four years before HEV sales reached the number deployment. While there are many reasons for this trend,that PEVs have in less than two years.12 vehicle range, charging station cost and the lack of public infrastructure are likely important aspects. ThisIt is important to note that HEVs and PEVs are not a direct underscores the need to expand public charging as wellcomparison. There are no added changes to a person’s daily as streamline installation processes thereby reducing theroutine when purchasing a HEV. Consumers essentially overall costs to consumers.purchase a more efficient gasoline-powered vehicle.However, with the decision to drive a PEV, consumers shifttheir fuel from gasoline to electricity. Cumulative National PEV Deployment PHEV 60,000 BEV 50,000 40,000 30,000 20,000 10,000 10/2012 9/2012 8/2012 7/2012 6/2012 5/2012 4/2012 3/2012 2/2012 1/2012 12/2011 11/2011 10/2011 9/2011 8/2011 0 7/2011 6/2011 5/2011 4/2011 3/2011 2/2011 1/2011 12/2010San Diego RegionalPEV Owner DemographicsPEV owner demographic data presented in this section understanding of who these drivers are and their chargingcomes directly from surveys conducted by the California and driving behavior.Air Resources Board (ARB) and CCSE to CVRP participantsthroughout California.13 In partnership with ARB, CCSE has Out of the total number of respondents, 328 are located inreceived responses from more than 2,000 California PEV the San Diego region. Some of the key demographics andowners. This survey is critical in achieving a greater summary statistics of San Diego PEV owners are included on the following pages:13 CCSE and ARB survey CVRP applicants in six-month intervals, after these drivers have owned their vehicle for at least six months or longer. Thisstructure allows CCSE to track the change in PEV owner behavior over time as well as compare the behavior of one group of drivers (e.g. earlyadopters) to another (e.g. mid-adopters). To read a report on the results of the first cohort, visit SAN DIEGO 11
  14. 14. SAN DIEGO REGIONAL PEV OWNER DEMOGRAPHICSAttitude towards public charging infrastructure82 % varying levels of dissatisfaction expressed with public charging infrastructure Very Satisfied – 0% 72 % Satisfied – 17% of primary PEV Unsatisfied – 56% drivers are male Very Unsatisfied – 26%99 %Percentage of survey respondents Level 2who are Nissan Leaf owners Charger electricity 47 % Percentage of survey respondents who have PEV vs. conventional vehicle access to workplace charging use by activity100% 90% 80% 70% Educational level 49 60% of respondents 50% 40% % 30% 20% 10% Vacation 0% Leisure Business travel Shopping travel 1% 7% 3% 38% Work Personal commute errands High Some Associate Bachelor’s Post- School college, degree degree graduate Conventional vehicle PEV or less no degree degree
  15. 15. Average miles driven per day Household income of California 53% 13% Up to 15 miles new car buyers PEV buyers 43 % Statewide conventional vehicle buyers* 28 % 15 to 30 miles 20% 44% 30 to 45 miles 16%5% 45 or more miles 27% 2 % 19 % 10% $150,000 $100,000 or $50,000 to more Less to than $150,000 $100,000 $50,000 *Source: Gil Tal, UC Davis, Plug-in 2012 Conference, July 2012 4% reside in a 5% reside in an apartment single-family attached or condominium 91 home (townhome, % duplex, triplex, etc.) reside in a single-family detached home 94 received a free % or subsidized Level 2 charger 39 % have photovoltaic systems installed on their home 95 % have a Level 2 charger installed in their home Importance of subsidy for decision to purchase a Level 2 charger 0 20 40 60 80 100 Not at all Very little Somewhat A lot Deciding factor
  16. 16. San Diego Regional Public Charging Station Locations LEGEND Existing EVSE Planned EVSE Incentivized PEVs 0 1–3 4 – 11 12 – 22 23 – 47 48 – 101 This map indicates the existing and planned public Business and Regional Public Agency charging stations available in the San Diego region. With the exception of the DC fast charging station located in Motivations to Provide Charging Santa Ysabel in eastern San Diego County, all of the stations Infrastructure identified are Level 2 EVSE. Additionally, the map provides Through our current PEV planning efforts, collaborations the distribution of PEVs throughout the region by zip code with the EV Project and research efforts, CCSE has utilizing data from the CVRP. developed an understanding about the role of In the second phase of this project, as part of the San nonresidential charging infrastructure in PEV deployment. Diego regional PEV readiness plan, REVI and additional CCSE is in the process of completing a study on the value stakeholders throughout the region will be developing a proposition to local businesses and public agencies that more thorough regional charge port infrastructure plan. invest in EVSE. While this study has not been finalized, This plan will identify location quantity and investment some initial results are presented here to inform PEV required to install necessary infrastructure beginning in planning in the San Diego region. The complete report will 2014, including a map of proposed infrastructure sites and be available in early 2013. a timeline for infrastructure deployment. The study included a phone survey (conducted between May and September 2012) of businesses, public agencies and institutions that have installed Level 2 EVSE in San14 REGIONAL PEV READINESS PLAN — PHASE ONE
  17. 17. Diego County within the last two years. CCSE surveyed customer service appear to be the main drivers for early22 of the 43 institutions in San Diego County that have adoption of EVSE. The survey respondents were askedinstalled public and workplace charging stations. to identify the primary reason the institution decided to invest in EVSE. Of the 22 respondents, eight indicated that an existing sustainability plan was the main driver of EVSEMotivation to Install EVSE adoption, and another two decided to invest in EVSE in order to boost the institution’s sustainability credentials,Based on our survey of institutions that have installed EVSE though not as part of an established San Diego County, sustainability considerations and Motivation to Install EVSE Boost sustainability credentials — 2 Enhance part of an established sustainability plan — 8 Provide a service to customers/clients — 7 Responses to “What was the primary reason Take advantage of that the company/institution decided to invest current subsidies — 1 in electric vehicle supply equipment (EVSE)?” Be a leader in new technology development — 3 Create a new source of revenue — 1 Provide a service to empoloyees — 0 Other — 0Perceived Benefits of Installing EVSE CCSE’s survey indicates that early adopters of EVSE have been primarily driven by a desire to enhance sustainabilityCCSE also asked survey respondents if the company or credentials or provide a service to customers. In additioninstitution expects any additional benefits beyond direct to the results presented here, the complete report exploresrevenue from user fees because of hosting the EVSE. the financial and economic relationship associated withAlmost all respondents indicated that hosting charging installing and maintaining public PEV charging stations.infrastructure would provide a positive impact on their This research is critical to educating prospective publicinstitutions’ brand. Increased visitation was seen as a charging station hosts. The final report will be utilized bybenefit for over half of the respondents, and less than a REVI in the continued efforts to promote EVSE deploymentthird of respondents indicated that employee retention in the region.was a benefit provided by the EVSE investment. Expected EVSE Results Responses to “Does the company or institution expect any of the following Positive impact on benefits as a result of investing in company/institution’s brand electric vehicle supply equipment” Increased visitation Employee attraction and retention Yes Increased parking fees No 100% Don’t know/ Are there any other benefits? 80% 40% 60% no answer 20% 0 SAN DIEGO 15
  19. 19. SECTION 4: ZONING AND PARKINGThis section focuses on how zoning and parking ordinances readiness survey. Based on the results on this section, weand policies relate to the installation of residential and have identified that most of the agencies in the region lackpublic PEV charging infrastructure in the San Diego region. clear zoning and parking policies for EVSE. The table belowThe first section identifies potential gaps and areas for highlights the results, but it is important to note that onlyimprovement in local zoning and parking policies for EVSE 6% of jurisdictions are in the process of adopting zoningfrom the results the San Diego PEV readiness survey. The and parking requirements for section provides a summary of the actions taken Participating Jurisdictions in the San Diego Region: Santee,to date regarding addressing accessibility and parking Carlsbad, Encinitas, Lemon Grove, Coronado, Sanguidelines for PEVs in the San Diego region. The final Marcos, National City, Chula Vista, Del Mar, Poway, Elsection provides concise recommendations for zoning and Cajon, Imperial Beach, Oceanside, City of San Diego andparking polices in the San Diego region based on lessons County of San Diegolearned since 2010. Note: The cities of Encinitas, Santee and Carlsbad each had two individuals provide separate responses forPolicy Gaps their respective jurisdiction. Each of their responses wasand Areas for Improvement credited and as such, sometimes municipal staff from the same jurisdiction provided different answers to the sameFifteen of the nineteen jurisdictions in the San Diego region question.completed the zoning and parking section of the PEV Assessing Zoning and Parking Requirements for EVSE and PEVs Percent* Agency Assessment 6% Agency has already adopted requirements for EVSE that we feel would be a best practice example for the state of California (City of San Diego) 6% Agency is in the process of adopting requirements for EVSE (Coronado) 11% Agency is looking at other agencies’ requirements for EVSE to determine what is best for their jurisdiction (Chula Vista, Imperial Beach) 11% Agency requires further information to determine requirements for EVSE (Carlsbad, Lemon Grove) 44% Agency has only started to consider how to adapt requirements for EVSE (Encinitas, Santee, San Marcos, Carlsbad, Poway, Oceanside, County of San Diego) Agency has not started to look at how to adapt requirements for EVSE (Santee, National City, 22% Del Mar, El Cajon)*All percentages are rounded to the nearest whole number SAN DIEGO 17
  20. 20. In addition, it is important to note that most (72%) of Addressing Policy Gaps and Areas for the jurisdictions surveyed indicated that current zoning and parking ordinances for EVSE installations do not Improvement consider ADA compliance issues. The City of San Diego, While the region lacks consistent PEV zoning and parking Lemon Grove and separate responses for the cities of policies, there have been two jurisdictions working on Encinitas and Santee stated that they are considering developing internal policies. The section below describes ADA compliance in current zoning and parking ordinances. the City of San Diego’s work to address accessibility Overwhelmingly (89%), jurisdictions said that it would be at PEV charging stations as well as parking guidelines helpful to have other best practice zoning and parking currently under development by the County of San Diego. ordinances available for reference. The City of Imperial Additionally, this section describes efforts on the state level Beach expressed that a best practice wouldn’t be useful to develop consistent directional and regulatory signage because of the lack of public demand for PEV infrastructure for PEVs and EVSE. to warrant inclusion of zoning and parking requirements for EVSE in the city’s municipal code. Addressing Accessibility Again, while none of the jurisdictions responding to the survey have developed zoning and parking ordinances On April 19, 2012, the City of San Diego released Technical for EVSE installation, the City of Santee’s planning Policy 11B-1: Accessibility to EV charging stations, which department responded that EVSE installations are provides accessibility guidelines for EVSE installations in the accommodated by existing ordinances. In addition, the city. The guidelines originated with a previous document City of San Marcos is in the process of conducting a prepared by the Division of the State Architect developed comprehensive zoning ordinance update by the end of in 1997 titled Interim Disabled Access Guidelines for Electrical 2012 in which zoning and parking ordinances will be Vehicle Charging Stations (see Appendix). amended for EVSE. The City of Chula Vista indicated that Technical Policy 11B-1 was developed to ensure uniform they were three months from adopting revised zoning and and consistent enforcement by review and inspection staff. parking ordinances for EVSE, while the City of Poway is This policy applies to the installation of EVSE in both new six months away from implementation. Further, the City and existing construction within the City of San Diego. of San Diego indicated a preference to modify existing According to the policy, EVSE in nonpublic areas, such as zoning and parking ordinances over developing new rental car agencies, car dealerships with EVSE, etc., are not ordinances specifically for EVSE installations. As a result, required to be accessible. they are in the process of updating existing ordinances to reflect any changes that will assist in the deployment of The results of the San Diego regional PEV readiness survey EVSE. showed that 89% of jurisdictions polled indicated it would be helpful to have other city or agency PEV infrastructure The City of Imperial Beach cited that there are too few requirements available for reference. As a result, this policy staff currently employed to include new zoning and was distributed to regional PEV stakeholders, including all parking ordinance for EVSE, but responded that any 19 jurisdictions within the San Diego region. adopted zoning and parking ordinance for EVSE would likely take one year. Likewise, the City of Oceanside In May 2012, CCSE contacted each jurisdiction with stated that any ordinance adoption would take six months a call to action to implement the EVSE accessibility to a year. This timeline is highly dependent, however, in guidelines. The overarching goal of distributing these that any installation would be contingent on the type of guidelines was to reduce duplicative efforts and catalyze environmental review the project requires. If the public the development of policies that reduce barriers to PEV installation is deemed to cause any environmental issues infrastructure deployment. That said, CCSE personally based on the review, the process generally takes up to a shared the San Diego Technical Policy 11B-1 with the year. Otherwise, the typical process will be for the planning following municipalities and PEV stakeholders: the City of commission to submit a proposal to city council that Long Beach, City of Santa Monica, City of Riverside, PEV requires approval, which is approximately two months. Collaborative and the Colorado Clean Cities organization. Additionally, the National Clean Cities Coordinator18 REGIONAL PEV READINESS PLAN — PHASE ONE
  21. 21. distributed the San Diego Technical Policy 11B-1, Regulatory Signsalong with CCSE’s recommendations for municipalityimplementation to Clean Cities groups across the country. PEV Tow-Away Symbol: This sign indicates that vehicles will be towed if not utilizing the available charging station (per CVC 21511). This sign willParking Guidelines include the tow-away symbol with the followingThe County of San Diego is in the process of updating language “UNAUTHORIZED VEHICLES NOTtheir parking design guidelines to the county planning CONNECTED FOR ELECTRIC CHARGING PURPOSEScommission. A subsection of the document speaks to the WILL BE TOWED AWAY AT THE OWNER’S EXPENSE . . .”Clean Air Vehicle Parking standard for new nonresidential with red text on a white background and be 24” x 24”.uses as it complies with the California Green BuildingStandards Code (CGBSC). The ordinance strictly refers tothe CGBSC for guidance. In addition, the PEVC toolkit,developed through collaboration between the California UNAUTHORIZED VEHICLES NOTPEV Collaborative and six regions across the state, CONNECTED FOR ELECTRIC CHARGING PURPOSESalso references the CGBSC code as a best practice that WILL BE TOWED AWAYjurisdictions should follow. Specifically, the CGBSC states AT THE OWNER’S EXPENSEthat new construction should provide designated parking TOWED VEHICLES MAY BE RECLAIMED ATfor any combination of low-emitting, fuel-efficient and (Insert Address)carpool/van pool vehicles, including PEVs for up to 10% of OR BY TELEPHONING (Insert Telephone Number)total designated parking spaces.EVSE Signage No Parking Symbol: This sign indicates no parkingWhile not regional, it is important to recognize an effort unless for charging a PEV. This will include theon the state level to develop more consistent signage following language “EXCEPT FOR ELECTRIC VEHICLEfor PEVs. In an effort to accomplish this goal, the CHARGING” with red text on a white background andCalifornia Department of Transportation, Sonoma County be 12” x 18”.Department of General Services and the California PEV PCollaborative have developed a proposal to add five signs,one plaque and an optional pavement marking to the 2012edition of the California Manual on Uniform Traffic ControlDevices (CA MUTCD). This effort is tied directly to GovernorBrown’s Zero Emission Vehicle Executive Order, which has EXCEPT FORa goal of reaching 1.5 million PEVs and fuel cell vehicles by ELECTRIC2025. VEHICLEThese signs are categorized into regulatory and general CHARGINGservice signs. Examples of the new signs and are includedto the right. SAN DIEGO 19
  22. 22. Permissive Charging Symbol: This sign indicates the FAST Electric Vehicle Charging Station: This plaque time that charging will be available and will include indicates the charging station is capable of a charge in the following language “[Electric Vehicle] __ HOUR less than one hour (faster charge compared to a Level CHARGING - __AM TO __PM” with green text on a 2 station). The sign will include the language “FAST” white background and be 12” x 18”. in white text on a blue background and be 24” x 6” or 30” x 8”. This plaque is for use only with the Electric Vehicle Charging station symbol and word message. # HOUR CHARGING FAST 7AM 6 PM TO General Directional Signs Electric Vehicle Charging Station Symbol and Word Message Signs: These signs will assist in directing PEV drivers to charging stations from the Optional EV charging Pavement Marking: This freeway, local streets and at charging locations. The pavement marking will indicate a parking space is for sign includes the EV charging station symbol (shown) EV charging only for on- and off-street electric vehicle or the following text “ELECTRIC VEHICLE CHARGING charging station stalls. The pavement marking will STATION” with white text on blue background. Sign include the following language “EV CHARGING ONLY” sizes should be 30” x 30” for freeway or major arterial in white text. highway application, 24” x 24” for local streets, and 18” x 18” off-street parking application. ELECTRIC VEHICLE CHARGING STATION20 REGIONAL PEV READINESS PLAN — PHASE ONE
  23. 23. Recommendations for Regional signage recommended by the California Department of Transportation, the California Plug-in Electric VehicleNext Steps Collaborative and the County of Sonoma amendments toBased on feedback from the PEV readiness survey, we have the 2012 edition of the California Manual on Uniform Trafficidentified that there is a lack of clear policies focused on Control Devices.zoning and parking for EVSE. Further, jurisdictions across Benefits: Standardizing signs for PEV parking across thethe region are interested in receiving information on how San Diego region will decrease costs, create uniformityother agencies have developed these policies. During the and align the region. This signage was based on signagepast year, regional stakeholders have begun to address currently endorsed by the state and the U.S. Departmentsome of the issues that are highlighted in the previous of Transportation Federal Highway Administration (FHWA).section. However, there are additional areas where clear Aligning regional signage policy with state and federalguidance is needed. efforts, allows for more consistent signage and lessThrough the lessons learned in San Diego and a review confusion for PEV drivers.of national and state best practices, we have identified aconcise list of zoning and parking policies for jurisdictionsto implement throughout the San Diego region. These Update Municipal Zoning Languagerecommendations are focused on parking accessibility, for Dedicated PEV Parkingsignage and enforcement. Please note that a complete Recommendation: Incorporate PEV parking requirementslist of best practices reviewed in preparation of this plan is in public, private and government facilities based onincluded in the zoning and parking section of the Appendix. market growth of PEVs in the region. Further, municipalities should leverage “Hawaii State Plug-in Electric Vehicle Parking Requirement” and update their zoning ordinancesEVSE Parking Accessibility to reflect the following language.Recommendation: Utilize the City of San Diego Technical Updated zoning language to be adopted:Policy 11B-1 as policy for installing accessible chargingequipment. All public, private and government parking facilities that are available for use by the general public and that include atBenefits: Provides a simple template for adopting least 100 parking spaces must designate at least the numberaccessible zoning and parking guidelines for PEVs and of parking spaces outlined in the table below specifically forEVSE. This makes available three options that will ultimately the use of PEVs. The spaces designated for PEVs will continuelower the cost of installation for installers and EVSE hosts. to increase by 1% for each additional 5,000 registered PEVsThis policy also leverages guidelines developed by the until the percentage reaches 10%.14Division of the State Architect and 2010 California BuildingCode (CBC) that requires accommodations and services tobe made accessible to persons with disabilities. Total Number of Number of Required Parking Spaces PEV SpacesAs mentioned previously, a complete description of City ofSan Diego Technical Policy 11B-1 specifications for disabledaccessible EV charging stations and requirements can be 1 – 50 1found in the Appendix. 51 – 200 2Consistent General Service and Regulatory SignageRecommendation: Collectively adopt across the San 201 and over 4Diego region, the general service and regulatory PEV14 Alternative Fuels & Advanced Vehicles Data Center. (2011 June 15). Hawaii Incentives and Laws for EVs. Retrieved from SAN DIEGO 21
  24. 24. Benefits: Provides certainty in the marketplace that there will be dedicated parking spaces for PEVs. The addition of the market threshold provision ensures that enforcement policies are enacted when there is sufficient demand for public charging in the region. Regional Parking Enforcement Policy for PEVs Recommendation: Leverage the City of Santa Monica’s parking enforcement policy as amended in 2002 to develop a PEV parking enforcement policy in all PEV- designated spots for jurisdictions in the San Diego region. However, enforcement of PEV charging should begin once the number of registered PEVs reaches 5,000 throughout the San Diego region. Code language to be adopted: No person shall park or leave standing any nonelectric vehicle in any parking space equipped with an electric vehicle charger. (Based on City of Santa Monica 3.12.835 Electric vehicle parking: Amended by Ordinance 2037CCS §1, adopted 2/26/02.) Benefits: Provides certainty in the marketplace that PEV charging stations will be reserved for PEV drivers. The addition of the market threshold provision ensures that enforcement policies are enacted when there is sufficient demand for public charging in the region.22 REGIONAL PEV READINESS PLAN — PHASE ONE
  25. 25. SECTION 5: STREAMLINING PERMITTING AND INSPECTIONThis section focuses on the permitting and inspection the results in this section, we have identified jurisdictionsprocesses for the installation of residential and require further information to determine permitting andnonresidential EVSE in the San Diego region. The first inspection requirements for EVSE. Despite this need forsection recognizes the barriers and potential policy further information, however, only 15% of jurisdictionsgaps toward creating local permitting and inspection are looking at other agency’s requirements for EVSE torequirements for EVSE from results of the San Diego PEV determine what is best for their city. The table belowreadiness study. The next section provides a summary of displays the results.the actions taken to date regarding addressing permitting Participating Cities in the San Diego Region: El Cajon, Sanrequirements for PEVs in the San Diego region. The Marcos, Chula Vista, Lemon Grove, Carlsbad, Encinitas,final section will provide concise recommendations to Poway, Coronado, La Mesa, Imperial Beach, Oceansidestreamline the EVSE permitting and inspection processes and the City of San Diego.for jurisdictions in the San Diego region. Note: The City of Encinitas had two individuals provide separate responses for their jurisdiction. Each of theirPolicy Gaps and Areas responses was credited.for Improvement: Permittingand InspectionFrom the PEV readiness survey, 12 of the 19 jurisdictionsin the San Diego region completed the streamliningpermitting and inspection section of the survey. Based on Assessing Permitting and Inspection of EVSE in the San Diego Region Percent* Agency Assessment 8% Agency has already adopted requirements for EVSE that we feel would be a best practice example for the state of California (City of San Diego) 15% Agency is in the process of adopting requirements for EVSE (Carlsbad, Oceanside) 15% Agency is looking at other agencies’ requirements for EVSE to determine what is best for their jurisdiction (El Cajon, Encinitas) 23% Agency requires further information to determine requirements for EVSE (San Marcos, Chula Vista, Lemon Grove) 23% Agency has only started to consider how to adapt requirements for EVSE (Poway, Coronado, Imperial Beach) 15% Agency has not started to look at how to adapt requirements for EVSE (Encinitas, La Mesa)*All percentages are rounded to the nearest whole number SAN DIEGO 23
  26. 26. Only the City of Carlsbad15 and the City of Encinitas16 identified as an example of best practices in the state of reported that there is a unique PEV infrastructure permit (as California. This highlights the need for permitting and compared to an electrical service permit for 240V circuit), inspection best practices to be distributed throughout the whereas 84% of agencies do not have a unique permit region. dedicated for EVSE installation. It is also important to note The City of Oceanside was the only jurisdiction that that less than half of the respondents (31%) stated that consulted other agencies in developing EVSE permitting additional permits for trenching or replacing concrete are and inspection requirements. Of the agencies that have required, while 15% of jurisdictions were not sure. developed or are in the process of developing permitting The City of Encinitas and the City of Poway each require and inspection requirements for EVSE, approximately half an additional permit for trenching and concrete work. The (46%) replied they are working on this with their own staff. cities of Coronado and Imperial Beach each responded The same percentage of these agencies (46%) stated that that a permit for trenching or concrete work is only they would be willing to share their own permitting and required for public installations and is not required for inspection requirements with regional partners if they private installations. Responses varied when jurisdictions felt these documents would be helpful to share as a best answered if a permit is required for ADA compliance, with practice. This again underscores the need for permitting 15% of jurisdictions not sure and 31% requiring a permit. and inspection best practices for EVSE to be shared The cities that require a permit for ADA compliance are the throughout the region. cities of El Cajon, San Marcos, Poway and Oceanside. Regional Variation of Permit Costs for EVSE Lack of Jurisdictional Knowledge of EVSE Permitting and For the majority of installations, the cost of the permits Inspection Best Practices varies widely throughout the San Diego region. Each of While only 15% of regional agencies are in the process of these variables is dependent on the various types of EVSE adopting requirements for EVSE, the majority of agencies installations, which are listed as single-family residence, surveyed (85%) indicated that it would be helpful to commercial or multifamily units, open parking lot or on- have other city or agency permitting and inspection street parking. The table below shows the permitting cost EVSE requirements available to reference that had been by the type of EVSE installation. Costs of Permits by Type of EVSE Installation* Permit Cost Type of Installation <$100 $101 – $250 $251 – $500 >$501 Single-Family Residence 23% 62% 15% 0% Commercial/Multifamily Unit 23% 38% 38% 0% Open Parking Lot 15% 54% 23% 0% On-street Parking 15% 38% 8% 8% *All percentages are rounded to the nearest whole number and some jurisdictions did not provide answers; as a result, the total percentage may not equal 100%. Please note that a complete jurisdiction list and their corresponding inspection requirements are included in the Permitting and Inspection section of the Appendix. 15 Processing, fees and inspections for EVSE mirror the City of Carlsbad’s typical Electrical Permit; however, the city uses a different name in their computer system for tracking purposes. 16 While not a specific EVSE permit, the City of Encinitas has waived permit fees for EVSE installations.24 REGIONAL PEV READINESS PLAN — PHASE ONE
  27. 27. It is important to point out that the City of San Marcos for an EVSE installation over the counter, while 38%and the City of Imperial Beach are the only cities in the allow applicants to mail in a hard-copy application. ThisSan Diego region that offer an electrical permit below $100 process would likely be streamlined if online services werefor every type of EVSE installation. On the higher end, the available; however, only 15% of jurisdictions surveyedCity of Oceanside reported the cost of electrical permits (Chula Vista and City of San Diego) allow their applicantsfor on-street installations in excess of $500. In addition, to apply for a permit online.the City of Poway indicated that permits for on-street When reporting the number of business days it takes aEVSE installations are not allowed. The City of San Diego permit to be issued after it is requested for the majority ofdid not specify a permit cost for on-street parking EVSE installations, almost 77% of jurisdictions provide same-installations. day service for single-family home EVSE installations. This is not surprising since the majority of single-family homeLengthy Permitting Delays for Commercial, installations take place in a garage, which tend to be lessMultifamily and Other Public Installations complex and require less application materials compared to commercial or multifamily unit installations.Prior to the installation of EVSE, all jurisdictions surveyedstated that applicants could apply for an electrical permit Time to Issue Permits by Type of EVSE Installation* Time to Issue Permit Type of Installation Same Day 2 – 5 Days 6 – 10 Days 3 – 5 Weeks >5 Weeks Single-Family Residence 77% 8% 15% 0% 0% Commercial/Multifamily Unit 23% 8% 54% 8% 0% Open Parking Lot 23% 8% 54% 8% 0% On-street Parking 15% 0% 46% 8% 0%*All percentages are rounded to the nearest whole number and some jurisdictions did not provide answers; as a result, the total percentage may notequal 100%. Please note that a complete jurisdiction list and their corresponding permit issuance times are included in the Permitting and Inspectionsection of the Appendix.It is important to note that the City of San Diego, where specifically for EVSE throughout the region, all respondentsthe majority of electrical permits for EVSE installations identified that their jurisdiction offers over-the-counterare pulled in the region, takes 2 to 5 days for a permit to permits for EVSE installations. Again, online permittingbe issued for EVSE installation in a single-family home. services are limited in the San Diego region, as only 15%However, permitting time for commercial/multifamily and of jurisdictions allow applicants to check the status of theiropen parking lot EVSE installations are significantly longer permit the City of San Diego, between 3 to 5 weeks. The majority of jurisdictions (85%) require plans or blueprints in a permit application, while 62% require loadLack of Jurisdictional Knowledge of EVSE Installation calculations and over half (54%) require the applicantChecklist Best Practices to notify San Diego Gas & Electric that a permit for EVSE installation has been pulled. Certain jurisdictions listedClose to two-thirds (61%) of survey respondents identified other requirements, such as the City of Encinitas, whichthat their jurisdiction does not have an exclusive inspector requires utility notification to check if a panel upgradechecklist for EVSE installations. Despite the lack of permits SAN DIEGO 25