This document provides a regional assessment of plug-in electric vehicle (PEV) readiness for the San Diego area. It identifies gaps and recommendations across five core areas to better prepare local governments for increased PEV adoption: 1) updating zoning and parking policies, 2) streamlining permitting for electric vehicle supply equipment, 3) revising building codes, 4) providing training and education, and 5) implementing outreach programs. The assessment was conducted by the California Center for Sustainable Energy with input from regional stakeholders. It aims to assist the ongoing efforts of the San Diego Regional Electric Vehicle Infrastructure Working Group to develop a regional plan that addresses barriers to PEV deployment.
Includes PEV best practices from various cities and states from Canada, the US and California. Also includes the results of the PEV readiness survey given to regional municipal staff.
The San Joaquin Valley PEV readiness assessment is designed to enhance local PEV planning efforts by evaluating the current state of PEV readiness and identifying potential areas of improvement as well as tangible best practices developed throughout the San Joaquin Valley, California and abroad.
Includes PEV best practices from various cities and states from Canada, the US and California. Also includes the results of the PEV readiness survey given to regional municipal staff.
Slides from Plug-in SD's Sub-regional Workshops throughout San Diego county discussing permitting and inspection processes for electric vehicle charging stations.
RFP 2015-02: Demand Response Dispatching Software
DEADLINE: PROPOSALS MUST BE RECEIVED NO LATER THAN 3:00 P.M., HESPERIA LOCAL TIME Thursday, March 12, 2015 17150 Smoketree Street Hesperia, CA 92345
PURPOSE: Victor Valley Transit Authority (VVTA) is seeking contractors to upgrade and deploy new ITS technology that must provide route and vehicle information in real-time via web interface. The primary purpose is to facilitate daily demand-response service with reporting capabilities. The Vehicle Tracking System shall include hardware/software components to be installed in up to 51 Demand Response and 6 Shuttle/Flex Route vehicles.
Includes PEV best practices from various cities and states from Canada, the US and California. Also includes the results of the PEV readiness survey given to regional municipal staff.
The San Joaquin Valley PEV readiness assessment is designed to enhance local PEV planning efforts by evaluating the current state of PEV readiness and identifying potential areas of improvement as well as tangible best practices developed throughout the San Joaquin Valley, California and abroad.
Includes PEV best practices from various cities and states from Canada, the US and California. Also includes the results of the PEV readiness survey given to regional municipal staff.
Slides from Plug-in SD's Sub-regional Workshops throughout San Diego county discussing permitting and inspection processes for electric vehicle charging stations.
RFP 2015-02: Demand Response Dispatching Software
DEADLINE: PROPOSALS MUST BE RECEIVED NO LATER THAN 3:00 P.M., HESPERIA LOCAL TIME Thursday, March 12, 2015 17150 Smoketree Street Hesperia, CA 92345
PURPOSE: Victor Valley Transit Authority (VVTA) is seeking contractors to upgrade and deploy new ITS technology that must provide route and vehicle information in real-time via web interface. The primary purpose is to facilitate daily demand-response service with reporting capabilities. The Vehicle Tracking System shall include hardware/software components to be installed in up to 51 Demand Response and 6 Shuttle/Flex Route vehicles.
Electric Vehicle Enterprises Prospective Business PlanRoss Andrew Simons
Project work developing a business plan for an electronic technology based business.
My team and I identified a central issue in the EV market (fear of range anxiety) and then developed a potential business solution to that.
Tesla’s mission is to accelerate the world’s transition to sustainable energy. To achieve that goal, we must produce electric vehicles in sufficient volume to force change in the automobile industry. With a planned production rate of 500,000 cars per year in the latter half of this decade, Tesla alone will require today’s entire worldwide production of lithium ion batteries. The Tesla Gigafactory was born of necessity and will supply enough batteries to support our projected vehicle demand.
Tesla broke ground on the Gigafactory in June 2014 outside Sparks, Nevada, and we expect to begin battery cell production by the end of this year. By 2018, the Gigafactory will reach full capacity and produce more lithium ion batteries annually than were produced worldwide in 2013.
In cooperation with Panasonic and other strategic partners, the Gigafactory will produce batteries for significantly less cost using economies of scale, innovative manufacturing, reduction of waste, and the simple optimization of locating most manufacturing process under one roof. We expect to drive down the per kilowatt hour (kWh) cost of our battery pack by more than 30 percent. The Gigafactory will also be powered by renewable energy sources, with the goal of achieving net zero energy.
The name Gigafactory comes from the factory’s planned annual battery production capacity of 35 gigawatt-hours (GWh). “Giga” is a unit of measurement that represents “billions”. One GWh is the equivalent of generating (or consuming) one billion watts for one hour—one million times that of one kWh.
Academic staff and MSc students in the Department of Mechanical Engineering and Mathematical Sciences at Oxford Brookes University have been developing an electric racing car in collaboration with Dallara Automobile, project chaired by Head of R&D and US Racing Business Leader, Andrea Toso.
To provide an overview of the project & showcase excellent work of our students from all over the world (and hopefully capture your imagination to get involved!) here is the abridged version of our #DallaraBrookesStoryBook, first exhibited at Autosport International Show 2015.
Ahmad A Pesaran of the National Renewable Energy Laboratory presented to CALSTART member companies on battery technologies for plug-in electric, hybrid electric and plug-in hybrid electric vehicles in April 2011.
International Battery: Applying Lean Manufacturing Processes In The Productio...Charged2020
Antonio Reis, Vice President of Engineering, International Battery
• Implementing process validation to manufacturing processes to achieve efficiency, consistency and control
• Developing an innovative manufacturing process that provides robust key indicators for energy storage systems
cycle life
Tesla Motors, Panasonic J-V for Gigafactory - Simon Moores Research NoteSimon Moores
A Research note on the partnership between Tesla Motors and Panasonic to build the world's largest lithium-ion battery plant in the US. Looks at the position of each company and the raw materials required (graphite, lithium,cobalt).
Electric Vehicle Enterprises Prospective Business PlanRoss Andrew Simons
Project work developing a business plan for an electronic technology based business.
My team and I identified a central issue in the EV market (fear of range anxiety) and then developed a potential business solution to that.
Tesla’s mission is to accelerate the world’s transition to sustainable energy. To achieve that goal, we must produce electric vehicles in sufficient volume to force change in the automobile industry. With a planned production rate of 500,000 cars per year in the latter half of this decade, Tesla alone will require today’s entire worldwide production of lithium ion batteries. The Tesla Gigafactory was born of necessity and will supply enough batteries to support our projected vehicle demand.
Tesla broke ground on the Gigafactory in June 2014 outside Sparks, Nevada, and we expect to begin battery cell production by the end of this year. By 2018, the Gigafactory will reach full capacity and produce more lithium ion batteries annually than were produced worldwide in 2013.
In cooperation with Panasonic and other strategic partners, the Gigafactory will produce batteries for significantly less cost using economies of scale, innovative manufacturing, reduction of waste, and the simple optimization of locating most manufacturing process under one roof. We expect to drive down the per kilowatt hour (kWh) cost of our battery pack by more than 30 percent. The Gigafactory will also be powered by renewable energy sources, with the goal of achieving net zero energy.
The name Gigafactory comes from the factory’s planned annual battery production capacity of 35 gigawatt-hours (GWh). “Giga” is a unit of measurement that represents “billions”. One GWh is the equivalent of generating (or consuming) one billion watts for one hour—one million times that of one kWh.
Academic staff and MSc students in the Department of Mechanical Engineering and Mathematical Sciences at Oxford Brookes University have been developing an electric racing car in collaboration with Dallara Automobile, project chaired by Head of R&D and US Racing Business Leader, Andrea Toso.
To provide an overview of the project & showcase excellent work of our students from all over the world (and hopefully capture your imagination to get involved!) here is the abridged version of our #DallaraBrookesStoryBook, first exhibited at Autosport International Show 2015.
Ahmad A Pesaran of the National Renewable Energy Laboratory presented to CALSTART member companies on battery technologies for plug-in electric, hybrid electric and plug-in hybrid electric vehicles in April 2011.
International Battery: Applying Lean Manufacturing Processes In The Productio...Charged2020
Antonio Reis, Vice President of Engineering, International Battery
• Implementing process validation to manufacturing processes to achieve efficiency, consistency and control
• Developing an innovative manufacturing process that provides robust key indicators for energy storage systems
cycle life
Tesla Motors, Panasonic J-V for Gigafactory - Simon Moores Research NoteSimon Moores
A Research note on the partnership between Tesla Motors and Panasonic to build the world's largest lithium-ion battery plant in the US. Looks at the position of each company and the raw materials required (graphite, lithium,cobalt).
Community Choice Energy for Policymakers organized by Business for Clean Energy, Joint Venture Silicon Valley, and the Cities Association of Santa Clara County. Hosted by Microsoft.
Assessing Benefits and Costs of Distributed Solar ResourcesAnnie Lappé
With distributed solar growing at a record pace, states nationwide are assessing the benefits and costs of this dynamic resource. The implications of these studies couldn't be greater, as cornerstone policies such as net metering are on the line. Join Vote Solar and the Solar Energy Industries Association for a webinar featuring experts from:
* Rocky Mountain Institute
* Interstate Renewable Energy Council
* Rabago Consulting
Review their reports on lessons learned from recent studies and come away armed with a new framework for best practices in cost/benefit study design.
Welcome to the 2014 edition of Freeing the Grid, a guidebook and report for all 50 states on two foundational renewable energy policies: net metering and interconnection procedures.
In the eight years of Freeing the Grid’s production, there has never been a time when these policies have been the subject of as much public attention and debate as today. We hope that this objective resource continues to help policymakers, regulators and stakeholders cut through the noise, implement sound regulation, and build upon the exciting clean energy progress that so many states have achieved to date.
CT Self Storage Association Energy Summit presentationAdam Ramli
The panel of energy experts will cover everything from financing and rebates to installation and operations. Registration includes program and lunch. Fees are $45 for CT, MA, ME, and NH members. Nonmember rate is $60
Similar to San Diego Regional Plug-in Electric Vehicle Readiness Plan: Phase One Regional PEV Assessment (20)
Matthew Porrecca, Associate Principal, BNIM Architecture
Revitalizing Communities By Design
Regenerative design and development could be incredibly simple. It merely requires taking time in a place to uncover stories, discover patterns, find essence, and then add value in any way that improves the capacity of a place to be whole, vital and evolving. Together with our clients and collaborators, we are taking steps to maximize social health, invigorate a sustainable economy and restore natural systems. This workshop explores essential questions that hold the keys to a broad-based shift toward regenerative practice. We’ll share our observations, process, projects, and metrics while drawing participants into a rich dialog of discovery.
Howard Blackson - Placemakers, LLC
In the 20th century, we have spent a lot of money and resources to build cultural wastelands that adversely affects our quality-of-life. With the demise of redevelopment in California, in conjunction with the demonization of Smart Growth, the future relevancy of these places rests upon our ability repurpose these miles and miles of regrettable and devalued strip centers, office parks, and housing tracks. Unfortunately, most citizens oppose any new development due to its potential conflict with their existing community character. Applying an urban design technique that purposely codes for a specific community character, this presentation will outline 21st century urban design tools to build towards walkable, mixed-use neighborhood centers.
With 20 plus years of professional urban design experience, Howard is the Director of Planning for PlaceMakers, LLC, a new economy company of seven (7) principals located across the United States and Canada. Howard has designed and managed a variety of projects both internationally and in the United States having worked in Asia, Europe and North America. He holds a Master degree in Urban Design from the University of Westminster, London, and a Bachelor degree in Geography from the University of Texas at Austin. Howard is an Accredited Member of the Congress for the New Urbanism and is a member of the U.S. General Services Administration Design Excellence Peer Review Committee. He is an adjunct lecturer at San Diego’s NewSchool of Architecture and Design and on the faculty of University of California San Diego Urban Studies Program.
Kaid Benfield, Dir. Sustainable Communities - NRDC
Kaid will discuss the opportunities and advantages of creating a sustainable energy future.We once thought of cities as the antithesis of sustainability - but we now know that cities can be the solution to, not the cause of, our environmental threats. To take advantage of the opportunities before us in an increasingly urban society, we must be thoughtful, shaping our metropolitan regions to reduce our environmental footprint while creating beautiful, green, inclusive neighborhoods within them. As people concerned about the health and future of the planet, we must approach this task with energy and humility, paying every bit as much attention to nurturing great people habit as we do to conserving the habitats of other species.
Michelle Kaufmann will talk about a quest for simplicity as a core component to a mission of making thoughtful, sustainable design accessible.
She will talk about her work in prefabrication, design-build, green homes and sustainable communities. Rethinking not only what we make and how we make it, but also redesigning the design process itself is key to the future of architecture and sustainability. Innovations in this category are abundant and exciting, and with strategic focus can help us all to have more quality, less clutter and simpler lives.
The upcoming 2013 Title-24 Building Efficiency Standards were approved by the California Energy Commission on May 9, 2012. The new Title-24 energy code incorporates significant changes that will affect architects, builders, contractors, energy consultants, and solar PV installers. This class will review the upcoming changes to the energy code and the impact on building design along with compliance strategies that will allow you to comply with the new, stricter energy code cost effectively.
Mark Madison is a Certified Energy Plans Examiner, Certified Energy Analyst, HERS rater, and serves on the board of directors of the California Association of Building Energy Analysts (CABEC).
We will discuss some strategies for incorporating water harvesting into sustainable landscaping, using example projects to illustrate our points. We will focus on residential systems for outdoor usage but will also touch on commercial applications and non-potable indoor use.
Many building owners have the desire to upgrade their commercial
properties, but in the current state of the economy they are at a loss as to how to financial such upgrades. The presentation will also review current trends in rebates, public sector financing and private sector financing that make such upgrades possible.
Target Audience:
I think the target audience for this presentation will be building industry
professionals, developers, building owners, property managers and
commercial real estate brokers, as well as educators from real estate
development programs such as San Diego State’s.
How the people of a small town on the cross road to the silk road in Persia used micro-climate and their local materials to create energy-efficient buildings.
- Assess how they have used sun, wind and water
- Passive solar design
- Landscape and thermal mass to transform a harsh natural environment into comfortable spaces
- Evaluate innovative uses of local material in their buildings
- Santa Fe architecture and similarities to Persian architecture
- Observe the use of these techniques in modern architecture
Storm windows, insulating shades, sash replacements, awnings - The good news is that we have so many ways to improve the performance of our windows. The bad news is...there are so many ways to improve the performance of our windows! How in the world can we objectively compare them on price, thermal performance, ease of installation, ease of use, solar control, privacy, and durability?
Lawrence Berkeley National Laboratories and BuildingGreen are working on simple and easy-to-use resources for selecting window retrofit options. With input on climate, existing window attributes, and performance priorities, anyone can cut through the difficulties of deciding how to improve the overall performance of existing windows.
Using resources from www.windowattachments.org, webinar participants will work through window attachment selection scenarios with the instructor and learn how to use these resources with their clients and on their own projects.
The new 2008 Title-24 Building Efficiency Standards became effective January 1, 2010. One of the most sweeping changes involve residential indoor and outdoor lighting requirements, particularly kitchen lighting and the new adoption of ASHRAE 62.2 indoor air quality code.
Kitchen Lighting, Title-24
New restrictions, control requirements, high efficacy fixture requirements and incandescent allowances, and interior lighting worksheets will add an additional layer of complexity to residential lighting design. This class will bring you up to speed on the new changes and address the underlying principles, calculation methods, strategies to assist you in complying with the new code changes and take you step by step thru the new CF-6R-LTG-1 lighting certificate of installation which must be filled out before the final certificate of occupancy will be issued.
Kitchen Lighting, Title-24
You will also understand which fixtures will comply as high efficacy (not all LED fixtures are certified as high efficacy), the lighting control requirements for each room type and the new fixture and control requirements for residential outdoor lighting.
Title-24, Title-24
California has now adopted the requirements of ASHRAE 62.2-2007 which means that starting January 1, 2010, all low-rise residential buildings are required to install whole house mechanical ventilation and satisfy other requirements to achieve acceptable indoor air quality. Openable windows will no longer be an acceptable method for satisfying outdoor air requirements. This will involve calculations for determining the minimum ventilation cfm and designing a system to provide the necessary airflow with proper controls. You will learn the proper method for determining ventilation airflow, strategies for designing a cost effective ventilation system, and how to fill out the new ventilation Certificate of Installation.
Kitchen Lighting, Title-24
Learn from one of the leading experts in California’s Title-24 Building Efficiency Standards (Title-24), Mark Madison, a state certified Energy Plans Examiner and Certified Energy Analyst, HERS rater, Greenpoint rater with over 25 years experience with building energy code compliance analysis, enforcement and training.
Learn why sustainable real estate has become such a popular choice for individual and institutional investors. See what's driving the market and learn how you can leverage this opportunity in your business.
This beginning level seminar is designed for non-residential building owners/managers/consultants and real estate professionals who want to track and understand their building’s energy usage using a free online tool called ENERGY STAR Portfolio Manager. Learn how the Environmental Protection Agency (EPA) benchmarking tool can guide investment priorities, identify under-performing buildings, verify energy-efficiency improvements, and how buildings can receive EPA recognition for superior energy performance. Portfolio Manager can also be used to comply with the California State law that requires disclosure of a building’s energy benchmarking score at the time of sale, lease, or refinancing.
Alice Liddell is a Senior Associate with ICF International. Ms. Liddell has twelve years of experience in energy efficiency as well as energy and environmental policy. Ms. Liddell provides support to utilities throughout the west for many EPA ENERGY STAR® programs, including lighting, commercial food service, consumer electronics, and the commercial and industrial building sector programs. In addition, Alice provides training for EPA’s ENERGY STAR Portfolio Manager benchmarking tool.
The program is designed to assist Building Designers meet the requirements of the Cal Green code. A Handout will be provided that will cover many other aspects of the Cal Green Non Residential code, but this session will focus on Energy Efficiency.
Since 2005, Gary has averaged over 125 days of instruction per year in a variety of energy conservation topics. These include: California Residential Energy Standards, Duct Testing for HVAC contractors, CHEERS Rater certification training for Building Envelope, HVAC, Solar PV as well as core building science. In 2008 Gary developed and was the lead instructor the CHEERS Existing Home training program. This extensive four-day class focuses on building science as well as the art of residential energy audits. Gary’s extensive field experience as a HERS rater and his technical building science knowledge ensures that his training is accurate and easy to understand. Gary’s light-hearted, logical and down-to-earth presentation style ensures that participants understand the material and how to apply the specific rules or applications to their particular situation.
Gary has been involved with Green building beginning in 2003 when he first became a LEED AP and has continued his support of Durable Sustainable Design. He has been on and coordinated Design /Implement Teams for Energy Management, Waste Reduction and Building Failure Remediation since the 1980’s.
The program is designed to assist Building Designers meet the requirements of the Cal Green code. A Handout will be provided that will cover many other aspects of the Cal Green Non Residential code, but this session will focus on Energy Efficiency.
Since 2005, Gary has averaged over 125 days of instruction per year in a variety of energy conservation topics. These include: California Residential Energy Standards, Duct Testing for HVAC contractors, CHEERS Rater certification training for Building Envelope, HVAC, Solar PV as well as core building science. In 2008 Gary developed and was the lead instructor the CHEERS Existing Home training program. This extensive four-day class focuses on building science as well as the art of residential energy audits. Gary’s extensive field experience as a HERS rater and his technical building science knowledge ensures that his training is accurate and easy to understand. Gary’s light-hearted, logical and down-to-earth presentation style ensures that participants understand the material and how to apply the specific rules or applications to their particular situation.
Gary has been involved with Green building beginning in 2003 when he first became a LEED AP and has continued his support of Durable Sustainable Design. He has been on and coordinated Design /Implement Teams for Energy Management, Waste Reduction and Building Failure Remediation since the 1980’s.
The program is designed to assist Building Designers meet the requirements of the Cal Green code. A Handout will be provided that will cover many other aspects of the Cal Green Non Residential code, but this session will focus on Energy Efficiency.
Since 2005, Gary has averaged over 125 days of instruction per year in a variety of energy conservation topics. These include: California Residential Energy Standards, Duct Testing for HVAC contractors, CHEERS Rater certification training for Building Envelope, HVAC, Solar PV as well as core building science. In 2008 Gary developed and was the lead instructor the CHEERS Existing Home training program. This extensive four-day class focuses on building science as well as the art of residential energy audits. Gary’s extensive field experience as a HERS rater and his technical building science knowledge ensures that his training is accurate and easy to understand. Gary’s light-hearted, logical and down-to-earth presentation style ensures that participants understand the material and how to apply the specific rules or applications to their particular situation.
Gary has been involved with Green building beginning in 2003 when he first became a LEED AP and has continued his support of Durable Sustainable Design. He has been on and coordinated Design /Implement Teams for Energy Management, Waste Reduction and Building Failure Remediation since the 1980’s.
The program is designed to assist Building Designers meet the requirements of the Cal Green code. A Handout will be provided that will cover many other aspects of the Cal Green Non Residential code, but this session will focus on Energy Efficiency.
Since 2005, Gary has averaged over 125 days of instruction per year in a variety of energy conservation topics. These include: California Residential Energy Standards, Duct Testing for HVAC contractors, CHEERS Rater certification training for Building Envelope, HVAC, Solar PV as well as core building science. In 2008 Gary developed and was the lead instructor the CHEERS Existing Home training program. This extensive four-day class focuses on building science as well as the art of residential energy audits. Gary’s extensive field experience as a HERS rater and his technical building science knowledge ensures that his training is accurate and easy to understand. Gary’s light-hearted, logical and down-to-earth presentation style ensures that participants understand the material and how to apply the specific rules or applications to their particular situation.
Gary has been involved with Green building beginning in 2003 when he first became a LEED AP and has continued his support of Durable Sustainable Design. He has been on and coordinated Design /Implement Teams for Energy Management, Waste Reduction and Building Failure Remediation since the 1980’s.
San Diego Regional Plug-in Electric Vehicle Readiness Plan: Phase One Regional PEV Assessment
1. San Diego Regional
PLUG-IN ELECTRIC VEHICLE (PEV) READINESS PLAN
Phase One Regional PEV Assessment
California Center for Sustainable Energy
2. Acknowledgements
The California Center for Sustainable Energy gratefully appreciates
the feedback and guidance of the many stakeholders throughout
the 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 City
California Department of Transportation City of Chula Vista City of Oceanside
California Energy Commission City of Coronado City of Poway
IBEW Local 569 City of Del Mar City of San Diego
Miramar College, Advanced Transportation Technology and City of El Cajon City of San Marcos
Energy Program City of Encinitas City of Santee
National Electrical Contractors Association City of Escondido City of Solana Beach
Office of Governor Jerry Brown, Planning & Research City of Imperial Beach City of Vista
Sacramento Area Council of Governments City of La Mesa County of San Diego
San Diego Association of Governments City of Lemon Grove
San Diego County Air Pollution Control District
San Diego County Regional Airport Authority Private Industry:
San Diego Metropolitan Transit System AeroVironment Kearny Pearson Ford
San Diego Regional Clean Cities Coalition General Electric Marvin K Brown Auto Center
San Diego Unified Port District Allied Energy Meissner Jacquét Investment
San Joaquin Valley Air Pollution Control District car2go Management Services
South Coast Air Quality Management District ECOtality Mossy Nissan
United States Department of Energy Ford Mossy Toyota
United States Marine Corps General Motors Nissan
United States Navy Hedges Electric NRG Energy
University of California, Davis Plug-In Hybrid & Electric Vehicle Jimmie Johnson’s Qualcomm
Research Center Kearny Mesa Chevrolet Saturn Electric
University of California, San Diego Kearny Mesa Toyota Solid Property Services
Nonprofits:
Ameri-Skills
The participants who contributed to this report represent numerous
California Employment Training Panel
and diverse stakeholder entities. No participant should be deemed
Community Environmental Council
to endorse or support all of the conclusions or recommendations
EV Infrastructure Training Program
contained in this report.
Plug In America
Plug-in Electric Vehicle Collaborative
Utility Service Providers:
Los Angeles Department of Water and Power
Pacific Gas and Electric
San Diego Gas & Electric
Sacramento Municipal Utility District
Southern California Edison
Disclaimer
This 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 and
recommendations are those of the author and do not necessarily represent the views of AQMD or the DOE. The AQMD and
DOE, their officers, employees, contractors and subcontractors make no warranty, expressed or implied, and assume no legal
liability for the information in this report. The AQMD and DOE have not approved or disapproved this report, nor have the
AQMD or DOE passed upon the accuracy or adequacy of the information contained herein.
3. HOW TO USE THIS DOCUMENT TABLE OF CONTENTS
The San Diego regional PEV readiness assessment is EXECUTIVE SUMMARY................................................................. 3
designed to enhance local PEV planning efforts by
SECTION 1: INTRODUCTION...................................................... 5
evaluating the current state of PEV readiness and
identifying potential areas of improvement as well as SECTION 2: PEV 101....................................................................... 7
tangible 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....... 9
of PEV charging infrastructure, also called electric vehicle San Diego PEV Adoption
supply equipment (EVSE). The first three sections of this California PEV Deployment
document provide a brief overview of PEV and EVSE National PEV Deployment
technology as well as the deployment of PEVs and EVSE San Diego Regional PEV Owner Demographics
across the San Diego region. Subsequently, the assessment Business and Regional Public Agency Motivations
focuses on the following five core actions critical to Provide Charging Infrastructure
to
preparing municipalities for PEVs. Motivation to Install EVSE
Perceived Benefits of Installing EVSE
SECTION 4: ZONING AND PARKING (pp. 17–22)
SECTION 4: ZONING AND PARKING.....................................17
SECTION 5: STREAMLINING PERMITTING AND Policy Gaps and Areas for Improvement
INSPECTION (pp. 23–29) Addressing Policy Gaps and Areas for Improvement
SECTION 6: BUILDING CODES (pp. 31–34) Recommendations for Regional Next Steps
SECTION 7: TRAINING AND EDUCATION (pp. 35–37) SECTION 5: STREAMLINING
PERMITTING AND INSPECTION.............................................23
SECTION 8: OUTREACH TO LOCAL BUSINESSES AND Policy Gaps and Areas for Improvement
RESIDENTS (pp. 39–41) Addressing Policy Gaps and Areas for Improvement
Recommendations for Regional Next Steps
Each of these sections identifies potential gaps and areas
for improvement and includes a summary of regional SECTION 6: BUILDING CODES.................................................31
actions taken to date as well as recommendations based on Policy Gaps and Areas of Improvement
regional and external best practices. Addressing Policy Gaps and Areas of Improvement
Recommendations for Regional Next Steps
Each section is designed to stand on its own, allowing
municipal staff to focus only on areas that are relevant SECTION 7: TRAINING AND EDUCATION...........................35
to their work. For example, agency staff involved in Policy Gaps and Areas for Improvement
municipal codes are encouraged to refer directly to Section Addressing Policy Gaps and Areas of Improvement
6: Building Codes. However, we encourage municipal Recommendations for Regional Next Steps
staff in the San Diego region to utilize all sections in this
SECTION 8: OUTREACH TO LOCAL BUSINESSES
assessment.
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. EXECUTIVE SUMMARY
Introduction Core Area #2: Streamlining Permitting and Inspection
The 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 for
20% of California PEV sales in the region, San Diego hosts the nonresidential EVSE installations
nation’s largest all-electric car-sharing program. However, • Develop EVSE permit municipality-utility communication
there remain challenges to greater PEV deployment in the San channel, increasing utility knowledge of additional
Diego region. electricity load of PEVs in the San Diego region
• Develop online express permitting for simple residential
During 2012, the California Center for Sustainable Energy
EVSE installations, waive plan check requirement for
(CCSE) received Department of Energy (DOE) funding
permits
to leverage the work of regional stakeholders in further
• Assess viability of regionally adopting EVSE electrical
preparing the region for accelerated PEV adoption PEV.
contractor self-inspection/permitting process for residential
This report is the project’s first phase and contains an
installations
evaluation of how prepared jurisdictions in the region are
for PEV deployment. This assessment concentrates on the Core Area #3: Updating Building Codes for EVSE
installation 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 timelines
brief overview of PEV and EVSE technology as well as the and processes
deployment of PEVs and EVSE across the San Diego region. • Modify existing use/discretionary permitting processes to
Subsequently, 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 websites
For each core area, we identified recommendations based • Support/coordinate with existing consumer education
on regional and external best practices. Recommendations • Create and distribute regionally focused EVSE installation
address policy gaps and are intended to assist municipalities consumer education materials
in becoming more PEV ready. Each recommendation builds
off extensive research and interaction with municipalities Regional Next Steps
throughout the region. The second phase of this project, funded by the California
Energy Commission, was awarded to the San Diego
Core 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. SECTION 1: INTRODUCTION
In 2009, the San Diego region was chosen to participate this assessment, CCSE has implemented surveys to
in the EV Project, the largest electric vehicle infrastructure jurisdictions throughout the region and conducted
initiative in the nation’s history. Because of robust extensive research regarding policies and strategies
incentives 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 larger
in electric vehicles1 (PEVs) driving on San Diego roads
efforts to prepare municipalities throughout the San Diego
supported by approximately 300 public and 700
Region for the deployment of PEVs. The second phase of
residential changing stations2 fueling these vehicles each
this project, funded from the CEC, was awarded to the San
day. 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 the
deployment remain. Recognizing these challenges and
San Diego Regional Electric Vehicle Infrastructure Working
that the EV Project is ending, underscores the need for
Group (REVI).
continued, coordinated regional planning for PEVs and
PEV infrastructure. REVI is comprised of representatives from local
governments, public agencies, utilities, industry and the
During the past year, the San Diego region has received
nonprofit sector. The primary focus of the group is to
additional 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 widespread
continue 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 previously
are 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 fleets
The California Center for Sustainable Energy (CCSE) has 12 Leveraging renewable energy in PEV charging
led the first phase of this project, with broad interaction
It is also important to emphasize that these efforts are
with 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 the
vehicles eligibility in the CVRP.
2
Charging station data obtained from ECOtality.
SAN DIEGO 5
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. http://www1.eere.energy.gov/
vehiclesandfuels/pdfs/1_million_electric_vehicles_rpt.pdf
4
Executive Order B-16-2012, http://gov.ca.gov/news.php?id=17463
5
Executive Order B-18-2012, http://gov.ca.gov/news.php?id=17508
6 REGIONAL PEV READINESS PLAN — PHASE ONE
9. SECTION 2: PEV 101
What is a PEV Are there different types
and 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 electric
that can operate, at least partially, on battery power and vehicles, which generally have a range of 60–120 miles on
that are recharged from the electricity grid. There are two a single charge. Charging overnight at home should suffice
main types of PEVs: battery electric vehicles and plug-in for day-to-day driving, and expanding public infrastructure
hybrid 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 www.GoElectricDrive.com.
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 of
For more information on available BEVs and PHEVs, visit the
thumb, BEVs have a larger battery compared to PHEVs. The
PEV Resource Center at www.driveclean.ca.gov/pev.
onboard charger is located in the vehicle and determines
the amount of power that can enter the vehicle from the
grid.
6
http://www.torquenews.com/1075/californias-settlement-nrg-electric-car-charging-network-headed-ferc
SAN DIEGO 7
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 www.afdc.energy.gov/afdc/locator/stations/.
7
Modified from a Communication Guide developed by the PEV Collaborative, http://www.driveclean.ca.gov/images/pev/charge_times_chart_lg.jpg
8 REGIONAL PEV READINESS PLAN — PHASE ONE
11. SECTION 3: PEV OWNERSHIP AND EVSE DEPLOYMENT
The following section highlights PEV ownership on the
regional, state and national level. In addition to PEV
deployment, this section provides a brief snapshot of PEV
owner demographics in the San Diego region. The next
part provides an overview of existing and planned EVSE
deployment throughout the region. Further, high-level
results are presented from a survey of businesses, public
agencies and institutions throughout the San Diego region
focused on understanding the motivation to install public
charging stations.
San Diego PEV Adoption It is important to call out the spike in vehicle adoption
On the regional level, San Diego has been one of the in November of 2011. This sharp increase in PEV sales
strongest markets for PEV deployment throughout in the San Diego region was attributed to the launch of
the state. Out of the total number of PEVs deployed in car2go, the largest all-electric car-sharing program in
California, more than 20%8 are driving on San Diego roads North America. With the introduction of this car-sharing
today. Additionally, it is interesting to note that the region program, PEV adoption increased by 300 vehicles in one
boasts a higher number of total BEVs sold compared to month, allowing greater access to electric transportation
PHEVs in the San Diego region. However, since March 2012, for the region’s residents. As of November 30, 2012, car2go
the trend in PHEV ownership has increased more rapidly has more than 12,000 members throughout the San Diego
than 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
12/2010
8
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 sales
took place in the San Diego region.
10
http://www.sacbee.com/2012/11/29/5018922/car2go-celebrates-one-year-anniversary.html
SAN DIEGO 9
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
(www.energycenter.org/cvrp) 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 HybridCars.com with additional input from EDTA member companies http://www.electricdrive.org/index.php?ht=d/
sp/i/20952/pid/20952
12
Department of Energy Alternative Fuel Data Center, http://www.afdc.energy.gov/data/tab/all/data_set/10301
10 REGIONAL PEV READINESS PLAN — PHASE ONE
13. National PEV Deployment Recognizing this more complex relationship, it is even
more significant that PEVs have achieved such success in a
In less than two years, PEV deployment across the nation relatively short period of time.
has risen to more than 56,000 vehicles,11 marking a
significant achievement in the PEV market. For example, As the chart indicates, PHEV deployment across the
when hybrid electric vehicles (HEV) hit the market, it took nation has increased at a faster pace compared to BEV
close 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. This
It is important to note that HEVs and PEVs are not a direct underscores the need to expand public charging as well
comparison. There are no added changes to a person’s daily as streamline installation processes thereby reducing the
routine 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 shift
their 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
12/2010
San Diego Regional
PEV Owner Demographics
PEV owner demographic data presented in this section understanding of who these drivers are and their charging
comes directly from surveys conducted by the California and driving behavior.
Air Resources Board (ARB) and CCSE to CVRP participants
throughout California.13 In partnership with ARB, CCSE has Out of the total number of respondents, 328 are located in
received responses from more than 2,000 California PEV the San Diego region. Some of the key demographics and
owners. 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. This
structure 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. early
adopters) to another (e.g. mid-adopters). To read a report on the results of the first cohort, visit www.energycenter.org/pevsurvey.
SAN DIEGO 11
14. SAN DIEGO REGIONAL PEV OWNER DEMOGRAPHICS
Attitude towards public charging infrastructure
82 % 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 2
who are Nissan Leaf owners Charger
electricity
47 %
Percentage of survey
respondents who have
PEV vs. conventional vehicle access to workplace charging
use by activity
100%
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. 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. 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 San
14 REGIONAL PEV READINESS PLAN — PHASE ONE
17. Diego County within the last two years. CCSE surveyed customer service appear to be the main drivers for early
22 of the 43 institutions in San Diego County that have adoption of EVSE. The survey respondents were asked
installed 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 EVSE
Motivation 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 plan.
in 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 — 0
Perceived Benefits of Installing EVSE CCSE’s survey indicates that early adopters of EVSE have
been primarily driven by a desire to enhance sustainability
CCSE also asked survey respondents if the company or credentials or provide a service to customers. In addition
institution expects any additional benefits beyond direct to the results presented here, the complete report explores
revenue from user fees because of hosting the EVSE. the financial and economic relationship associated with
Almost 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 public
institutions’ brand. Increased visitation was seen as a charging station hosts. The final report will be utilized by
benefit for over half of the respondents, and less than a REVI in the continued efforts to promote EVSE deployment
third 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. SECTION 4: ZONING AND PARKING
This section focuses on how zoning and parking ordinances readiness survey. Based on the results on this section, we
and policies relate to the installation of residential and have identified that most of the agencies in the region lack
public PEV charging infrastructure in the San Diego region. clear zoning and parking policies for EVSE. The table below
The first section identifies potential gaps and areas for highlights the results, but it is important to note that only
improvement in local zoning and parking policies for EVSE 6% of jurisdictions are in the process of adopting zoning
from the results the San Diego PEV readiness survey. The and parking requirements for EVSE.
next 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, San
guidelines for PEVs in the San Diego region. The final
Marcos, National City, Chula Vista, Del Mar, Poway, El
section provides concise recommendations for zoning and
Cajon, Imperial Beach, Oceanside, City of San Diego and
parking polices in the San Diego region based on lessons
County of San Diego
learned since 2010.
Note: The cities of Encinitas, Santee and Carlsbad each
had two individuals provide separate responses for
Policy Gaps their respective jurisdiction. Each of their responses was
and Areas for Improvement credited and as such, sometimes municipal staff from the
same jurisdiction provided different answers to the same
Fifteen 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. 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 Coordinator
18 REGIONAL PEV READINESS PLAN — PHASE ONE
21. distributed the San Diego Technical Policy 11B-1, Regulatory Signs
along with CCSE’s recommendations for municipality
implementation 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 will
Parking Guidelines
include the tow-away symbol with the following
The County of San Diego is in the process of updating language “UNAUTHORIZED VEHICLES NOT
their parking design guidelines to the county planning CONNECTED FOR ELECTRIC CHARGING PURPOSES
commission. 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 Building
Standards Code (CGBSC). The ordinance strictly refers to
the CGBSC for guidance. In addition, the PEVC toolkit,
developed through collaboration between the California UNAUTHORIZED VEHICLES NOT
PEV Collaborative and six regions across the state, CONNECTED FOR ELECTRIC
CHARGING PURPOSES
also references the CGBSC code as a best practice that WILL BE TOWED AWAY
jurisdictions should follow. Specifically, the CGBSC states AT THE OWNER’S EXPENSE
that new construction should provide designated parking TOWED VEHICLES
MAY BE RECLAIMED AT
for 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 parking
While not regional, it is important to recognize an effort unless for charging a PEV. This will include the
on the state level to develop more consistent signage following language “EXCEPT FOR ELECTRIC VEHICLE
for PEVs. In an effort to accomplish this goal, the CHARGING” with red text on a white background and
California Department of Transportation, Sonoma County be 12” x 18”.
Department of General Services and the California PEV
P
Collaborative have developed a proposal to add five signs,
one plaque and an optional pavement marking to the 2012
edition of the California Manual on Uniform Traffic Control
Devices (CA MUTCD). This effort is tied directly to Governor
Brown’s Zero Emission Vehicle Executive Order, which has
EXCEPT FOR
a goal of reaching 1.5 million PEVs and fuel cell vehicles by
ELECTRIC
2025.
VEHICLE
These signs are categorized into regulatory and general CHARGING
service signs. Examples of the new signs and are included
to the right.
SAN DIEGO 19
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
STATION
20 REGIONAL PEV READINESS PLAN — PHASE ONE
23. Recommendations for Regional signage recommended by the California Department
of Transportation, the California Plug-in Electric Vehicle
Next Steps Collaborative and the County of Sonoma amendments to
Based on feedback from the PEV readiness survey, we have the 2012 edition of the California Manual on Uniform Traffic
identified 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 the
the region are interested in receiving information on how
San Diego region will decrease costs, create uniformity
other agencies have developed these policies. During the
and align the region. This signage was based on signage
past year, regional stakeholders have begun to address
currently endorsed by the state and the U.S. Department
some 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 federal
guidance is needed.
efforts, allows for more consistent signage and less
Through the lessons learned in San Diego and a review confusion for PEV drivers.
of national and state best practices, we have identified a
concise list of zoning and parking policies for jurisdictions
to implement throughout the San Diego region. These Update Municipal Zoning Language
recommendations are focused on parking accessibility, for Dedicated PEV Parking
signage and enforcement. Please note that a complete Recommendation: Incorporate PEV parking requirements
list of best practices reviewed in preparation of this plan is in public, private and government facilities based on
included 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 ordinances
EVSE 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 charging
equipment. All public, private and government parking facilities that are
available for use by the general public and that include at
Benefits: Provides a simple template for adopting
least 100 parking spaces must designate at least the number
accessible zoning and parking guidelines for PEVs and
of parking spaces outlined in the table below specifically for
EVSE. This makes available three options that will ultimately
the use of PEVs. The spaces designated for PEVs will continue
lower the cost of installation for installers and EVSE hosts.
to increase by 1% for each additional 5,000 registered PEVs
This policy also leverages guidelines developed by the
until the percentage reaches 10%.14
Division of the State Architect and 2010 California Building
Code (CBC) that requires accommodations and services to
be made accessible to persons with disabilities. Total Number of Number of Required
Parking Spaces PEV Spaces
As mentioned previously, a complete description of City of
San Diego Technical Policy 11B-1 specifications for disabled
accessible EV charging stations and requirements can be
1 – 50 1
found in the Appendix.
51 – 200 2
Consistent General Service and Regulatory Signage
Recommendation: Collectively adopt across the San 201 and over 4
Diego region, the general service and regulatory PEV
14
Alternative Fuels & Advanced Vehicles Data Center. (2011 June 15). Hawaii Incentives and Laws for EVs. Retrieved from http://www.afdc.energy.gov/
afdc/laws/laws/HI/tech/3270
SAN DIEGO 21
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. SECTION 5: STREAMLINING PERMITTING AND INSPECTION
This section focuses on the permitting and inspection the results in this section, we have identified jurisdictions
processes for the installation of residential and require further information to determine permitting and
nonresidential EVSE in the San Diego region. The first inspection requirements for EVSE. Despite this need for
section recognizes the barriers and potential policy further information, however, only 15% of jurisdictions
gaps toward creating local permitting and inspection are looking at other agency’s requirements for EVSE to
requirements for EVSE from results of the San Diego PEV determine what is best for their city. The table below
readiness 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, San
requirements 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, Oceanside
streamline 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 their
Policy Gaps and Areas responses was credited.
for Improvement: Permitting
and Inspection
From the PEV readiness survey, 12 of the 19 jurisdictions
in the San Diego region completed the streamlining
permitting 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. 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. 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. This
San Diego region that offer an electrical permit below $100 process would likely be streamlined if online services were
for every type of EVSE installation. On the higher end, the available; however, only 15% of jurisdictions surveyed
City of Oceanside reported the cost of electrical permits (Chula Vista and City of San Diego) allow their applicants
for 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 a
EVSE installations are not allowed. The City of San Diego
permit to be issued after it is requested for the majority of
did 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 home
Lengthy Permitting Delays for Commercial, installations take place in a garage, which tend to be less
Multifamily 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 surveyed
stated 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 not
equal 100%. Please note that a complete jurisdiction list and their corresponding permit issuance times are included in the Permitting and Inspection
section of the Appendix.
It is important to note that the City of San Diego, where specifically for EVSE throughout the region, all respondents
the majority of electrical permits for EVSE installations identified that their jurisdiction offers over-the-counter
are pulled in the region, takes 2 to 5 days for a permit to permits for EVSE installations. Again, online permitting
be 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 their
open parking lot EVSE installations are significantly longer permit online.
in 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 load
Lack of Jurisdictional Knowledge of EVSE Installation calculations and over half (54%) require the applicant
Checklist Best Practices to notify San Diego Gas & Electric that a permit for EVSE
installation has been pulled. Certain jurisdictions listed
Close to two-thirds (61%) of survey respondents identified other requirements, such as the City of Encinitas, which
that their jurisdiction does not have an exclusive inspector requires utility notification to check if a panel upgrade
checklist for EVSE installations. Despite the lack of permits
SAN DIEGO 25