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Home My WebLink About2017-09-21 DTPC Packetillwatei THE BIRTHPLACE OF MINNESOTA DOWNTOWN PARKING COMMISSION AGENDA Thursday SEPTEMBER 21, 2017 8:30 AM Conference Room 213, City Hall 1. CALL TO ORDER 2. APPROVAL OF AGENDA 3. APPROVAL OF JULY 20, 2017 MINUTES 4. SPECIAL EVENTS 4.01. Ice Castle 4.02. Harvest Fest 5. NEW BUSINESS 5.01. Second FT Parking Enforcement Officer 5.02. LOLO expansion 5.03. Old Armory redevelopment concept and parking needs 6. UPDATES 6.01. New revenue equipment for Lots 1 and 2 6.02. Cam Murray: EV Charging Stations 6.03. The Crosby Hotel parking 6.04. Downtown Plan Implementation 7. ADJOURNMENT at e. THE HIRTHRLACE OF MINNESOTA DOWNTOWN PARKING COMMISSION MEETING MINUTES July 20, 2017 REGULAR MEETING Chairwoman Pelletier called the meeting to order at 8:32 a.m. Present: Chairwoman Pelletier, Commissioners Hopfe, Anderson and Lettner, Council Representative Junker Absent: Commissioners Glynn and Johnson Staff: Zoning Administrator/Assistant Planner Olson -Williams, Parking Enforcement Officer Pasket, Police Chief Gannaway, Community Development Director Turnblad APPROVAL OF MINUTES Approval of June 15, 2017 meeting minutes Minutes were accepted as presented. SPECIAL EVENTS Cruisin' on the Croix Community Development Director Turnblad stated that River Market Co -Op Manager Mead Stone had requested that the Downtown Parking Commission reconsider the special event permit issued for the Cruisin' on the Croix Car Show because the show did not provide a parking attendant as promised, necessitating the Co -Op to use their own staff to divert car show attendees from parking in Lot 8a. Mr. Stone informed the Commission that Mr. Fabio is now paying for a River Market parking attendant to staff the lot during the event, so he is no longer requesting a change for this year. Mr. Stone added that he understands the City needs events like this to stay viable, but his is one of many businesses that do not benefit from these types of events. Scott Berger remarked that his coworkers in the Maple Island Office Building are upset that the parking lot is cordoned off for the entire day for the car shows. Chairwoman Pelletier commented that the Commission previously considered that the event may be growing too big for downtown. She would like to revisit this issue before dates are published for next year. Downtown Parking Commission July 20, 2017 Frank Fabio, coordinator of Cruisin' on the Croix, reported that the person he had hired to watch Lot 8a fell through, so he offered to pay one of the River Market employees to monitor the lot. He added that downtown businesses show increased revenue on Wednesdays and that downtown Stillwater needs events in the summertime especially with the bridge closing. Council Representative Junker urged Mr. Fabio to think about creative ways to avoid having to close the parking lots all day and for next year, to request eight or fewer events. Mr. Fabio responded that in a dry year, the car show could be held on the grass by the river but there would still need to be a contingency plan. He is willing to work with the City. Water Street No Parking Sign Request Zoning Administrator/Assistant Planner Olson -Williams stated that Mead Stone, manager of River Market Co -Op, has requested that two on -street parking spaces on Water Street be marked "No Parking" between the hours of 7:00 AM and 12:00 PM Monday through Friday. If approved, staff recommends that the cost of the signage be the responsibility of the Market. Mr. Stone stated the reason for the request is that the spaces are located opposite the Market's loading dock and some delivery trucks have had difficulty backing into the dock with cars parked in this location. Parking Enforcement Officer Pasket stated he is not opposed to the sign but questioned why drivers have a problem backing in. He believes there are a lot of inexperienced tractor -trailer drivers today. Council Representative Junker noted that traffic patterns will change somewhat when the lift bridge closes. He suggested revisiting the issue next year. Motion by Chairwoman Pelletier, seconded by Commissioner Anderson, to deny the River Market request for no parking signs on Water Street. All in favor, 4-0. Jersey Barriers Police Chief Gannaway informed the Commission that jersey barriers are now being used to block traffic for Lumberjack Days and other events due to crowd safety. Fall Colors Festival Mr. Olson -Williams stated that Robin Anthony, Stillwater Area Chamber of Commerce, has applied for a special event permit for its annual Rivertown Fall Art Festival. The proposed venue includes Lots 5, 9 and 11 and North Lowell Park (north of the gazebo). The event will be held on Saturday and Sunday, October 7-8, with setup on Friday and clean up Sunday evening. The Chamber is asking to reserve Lots 5, 9 and 11 and eight street spots for three days. The fee would be $405. Page 2 of 2 Downtown Parking Commission July 20, 2017 Motion by Commissioner Anderson, seconded by Commissioner Hopfe, to approve the parking request for Lots 5, 9, 11 and eight street spots for three days, for a fee of $405. All in favor, 4-0. Bridge Closing Party Community Development Director Turnblad stated that Councilmember Polehna submitted a special event permit application on behalf of the Stillwater City Council to hold a Lift Bridge Closing Celebration. The celebration is planned as a two-part party. The first part, called "Cruisin' to Closure", would take place on the actual closing date, Wednesday, August 2, 2017. The second part would be a street polka party on Saturday, August 12, 2017. This event would involve closing Chestnut Street for the dance floor, with the band stage using the bridge concourse. The dance would occur from 5 PM to 10 PM. South of the "dance floor" would be the beer garden, vending and porta-potties. 16 parking spaces in Lot 2 would need to be reserved, as would all of Lots 3 and 4. Lot 4 will be parking for staff, first responders, vendors and the band. Chairwoman Pelletier asked why the vendors could not be on Chestnut Street. Mr. Turnblad responded that the event will need electric hook-up and that if huge numbers of people attend, they want to have the option of increasing the size of the dance floor. Councilmember Junker predicted the event will draw more than 1,000 people. He asked if the parking lots will have to be blocked off Friday as well as Saturday. Chairwoman Pelletier said she would prefer to leave the Water and Main Street intersections open. Police Chief Gannaway replied it would probably work to barricade Chestnut just east of Water Street. Motion by Commissioner Lettner, seconded by Chairwoman Pelletier, to approve the request to reserve Lots 3, 4, and 16 spaces in Lot 2, with the following conditions: 1) Chestnut Street to be closed only from the east edge of Water Street to the bridge; 2) Water Street not be closed; 3) the north 16 spaces of Lot 2 to be closed Friday through Sunday; 4) Lot 3 signed on Friday for closure, but not actually closed until Saturday. All in favor, 4-0. NEW BUSINESS JX Event Center Parking Community Development Director Turnblad explained that in April 2016, Judd Sather, JX Event Center, requested four event drop-off spaces on Second Street and four event parking spaces on Commercial Avenue be reserved. The Parking Commission and City Council approved two drop off spaces on Second Street, which would be available to anyone on a first -come -first -served basis. The City also approved the curb cut on Commercial Street to stay in place to allow caterers to park temporarily on the sidewalk as they dropped off food. Parking has been a challenge for the event center for several reasons. One is that drop-off only for catering does not work well, since the caterers have to be present for extended Page 3 of 7 Downtown Parking Commission July 20, 2017 periods of time. Another challenge is that motorists tend to park in the two drop-off spaces on Second Street. The consequences of the challenges are parking tickets and blocked access. The event center's solution to the blocked access has been to privately post no -parking signs at the Commercial Street curb cut and to paint the curbs yellow at both locations. Both of these solutions cause concerns for parking enforcement. Mr. Sather explained that caterers need to go to and from their vehicle during an event to replenish food. Since he paid to have the loading dock removed, he felt he could continue to use it as a loading area as needed for his vendors and staff. Officer Pasket stated that he seldom sees caterers park on Commercial Street. He sees event center employees park on Commercial and on Second. They are upset when they get a ticket because Mr. Sather told them they could park there. Mr. Sather replied he has other tenants in the building, and most vendors drive regular cars. It never occurred to him that he couldn't use that as a dock area. Chairwoman Pelletier said she feels the spaces that are yellow should be for vendors, and employees should not park there. Commissioner Lettner stated there is a history of abuse of the 15-minute parking spots. The business owner should inform employees not to park there. Officer Pasket suggested changing the Commercial Street spaces from loading/unloading to three-hour spaces. Chairwoman Pelletier said she would rather keep the loading/unloading spaces and direct Officer Pasket not to enforce them. Motion by Commissioner Lettner, seconded by Commissioner Hopfe, that Second Street parking continue to be signed and enforced as it currently is; and that on Commercial Street, parking enforcement by the City for the loading zone will stop. The owner of JX Event Center will be responsible for deciding who in his building may use the loading zone spaces and for how long. He will also be responsible for enforcing his decision. All in favor, 4-0. The Crosby Parking Deck Operation Plan Community Development Director Turnblad stated that Midnight Real Estate LLC is proposing a hotel project at 232 North Main Street to be known as The Crosby. The development would include 66 rooms, a full service restaurant and a two level parking facility. The Downtown Parking Commission already considered the parking mitigation plan for this project. He explained that the plans have changed and the Commission must review the project again. The hotel itself is essentially the same with 66 rooms and a restaurant, though the coffee shop has been eliminated. Major changes have occurred for the rest of the project site. The office building has been deleted and the parking facility completely redesigned. The 101 space parking facility will have two levels. The lower level has one Page 4 of 2 Downtown Parking Commission July 20, 2017 access, which is on Mulberry Street. This level is exclusively for use by hotel and restaurant guests. The second level has access from Second Street and is a 52-space public parking deck. This version of the parking facility was presented to the City Council and found acceptable to them and the neighbors. The number of parking spaces required for this project is now 107 during the high -season and 104 during the off-season when the restaurant patio is closed. The hotel and restaurant require 76 parking spaces during the summer. The other 31 spaces are a replacement of the spaces in Municipal Parking Lots 13 and 14, which would be redeveloped as part of this project. Since the two -level parking facility is planned to have 101 spaces (49 surface lot; 52 public parking deck), there will be a shortage of 3 spaces during the off-season and a shortage of 6 spaces during the high -season. Mr. Turnblad explained three mitigation options. Staff finds the parking facility operations plan to be reasonable, and recommends either option one or three for parking mitigation. If option three is chosen, the overflow parking agreement will have to be fully executed, and a copy submitted to the City prior to issuance of a certificate of occupancy for the hotel. Chairwoman Pelletier clarified that the City is not managing the public parking deck. Mr. Turnblad confirmed the deck will be a public parking lot but the equipment will be managed by the Crosby Hotel. Mike Hoefler, architect, stated that they hope that the hotel can fill 36 parking stalls. Motion by Commissioner Anderson, seconded by Chairwoman Pelletier, to recommend approval of the parking deck operation plan and to satisfy the six space parking deficit (three spaces in off-season when restaurant patio is not open) by working out an agreement with Mills on Main to use their commercial parking garage (mitigation option #3). If an agreement isn't reached before the Certificate of Occupancy is ready to issue for the hotel, then the deficit spaces would be subject to parking mitigation fees. All in favor, 4-0. Electric Vehicle Charging Stations Mr. Olson -Williams stated that in February 2016, a request for the installation of electric vehicle charging stations was brought before the Commission, but no conclusion was reached. The original request was made by Cameron Murray, and in the meantime, an additional request was made by Scott Berger. Staff would like the Downtown Parking Commission to reconsider and provide direction on this issue. Cameron Murray and Scott Berger both made statements in support of installing electric vehicle charging stations downtown. Currently, there are no charging stations in Stillwater. Mr. Murray added that he spoke to Anne Loff of the Crosby Hotel development about the possibility of having an electric charging station in their new parking facility and that she responded to him very enthusiastically. Last year, he approached River Market Co -Op and they too were very enthusiastic but indicated they don't own their parking lot, the City owns it. He also stated he is aware of some potential funding options and will give this info. to Mr. Turnblad. Page 5 of 7 Downtown Parking Commission July 20, 2017 Motion by Commissioner Anderson, seconded by Commissioner Lettner, to support installation of an electric vehicle charging station by River Market Co -Op, taking up to two spaces in Lot 8a. All in favor, 4-0. Motion by Commissioner Anderson, seconded by Commissioner Lettner, to support installation of an electric vehicle charging station, taking up to two spaces in the Crosby Hotel's public parking deck, and to waive the monthly parking mitigation fee payments if a charging station is installed. All in favor, 4-0. Rates for New Machines in Lots 2 and 3 Community Development Director Tumblad informed the Commission that new revenue equipment that is being installed in Lots 1 and 2 requires a fare level to be set. The Police Department recommends increasing rates in Lots 1 & 2 to $5 on weekdays, $10 on weekends and during special events. The consensus of the Commission was to leave parking rates as they are in Lots 1 and 2. UNFINISHED BUSINESS Lot 2 Attendant Shelter Mr. Tumblad reported that staff would like direction from the Parking Commission regarding the possibility of providing a shelter for attendants at Lot 2. This idea first came up as part of the Amano McGann presentation in April, but no conclusion was reached. The meter shelter offered by Amano McGann would total $8,111, including installation. Alternate options could include instructing attendants to use the awning by the restrooms in inclement weather or inquiring about sharing the booth located across the street from Lot 2. Parking Enforcement Officer Pasket said parking lot attendants may not be needed if the City gets new equipment next year. Consensus was not to install a parking attendant shelter in Lot 2. UPDATES Number of Food Truck Vending Permits Zoning Administrator/Assistant Planner Olson -Williams reported that a question was raised at June's Parking Commission meeting regarding the possibility of placing a cap on the number of food trucks permitted in the Downtown area. Creating a formal restriction on the number of food truck permits issued would be a policy decision that the City Council would have to make. But, the Commission could choose not to approve parking mitigation for individual permit applications if they feel that the use of private parking spaces would place an undue burden on the public parking system. Page 6 of 2 Downtown Parking Commission July 20, 2017 Consensus of the Commission was to study the issue over the winter and potentially develop a policy limiting the number of food trucks allowed in private parking lots. PARKING RAMP ATTENDANTS Police Chief Gannaway asked the Commissioners to let him know if they are aware of responsible adults who are interested in being parking ramp attendants. STAFF UPDATES Mr. Turnblad reported that this year the City is working on resurfacing Lot 17 (Teddy Bear Park); installing new revenue machines in Lots 1 and 2; and has postponed resurfacing of Lots 13 and 14 because these two lots will be sold to the Crosby in exchange for ownership of the new parking deck as part of the hotel project. Commissioner Hopfe asked if more parking will be designated on Main Street with the bridge closing. Mr. Turnblad responded that staff is working with MnDOT to develop a plan. ADJOURNMENT The meeting was adjourned at 10:40 a.m. Respectfully Submitted, Julie Kink, Recording Secretary Page 7 of 7 i11watt THE BIRTHPLACE OF MINNESOTA TO: Downtown Parking Commission FROM: Bill Turnblad, Community Development Director DATE: September 13, 2017 RE: Ice Castle - Special Event parking lot reservation BACKGROUND Amanda Roseth, Ice Castles, LLC has made application to locate their attraction in Downtown Stillwater again this winter. The venue would be in the same location as last year at the east end of Myrtle Street near the riverside pavilion. However, the castle footprint would grow further south into Lowell Park this year. The organizers are requesting the use of Municipal Lot 5 for the entrance and exit to the castle. Ice Castles, LLC would prefer moving the attraction to Mulberry Point. However, based on a soil investigation completed this year, the compaction of the soil on the point and North Lowell Park is not sufficient for the weight of the ice. Subsurface infrastructure such as storm sewer and flood protection improvements would likely be damaged. So, last year's location is being requested again. The wood frame and water pumping facilities would begin construction on October 16, 2017. If weather is good through November and December so that ice freezes, the castle would be open to the public in January and February. Sometime in late February or March as the ice melts, it would close to the public and then melt away. PARKING LOT RESERVATIONS Based upon a March 16 clean up date, Lot 5 would be reserved for 151 off-season days. Since Lot 5 is east of the Downtown trail, it is by policy available for special events. The City's 2017 fee schedule sets a price of $1.50 per space per day in Lot 5 during the off- season. Since there are 7 spaces in the lot, the 151 day period would have a fee of $1,585.50. Special Event Permits Page 2 RECOMMENDATION Staff recommends approval with a fee of $1,585.50. The fee should be paid prior to closing down Lot 5 on October 16th. After the ice castle melts and Lot 5 is cleaned up, the actual number of reservation days would be calculated and a refund made or additional payment required. bt attachments: Application form Site layout 'water EVENTS PERMIT APPLICATION 216 North 4 fh Street, Stillwater, MN 55082 TEE i[RTNPL.10E Of rINwEsaTk Telephone: 651-430-8837 Fax: 651-430-8810 Incomplete applications or applications received after deadline will not be accepted. See Event Instructions for application deadline and fees. Date of Application: v(v1 y 17 Office Use Only Date Application Received Type: Event Special Event Event w/ Contract Event Information Title/Name of Event ice CaSti es Event Date/Time: up:Set Date i1vti�'`cj C ' (1 ! .� � LO Time to Actual Event: Date�9 ,IlLiL&Lj 11\1311i1, _ Fr Ti e to C-r Clean up: Date (t 1i 11 Time to ) (Events after 10:00 p.m. require a variance from City Council) Location (Address) of Event:)1KU'eatair (If in Lowell Park please specify north or south Lowell park) 01 vv 1 101Q _ -_ S' f t I( 1 " t 1, Description of Event (please be roo GOYS \ = s - d riL -- specific -this information O - cart � r . la iur4 51 r IAA will be used to promote the Cave Qoin e kiewt54 —,� o f t� N'cx5 At event on the \,,uc-lerfaigcnct . s /5 W� a_ City of Stillwater website) crab' •-h q dcd ‘` \oot:r".1 ioU, 9 JIaCta5 exp c, ) fvv" ci i i . &-i i - Estimated Attendance {participants and spectators): Applicant Information (Person/Group Responsible) Sponsoring Organization Name: 1 Ce CeM.,6,5- i 1 LC Mailing Address: 1 m---(4 t: o kK City, State, Zip Code: �, il` Co`) ro , I 1 % Ot3 Primary Contact/Applicant Name: ¶ rc-f6cli k-w\o‘cict Phone Number: C'iS7_i V-f 3' U Fax: Cell Phone: 5civ_,- _ Email Address: itylliacteLlayjc.a s, cGU Website Address: loWu� 1 c L 0 1 L.. St (- c- Name of contact person during event: tylic7Oct 9xJJt\t Cell Phone: C' 5 7 _ Z —q3i La Alternate contact during event: /I� (j� Cell Phone: Q/1 .� 1.�,1 tJ"-75 c Refer media or citizens inquires to: toil\ as abLNJE Phone: (11ni,mosA Site Plan: A site plan is mandatory for all events. Please provide a map of the site layout. Include any tables, stages, tents, fencing, portable restrooms, vendor booths, trash containers, etc. If event involves a parade, race or walk, please attach a route reap highlighting route. Include rest stop stations, crossings, signage and indicate route direction with arrows. Event Features Will any signs/banners an ize:. , C[ ' 5i pet ti+. pd- baln be put up No • Yes Number 6 Will there be any inflatables? No Yes • insurance certificate from rental vendor is required QC -MSS .-CeW Will there be entertainment? type: 4� (rat Fapplees yredeinst electricity i may apply see Instructions No • Yes What Will sound amplification be used? No ❑ Yes 4 Hours and Type: .:I`'+VT1 •:3?' ccµ &41 " 41— NacA— IOTA Will a stage or tent(s) be set up? No Xe Yes ■ Dimensions: Will there be temporary fencing? No ■ Yes T Will merchandise/food items be sold? No ❑ Yes How many �Q U‘Q��fNt�et Fees for electricity may J vendors expected: as \6 of applyseelnstructions Will food be prepared on .. Washington County Health Department 651-430-6655 site? No Yes ■ Contact Will cooking operations Stillwater Fire Department, 351-4950 be conducted? No Yes ill Contact Will alcohol be served but Regulations in thelnstructions not sold? No g Yes • See Alcohol Will alcohol be sold? No 'g Yes E see Alcohol Regulations in thelnstructions Will there be a fireworks contact Stillwater Fire Department, 651-351-4950 display? No Xr Yes • Permit required, Describe power needs and �- D 3m_ `(,0 VOC160tU location of power source. ii `700Ud ct ig ilea , ipos4- �, t- y e Describe level of advert ad i -60.1(1=i0L rA sement (le, radio, flyers, ads, tv, press release). Attach sample OK( Colti5 TrcS5 MC -DV ---Dzi t6-1 ctakicr-f5r91 a b if available Rx-)(L.5 To ‘-1- `4 191410 ah, City Services (After reviewing the event application, City services may be requried for the event.) Will event use, close or City Streets City Public Parking block any of the following: If yes specify location on site map. Time: ` ,`+,; —Ai' Date: Time: N `- Date: Time: ' ` j1v . \ Date: or Right-of-way No ■ Yes Start/End Sidewalks or Trails No ❑ Yes Start/End Lots or Spaces No ❑ Yes Start/End Will event need barricade(s)? No ❑ Yes Number needed:2...\ Fees may apply see Instructions Will extra picnic tables be needed? No Yes ElNumber needed: Fees may apply see instructions Will portable restrooms be needed? No ■ Yes)4 Number needed:( Fees may apply see instructions Will extra trash receptacles be needed? No Yes IINumber needed: Fees may apply see lnstructtans Describe PCted trash removal and cleanup �plan during nd after evlen}t,: 0 rf , ric,,, (" ! t Cfmi fj f4 j A ; ;, Will event need traffic control? No Yes Er Contact Stillwater Poiice Department for assistance, 651-351-4900 Describe crowd control procedurre�to iLLS arc utcr, Scc 06, ensure LIQ_( the safety Qn}e( of articipp'ant/s�and spectators: ran ,, 6 VeUke Will "No Parking Signs" be needed? No U�1, Yes • Number needed: Fees may apply see instructions ! Show location(s) an site map. Will event need security? No y Yes ❑ lfevent isovernight, security will berequired. If using private secruity, list Security Company and Contact Information: Will event need EMS services? No' Yes ❑ Contact Lakeview EMS, 651-430-4621 Describe plans to provide first aid, if needed: lh (S\" AA 0-1--) j 9 1 �} 'Y `�b �` c c- 4 �+---rk � --g } Y, JirciL Describe O the emergency yll I f aril `� ie,t) action g Ovi aLi plan }ifsev-eweather�{[should�(�arise:�jr�///�/ t I j�5e if \� r ,fin J- l- { Jil`C U n ^ ' -s Olt t- s r-, L l' j 7 , ,.!^JrJj '4- Y (rZiJ ° ' Siff k� x ',A V�[11 1IL. t d I `�� f1 f' (A..0 1 as)' List any other pertin nt information: The sponsor(s) of this event hereby agrees to save the City, its agents, officials and employees harmless from and against all damages to persons or property, all expenses and ether liability that may result from this activity. Depending on the size of and scope of the event a "Certificate of Insurance" may be required. If insurance is required, the policy must be kept in force during the event of at least the statutory limits for municipalities covering claims that might be brought against the event that arise out of the events authorized and to name the City as an additional insured an their policy "as their interest may appear." As the sponsor or authorized representative, l certify that the information provided is true to the best of my knowledge and agree to pay the permit fee for this event based upon the information provided in this application. f realize my submittal of this application request constitutes a contract between myself and the City dfS$lllwater and is a refegse of Liabi ity. Signature of Applicant or Authorized Agent (pre av� r\zi 5t` Dat i11watt THE BIRTHPLACE OF MINNESOTA TO: Downtown Parking Commission FROM: Bill Turnblad, Community Development Director DATE: September 13, 2017 RE: Special Event Parking for Harvest Fest BACKGROUND Summer Tuesdays, Inc has made application for an event permit to host the 2017 Harvest Fest on October 14-15. As with the last several years, the organizer hopes to use Municipal Lots 4 and 5. But, this year they want to add the use of Lot 9. Setup will begin at noon on Friday, October 13th. Clean up will occur on Sunday October 1 5th from 6:00 — 9:00 PM. The Ice Castle proposes to begin setup of its infrastructure on October 16th. So, Lot 5 and Lowell Park will be available for the Harvest Fest through the 15th of October and Ice Castle frame construction will begin on October 16th PARKING FEE The parking fees as established by resolution and as apply to this event are given below. The off season rate (October — April) for all lots used more than three hours on a day is $1.50/day/space. Lot Number Number of Spaces Number of Days Total Fee 4 29 3 $130.50 5 7 3 $31.50 9 30 3 $135.00 Total Cost $297.00 ACTION REQUIRED Make recommendation to the City Council on which lots may be used, for which days, and for the fee amount. bt Attachments: Application Form • EVENTS PERMIT APPLICATION 216 North 4th Street, Stillwater, MN 55082 T H E E I E T N ►LACE O f Y I N N E E E T Telephone: 651-430-8837 Fax: 651-430-8810 Incomplete applications or applications received after deadline will not be accepted. See Event Instructions for application deadline and fees. Date of Application: Office use Only Date Application Received Type: Event Special Event Event w/ Contract Event Information /� ,•� Title/Name of Event r/ �,,oi��il/ , f vec- e5,1 , -. Y--a l Z . tii /-, Z/1..�rv,! Event Date/Time: Set up: Date J' Y ✓ 06-074 /J Time /(r'd 0.1 to !'� //��^^,�, Actual Event: Date .�� /�u1 h 1�1L- �1(�� / Time /(/Gl L''` to ��n Clean up: Date G-t )4 r t /5 Time 01/21 to ___9„4_,, ..../ (Events after 10:00 p.m. require a variance from City Council) Location (Address) of Event: (If in Lowell Park please specify north or south Lowell park) pok'd,L�e1/ �L,4 Description of Event (please be specific - this Information will be used to promte the event on the City of Stillwater webslte) Q /94o/es/ 1-----�"':' " s 5 7 , ,in' d ji-e e,,se. J ? .�'€',l-' 64(7,1 f freA" S 17 41,276.. ivel. 7,-4 ,I+ J''r2r l `irir6.,lit et"b —/ '1 ,C it , r ft 6Zoor f• ie 74A r 6., it c-'e 5i /:- r i a. -,--,car ? j id'r -C t< etc- ✓✓ At4'. ffoir e.-- -7 i (.441 O e�,'a' ' et % l tAiri Estimated Attendance (participants and spectators): 6r- ^- /2er_)///, �/ Applicant Information (person/Group Responsible) Sponsoring Organization Name:..„(_...c:rio,7)€,,,,-----~ y Mailing Address: `a ' "7/ 7�� J5 City, State, Zip Code: 5/, j`�/« t'' ./. / /(/ ..3-3C�OS2 Primary Contact/Applicant Name: Fax: --- Cell Phone: Phone Number:157 715 r V-725 , Email Address: ySI //eV , } % / eiwi Cam= T1 Website Address: y�/4/11,,,,/e,..51.:.../j;717` 44/,�� 6.45)",1 li Name of contact person during event: /'��- r Cell Phone:"/ ,:..15-51.3_ 8:770 Alternate contact during event: 41, ,,/- p Cell Phone:6/Z V/9 --rig Refer media or citizens inquires to: Phone: ,.�2_S- /2 ; Site Plan: A site plan is mandatory for all events. Please provide a map of the site layout. Include any tables, stages, tents, fencing, portable restrooms, vendor booths, trash containers, etc. If event involves a parade, race or walk, please attach a route map highlighting route. Include rest stop stations, crossings, signage and indicate route direction with arrows. Event Features illiev- 0Ve— 7/%7/ d, 174 . Will any signs/banners be put up No El Yes X Number and size:• g /;-i iae-e-'a-"A 4-/� Will there be any inflatables? No ❑ Yes la. Insurance certificate from rental vendor Is required '' + FeesforeleInstrtymay Will there be entertainment? No • Yes NI What t e: Yp G �G e /%G/5i C apply see Instructions' Will sound amplification be used? No ■ Yes Ei Hours and Type,, f /0-7 3;4 h /2 C Will a stage or tent(s) be set up? No ❑ Yes El Dimensions: L JQx g® / Will there be temporary fencing? No • Yes Z How many �: __ Fees lyrelelnstrucmas Will merchandise/food items be sold? No • Yes l �� appryseehsrructions vendors expected: Will food be prepared on site? No • Yes 111 Contact Washington County Health Department, 651-430-6655 Will cooking operations be conducted? No ❑ Yes Z. Contact Stillwater FlreDepartment, 351-4950 Will alcohol be served but not sold? No ❑ Yes ❑ See Alcohol Regulations in the lnstructions Will alcohol be sold? No ■ Yes J See Alcohol Regulations in the Instructions Will there be a fireworks display? No jf Yes • Permit required, contact Stillwater Fire Department, 651-351-4950 Describe power n eds and location of powers urce. f Ph 274- 411 . 6vey I3vte7 1`I Describe level of advertisement (i(le, radio, flyers, ads, tv, press release). Attach sample if available City Services (After reviewing the event application, City services may be requrled for the event.) Will event use, close or block any of the following: If yes specify location on site map. ifs 'y S 9 'L // ' k—,,44 y t /h City Streets or Right-of-way No ■ Yes IS Start/End Time: /" rt7 � Dale: City Sidewalks or Trails No Yes IIStart/End Time: Date: ,® Public Parking Lots or Spaces No ■ Yes jg Start/End Time: +'� A/Lx7,44A/Date:/12/24-7 Fees may apply Will event need barricade(s)? No Yes • Number needed: see Instructions Fees may apply Will extra picnic tables be needed? No Yes • Number needed: see Instructions Willportable restrooms be needed? No D Yes Ex Number needed: Fees may s see Instructions Fees may s Will extra trash receptacles be needed? No IN Yes Number needed: see Instructions Describe trashremoval and cleanup plan during and after event: / �� l�� %%fdi7/ ✓P Grv, �� ` ir't y'L'//+fig i ✓,i �// �.. - 4' / v,',>y . Will event need traffic control? No J Yes ■ Contact Stillwater Police Department for assistance, 651-351-4900 Describe crowd control procedur to ensure the safety of participants andspectators: �� 7r' �-�`i C e' i-'// �-e_ 0-e -c74� ��5, " ' L f � ce SS a t-el iF='- v6// 0-4a/ec k, fe) tit,Fees may apply see Instructions Will "No Parking Signs" be needed? No lg. Yes • Number needed: Show location(s) on site map Will event need security? No • Yes r8 If events overnight, security will be required. If using private secruity, list Security Company and Contact Information: 4-✓/ -/esla -/- 2- vs-- r-/p/3 e-/�/ 5fee"fa//5-71-3_��C . Will event need EMS services? No • Yes ICL Contact Lakeview EMS, 651-430-4621 Describe plans to provide first aid, if needed: ��/� L �� J�� I 'r5f /44,, / 5 ✓ecrer �y Gi IJGr i� �`J't et • Describe the emergency action plan if sever w other should arise: 4 , e;f5 �// y�e,� ei 7`•--• > ,71)-'4 . List ny oth r pertinent information: !��J� ,t ,i.,., 4 ,6 f" > Ql,kr r 7� V5'7t' i•-'e The sponsor(s) of this event hereby agrees to save the City, its agents, officials and employees harmless from and against all damages to persons or property, all expenses and other liability that may result from this activity. Depending on the size of and scope of the event a "Certificate of insurance" may be required. If insurance is required, the policy must be kept in force during the event of at least the statutory limits for municipalities collaring claims that might be brought against the event that arise out of the events authorized and to name the City as an additional insured on their policy "as their Interest may appear." As the sponsor or authorized representative, I certify that the information provided is true to the best of my knowledge and agree to pay the permit fee for this event based upon the information provided in this application. I realize my submittal of this application request constitutes a contract between myself and the City of Stillwiyter and a release of Liability. Sig Applicant or Authorized Agent :oti s (\ \ Lot 1 of 13 �\t\\\\ 1 0 Lot 10 \gt, flwter THE B I R T H PLAC E OF- MINNESOTA •%) TO: Downtown Parking Commission DATE: August 31, 2017 RE: Concept plan for a municipal parking facility On 2nd Street between Olive Street and Chestnut Street FROM: Bill Turnblad, Community Development Director INTRO A local development team comprised of Mark Sweet, Mike Hoefler and Jim Boo have submitted a concept plan for a new municipal parking ramp on 2nd Street between Olive Street and Chestnut Street. As explained to city staff, the motivation for providing the City with the concept plan is to promote development of the next City parking ramp on this site in order to free up the City parking lot at the foot of Chilkoot Hill for a mixed use development. SUMMARY OF CONCEPT • The site includes three parcels. Two are owned by Shorty's Cleaners and one is owned b the Ci • The City property is Parking Lot 16, which has 47 parking spaces. • The concept plan for the new parking ramp has 346 spaces on four levels. The four level structure reads as a three story building. • Level 1 is accessed from 2nd Street (see picture above). • Level 2 is accessed from Chestnut Street. • Level 3, the layout of which can be seen below, is accessed from Olive Street and is ramped together with Level 4. Four level ramp: 346 spaces Level 1 access on 2nd St Level 2 access on Chestnut St Level 3 access on Olive St Level 4 has ramp from Level 3 0\oe Strut Page 2 of 3 COMMENTS • Shorty's Cleaners would need to be purchased by the City and the dry cleaning plant would need to be relocated. • Shorty's is listed as a contributing building to the Downtown Historic District. Though listed buildings can be demolished, it may be better to de -list the building. • Future usage of the old armory building may need to rely on parking within the new parking ramp. • The owner of the office building at 3rd and Olive Streets had indicated several years ago that he was willing to work with the City to allow access to a parking ramp through his parking lot. The layout of the property in relation to the City lot can be seen in the air photo on page one of this memo. If this access to 3rd Street were possible, it would eliminate the need to connect the third and fourth levels by ramp. That would result in a gain of 34 parking spaces. Though, the gain in parking spaces would have to be weighed against the additional cost of bridging the slope between the two properties. • If construction costs for the new ramp are $25,000 per parking space1, then the construction costs for the 346 stall facility may be about $8.65 million. Land and relocation costs for the Shorty's Cleaner are not included in this price, nor are design and construction management costs. COMMISSION ACTION REQUESTED The Parking Commission is asked to comment on both the concept plan set and the appropriateness of the project in general. Attachment: Concept Plan Set 1 The city ramp on 2"d Street next to the Lowell Inn cost $17,000 per space to construct. It was built nine years ago. Page 3 of 3 HAF STILLWATER PARKING RAMP STILLWATER MINNESOTA AUGUST 2017 GROUP ARCHITECTURE DE VEL O P M E N T CONSTRUCTION 2 3 3.3?,.,, UTI1.A.mAl ;.41 13 0 33 ; PH.631.331.1760 HNIF ARCHITECTS nOlf•l• ••<not•31. t•C ARCHITECTURE PL ANNING INTERIORS 233 20112 MAIN 31. •T311, •111•331•1760 4.111 ••30•0160 WWW.H*F*ICHITICTS.COM www.PACIROOK.CON/ ..... HT11.// AAAAA CHGRCIII.MOOSPOI.CON 111•01•31• STILLWATER. 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ATII, MN 3 3 1. 3 3 1 2 3 0 3 3 1.. 3 0• 0 1 I 0 APAICNITICT3.COM .PACIIOOI.0 OM/AAPA ICNITICTS NTIP.//NAIAICNIT ICTS.SLOO1POT.COM STILLWATER. MN TOTO rut "let, ,0171I1MATION• HAF 7 FIRST LEVEL PARKING: 95 STALLS STILLWATER PARKING RAMP STILLWATER MINNESOTA AUGUST 2017 G R OUP ARCHITECTURE DEVELOPMENT CONSTRUCTION 233.3OUATTNE I.M,AMIN.SS 1S 133T W N. 0 1 2 P M. 3 S 1. 3 S 1. 1 2 3 0 H1F ARCHITECTS N OIr.I1 AI<,III<I. II< ARCHITECTURE PLANNING INTERIORS 233 SOUTH MAIM SI. ATEI, 3 3 1.: 3 1•1 1 3 0 Alt 3 0• 0 1 I 0 W W AFAICNITICT3.COM WWW./ACIOOMIC.COM/ TS 12I11.//NAPAICMITIC I S.ILOOIPOI.0 OM PI01101. STILLWATER PM MON AMA 0111..14 IMPOIMAIIOM. HAF 8 •• •< •< •• .. . ,...` SECOND LEVEL PARKING: 95 STALLS STILLWATER PARKING RAMP STILLWATER MINNESOTA AUGUST 2017 b G R OUP ARCHITECTURE DEVELOPMENT CONSTRUCTION 233.SOUATTII3 I.M,AMIN.S3 1S 133T W N. 0 1 2 P M.• 3 1. 3 3 1. 1 2• 0 H1F ARCHITECTS N O1r.11 .166.114r1 II< ARCHITECTURE PLANNING INTERIORS 233 SOUTH MAIN ST. S TNIWATII, MN PNLN6 • 1 1 .: 0 I . 1 2• 0 rw ♦ 3 13 0• 0 1• 0 W W A E A E C N 1 T I C T 3. C O w.PACII00I.COM/IIA/AICNITIC T1 MT 11.//MAIAICIIITIC I •.I100•POI.0 OM r3o11.1. STILLWATER IIN MON MOM MAAMMIIIIM HMI MLA I111011MAlION. HAF 00 '////1 41122 THIRD LEVEL PARKING: 81 STALLS 77. 4 STILLWATER PARKING RAMP STILLWATER MINNESOTA AUGUST 2017 GROUP ARCHITECTURE DEVELOPMENT CONSTRUCTION 233.3OUTN.MAIN.S 1133T W A T E I, M N. S S 2 0 1 P M. 3 S 1. 3 S 1. 1 2 3 0 H1F ARCHITECTS N OIr.I1 AI<,III<I. II< ARCHITECTURE PLANNING INTERIORS 233 11011611 MAIM SI. ATEI, 3 3 1.: 3 1•1 1 3 0 Alt 3 0• 0 1 I 0 W W AFAICNITICT3.COM WWW./ACIOOMIC.COM/ TS N I11.//NAPAICMITIC I S.ILOOIPOI.0 OM PI01101. STILLWATER PM MON AMA 0111..14 IMPOIMAIIOM. 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S S 0 R 2 P N.♦ S 1. 3 3 1. 1 2♦ 0 H1F ARCHITECTS 101T.1P A11,I11IT1 L10 ARCHITTCTURE PLANNING INTERIORS 223 10UTN MAIYN 1. /t111 W6111, ♦ I 1. 3 2 1•1 2♦ O ♦ I 1 2 0• O 1 E 0 WWW.APAICNITECT3.COM IACIIOOI.00/AAPA ICNITICT/ NTW0P.//NAIAICNIT ICTI.IIOOIPOT.COM STILLWATER. MN 666 Madam MVO .11011 6636166 maw 111111.1101.1111101. HAF STILLWATER PARKING RAMP STILLWATER MINNESOTA AUGUST 2017 GROUP ARCHITECTURE DEVELOPMENT CONSTRUCTION 233.SOUTII.MAIN.STREET W A l E S. M N. S 0 2 P N. 0 S 1. 2 5 1. 1 2 0 0 HM1F ARCHITECTS N Olr.16 ..<,Ir1<I1 II< A R C H I T E C T U R E PLANNING INTERIORS 233 SOVIN MAIN ST. ATRS, YN ♦ S 1. S S 1 1 A 0 ♦ S 1.< S 0• 0 1 E 0 APASCNITECTS.COY .SACSSOOS.0 OM/NASA SCNITSCTS NTWS.//NASASCN1T ICTS.S100SP0T.COM STILLWATER. MJ MOM 0,11,10141 Woo HAF • STILLWATER PARKING RAMP STILLWATER MINNESOTA AUGUST 2017 G R OUP ARCHITECTURE DEVELOPMENT CONSTRUCTION 7. 37SOUTM.MAIN.iI!!!T STIIIWATII,MN.3S0!] P M.♦ 3 1. 3 3 1. I 1♦ 0 H1F ARCHITECTS N 0Il11I ..CeIIICIS IIC ARCHITECTURE PLANNING INTERIORS 333 IOVI. MAIM 1. TII, ♦ 3 1.: S I•1 1♦ 0 ♦ 3 1••f 0•• 0 1 0 0 W W A/ A I C 11 1 1 I C T S. C O w.1ACI600I.COM/MAPAICNIIICT11 MIT I.//MA1AICMIT1CI3.S3003P0I.COM 1l013l1. STILLWATER. MN SCITO 011).14 1M10IMAI10M, i11wati THE BIRTHPLACE OF MINNESOTA TO: Downtown Parking Commission FROM: Bill Turnblad, Community Development Director DATE: September 19, 2017 RE: Electric Vehicle Charging Station Downtown resident Cam Murray has been interested in engaging the Parking Commission in a discussion on Electric Vehicle Charging Stations. A couple of years ago the Commission researched the stations, but decided not to pursue them publicly. Instead, private business owners were encouraged to provide them for customers. Mr. Murray has submitted the attached materials for reconsideration. U.S. DEPARTMENT OF ENERGY Energy Efficiency & Renewable Energy Costs Associated With Non -Residential Electric Vehicle Supply Equipment Factors to consider in the implementation of electric vehicle charging stations November 2015 Prepared by New West Technologies, LLC for the U.S. Department of Energy Vehicle Technologies Office Ev Everywhere U.S. DEPARTMENT OF ENERGY Clean Cities U. S. Department of Energy Acknowledgments This report was produced with funding from The U.S. Department of Energy's (DOE) Clean Cities program. DOE's Clean Cities Co -director Linda Bluestein and Workplace Charging Challenge Coordinator Sarah Olexsak provided direction and overall guidance for this pursuit. This report was made possible by input from national laboratories, utilities, electricians, electric vehicle supply equipment manufacturers, and charging station hosts. The authors are grateful for all the information provided by subject matter experts and would like to extend a special thank you to Jim Francfort, Idaho National Laboratory; Ted Bohn and Dan Santini, Argonne National Laboratory; Charlie Botsford, AeroVironment; and Randy Schimka, San Diego Gas and Electric. The wide variety of the reviews greatly added to the robustness and accuracy of this report, but any errors herein are solely the authors' responsibilities. Authors Margaret Smith, New West Technologies LLC Jonathan Castellano, New West Technologies LLC 2 Acknowledgments Executive Summary As more drivers purchase plug-in electric vehicles (PEVs), there is a growing need for a network of electric vehicle supply equipment (EVSE) to provide power to those vehicles. PEV drivers will primarily charge their vehicles using residential EVSE, but there is also a need for non-residential EVSE in workplace, public, and fleet settings. This report provides information about the costs associated with purchasing, installing, and owning non-residential EVSE. Cost information is compiled from various studies around the country, as well as input from EVSE owners, manufacturers, installers, and utilities. The cost of a single port EVSE unit ranges from $300-$1,500 for Level 1, $400-$6,500 for Level 2, and $10,000-$40,000 for DC fast charging. Installation costs vary greatly from site to site with a ballpark cost range of $0-$3,000 for Level 1, $600- $12,700 for Level 2, and $4,000-$51,000 for DC fast charging. Many factors lead to highly variable costs associated with EVSE. The report includes example cost ranges for both different types and applications of EVSE as well as the cost factors that can influence whether a particular EVSE unit or installation will fall on the lower or higher end of the cost range. Employers, business owners, and fleet operators can find the best EVSE solution for a specific site by evaluating needs and opportunities, then strategically determining the optimal number of EVSE, types of features, and location. In general, there is an industry consensus that the cost of EVSE units is trending downwards and will continue to decrease. However, installation costs are highly variable and there is no consensus among industry stakeholders about the direction of future installation costs. In addition, state and local incentives in many places encourage EVSE installation through funding and technical assistance. While the available cost information from past EVSE installations provides a wide ballpark range for future installations, the only way to determine a cost estimate for a specific site is to contact the utility, EVSE manufacturers, and EVSE installers for a site assessment. Clean Cities coalitions around the country bring together a network of contacts in the electric vehicle industry and are a good starting place for identifying local contacts. To find a local Clean Cities coalition, visit cleancities.energy.gov. Executive Summary 3 Table of Contents Introduction 6 EVSE Overview 6 EVSE Costs Overview 7 EVSE Unit Costs 9 EVSE Unit Cost Drivers 9 EVSE Unit Costs Ranges and Examples 11 Installation Costs 13 Installation Cost Drivers 13 Installation Cost Ranges and Examples 17 Operation and Maintenance (O&M) Costs 20 Electricity Consumption Charges 20 Electricity Demand Charges 20 Network Fees 21 Maintenance and Repair 21 Station Management 22 Additional Cost Factors 22 Incentives 22 Permitting and Inspection 24 Workplace, Public, and Fleet EVSE Costs 24 Cost Factors to Consider for Workplace Charging 25 Cost Factors to Consider For Public Charging 26 Cost Factors to Consider for Fleet Charging 28 Summary 29 Tips for Minimizing EVSE Costs 29 Additional Resources 32 Appendix A: Acronyms, Definitions, and Equipment Overview 33 Appendix B: Codes and Standards 37 Appendix C: Electricity Consumption Examples 38 Appendix D: State and Utility EVSE Incentives 39 Appendix E: References 42 4 Table of Contents List of Figures Figure 1 PEV Charging Pyramid. 6 Figure 2 AC Level 1 and Level 2 Charging Schematic 6 Figure 3 DC Fast Charging Schematic 6 Figure 4 Charging Level Descriptions 7 Figure 5 Ballpark Cost Ranges for Level 2 EVSE 12 Figure 6 Average Installation Cost for Publicly Accessible Level 2 EVSE 16 Figure 7 Distribution of Per Unit Publicly Accessible Installation Costs 18 Figure 8 Distribution of Per Unit Workplace Level 2 Installation Costs 19 Figure 9 Distribution of DCFC Installation Costs 19 Figure 10 State EVSE Incentives Map 23 Figure 11 Level 2 Average Installation Cost by Setting 25 List of Tables Table 1 EVSE Unit Costs 11 Table 2 Ballpark EVSE Installation Costs 17 Table 3 Example EVSE Incentives 23 Table 4 Ballpark EVSE Unit and Installation Costs 30 Table 5 Connector Standards, Charging Levels, and Vehicles 36 List of Figures 5 Introduction This document is designed to help employers, business owners, and fleet operators understand the costs associated with installing, operating, and maintaining electric vehicle supply equipment (EVSE), also known as electric vehicle "charging stations." It provides an overview of the equipment and processes needed to install EVSE and offers representative examples of cost ranges. The information presented is based on data collected from various studies around the country, as well as input from EVSE owners, manufacturers, installers, and utilities. Many plug-in electric vehicle (PEV) drivers charge their vehicles at home using residential charging located at single family homes or multi -family complexes such as apartments and condominiums. This report however, focuses on the costs of non-residential stations such as public access, workplace, and fleet stations shown in the middle and top of the pyramid in Figure 11. Increasing the number of EVSE available in these non- residential locations can help expand the electric driving range for PEVs, as well as enable PEV ownership for drivers without access to home charging. Public access charging stations are available for use by the general public or patrons/visitors to businesses, institutions, and municipalities. Workplace charging stations are intended for the use of employees or guests of a particular organization. Fleet stations are primarily used by business, government, or other fleet vehicles and are located at commercial, government, or other non-residential parking locations. EVSE Overview EVSE consists of all the equipment needed to deliver electrical energy from an electricity source to a PEV battery. The EVSE communicates with the PEV to ensure that the plug is securely connected to the vehicle receptacle before supplying a safe flow of electricity. There are three primary types of EVSE. Two types —AC Level 1 and AC Level 2—provide alternating current (AC) to the vehicle, which the vehicle's onboard charging equipment INTER- C. METRO {T PUBLIC IN METRO �{acel 2' AREA q{{ave41 FLEETS l ACleYeI';a, DC Level EMPLOYEES AT WORK MULTI -FAMILY NOME SINGLE FAMILY NOME Figure 1. This pyramid illustrates how likely PEV drivers are to need and use each type of charging infrastructure. Image from Argonne National Laboratory Utility 120-V AC or 240-V AC Control Device Cord T in EV Connector Coupler Inlet EVSE Figure 2. AC Level 1 and 2 charging schematic. Image from Dean Armstrong, National Renewable Energy Laboratory (NREL), Charger Cord DC Fast Charging Connector DC Fast Charging Inlet Battery Utility 480-V 3-Phase EV Coupler J Figure 3. DC fast charging schematic. Image from Dean Armstrong, NREL. — EVSE 1 This is a companion resource to the Clean Cities Plug -In Electric Vehicle Handbook series available at www.cleancities.energy.gov/publications. These handbooks provide information about PEVs, benefits of owning EVSE, and the process for installing EVSE. 6 Introduction converts to the direct current (DC) needed to charge the batteries. Note that for AC Level 1 and 2 the charger built directly into the car is charging the battery. The third type —DC fast charging —provides DC electricity directly to the vehicle's battery. The charger is located off -board the vehicle, in the DC fast charger (DCFC). The charging schematics in Figures 2 and 3 depict the components involved with charging a PEV. The differences in supply power and charging time for AC Level 1, AC Level 2, and DC fast charging are illustrated in Figure 4. The supply power is a product of the voltage in volts (V) and current in amperes (A). EVSE units are available in different amperage ratings which correlate to charging power. The vehicle charging time depends on the state of charge of the battery, the power coming from the EVSE, and the rate a vehicle can accept power, which may lower than the supply power. The EVSE's dedicated circuit must be rated for a larger current than the EVSE continuous load rating (at least 125% larger) to conform to the National Electrical Code (NEC). For instance, a Level 2 EVSE rated for 30A continuous load will require a 40A circuit. Please refer to Appendix A for more information about EVSE charging types, PEV charging components, electrical hardware, and EVSE connector standards. Charging Level Vehicle Range Added per Charging Time and Power Supply Power AC Level 1 4 mi/hour @ 1.4kW 6 mi/hour @ 1.9kW 120VAC/20A (12-16A continuous) 10 mi/hour @ 3.4kW AC Level 2 20 mi/hour @ 6.6kW 60 mi/hour @ 19.2 kW 208/240VAC/20-100A (16-80A continuous) 24 mi/20minutes @24kW DC Fast Charging 50 mi/20minutes @50kW 90 mi/20minutes @90kW 208/480VAC 3-phase (input current proportional to output power; —20-400A AC) Figure 4. Description of charging level supply power and charging times. The power coming from the EVSE depends on the voltage from the electrical service and the EVSE amperage rating. EVSE Costs Overview The costs associated with installing and operating EVSE can vary widely, depending on the EVSE unit features, site location, available electrical capacity, and labor costs. It is difficult to compare or predict EVSE costs since actual costs of a given project will depend on the specific needs and constraints of the station and its users. The cost ranges shown in this document should only be used for the purposes of preliminary investigation of PEV charging infrastructure and not as a tool for estimating the cost of an individual project. To obtain estimates for a specific project, contact EVSE manufacturers and electricians'. The installation costs presented in this report are primarily from early installations of the technology that occurred between 2009 2 For more information, consult your local Clean Cities coalition. Contact information can be found at afdc.energv.eov/cleancities/coalitions/coalition contacts.ehp EVSE Costs Overview 7 and 2013 because robust data sets of newer installations are not yet available. As the PEV market develops and matures in the future, installation costs may vary from those presented herein. This report draws from published studies and interviews with industry experts to provide cost approximations across a range of EVSE types, geographic locations, and complexity. Two recent and robust sources of information are the EV Project and a study by the Electric Power Research Institute (EPRI). The EV Project, funded by the U.S. Department of Energy (DOE) and private partners, deployed Level 2 and DCFC EVSE from 2011 to 2013. Idaho National Laboratory (INL) has cost data for about 2,500 single port Level 2 EVSE (pictured in Photo 1) and over 100 dual port DCFC installed for non-residential use. Photo 1. This series of Level 2 EVSE were installed by the EV Project. Photo from INL. EPRI conducted a study on installation costs for EVSE installed in the 2010 to 2013 timeframe. EPRI analyzed 385 commercial charging sites that installed 989 Level 2 EVSE including both single port and dual port EVSE (EPRI 2013). The West Coast Electric Highway (WCEH) is another public -private partnership with cost information for DCFC installations. The WCEH installed 56 DCFC stations across Oregon and Washington between 2011 to 2015. The costs associated with owning and operating EVSE include: • EVSE unit hardware cost, which may include: - EVSE unit - optional EVSE equipment (e.g., RFID card reader); • Installation cost, which may include: - contractor labor and materials for * connecting EVSE to the electrical service (e.g., panel work, trenching/boring, and repaving parking) * new electrical service or upgrades (e.g., transformers) * meeting Americans with Disabilities Act (ADA) requirements * traffic protection * signage * lighting - permitting and inspection - engineering review and drawings; • Additional capital cost, which may include: - hardware extended warranty - repair labor warranty - land/parking space purchase or lease; • Incentive credits (to reduce equipment or installation costs), which may include: - rebates - tax credits/exemptions - grants - loans Photo 2. Pedestal -mounted EVSE installed by the City of Raleigh, N.C., for free public use. Photo from Kathy Boyer, NREL 18520 8 EVSE Costs Overview • Operation and maintenance cost - electricity consumption and demand charges - EVSE network subscription to enable additional features - management time - billing transaction costs - preventative and corrective maintenance on EVSE unit - repairs (scheduled and unscheduled). A site owner may also want to consider the upfront costs that are incurred to identify viable locations for an EVSE station. This may include fees for consultants, site evaluations, or feasibility studies needed to assess the electrical capacity and location of utility service lines serving a given facility or site. EVSE Unit Costs EVSE units are available from many different manufacturers with a variety of designs and features. Features range from a simple unit that turns on and off to units that collect data, communicate to users, and provide a billing option for the owner of the charging station. The type and quantity of EVSE chosen for a site will depend on the intended users, site specific conditions, data management, and business case for the station. When purchasing an EVSE unit, an owner may choose to also purchase an extended warranty to cover potential repairs beyond the standard unit warranty period. EVSE Unit Cost Drivers EVSE unit costs are affected by the charging level, number of ports, communications system, data analysis, and other features. Charging Level and Amperage Rating All PEVs have a cordset that plugs into a Level 1 outlet (110-120V) and connects to the vehicle's charging port with a connector as shown in Photo 3. Providing Level 1 charging is the most inexpensive charging option. It can range from offering an outlet for a PEV driver to plug in a Level 1 cordset to offering an EVSE with a connector. Level 2 units are the midrange cost option and DCFC is the highest cost tier. The EVSE charging power depends on the voltage from the electrical service and the EVSE unit amperage rating. Level 1 EVSE are rated from 12-16A continuous, Level 2 EVSE are commonly rated from 16-48A continuous, and DCFC typically have a maximum of 60-200A. An increase in charging power also increases the cost accommodate the higher amperage (e.g., a 48A Level Charging Ports Photo 3. This EVSE cordset can be stored in a vehicle and plugged into an available electrical outlet. It can be used for Level 1 or Level 2 charging. Photo from AeroVironment. of the unit due to the higher manufacturing cost to 2 EVSE costs more than a 30A Level 2 EVSE). Single port EVSE units provide access for only one vehicle to charge at a time. Multiple port EVSE units (commonly 2, 3, or 4 ports) are available to allow multiple vehicles to charge simultaneously or sequentially. DCFC connectors (the part of the EVSE that is inserted into the vehicle inlet) can meet either an SAE standard EVSE Unit Costs 9 or CHAdeMO standard'. A dual port DCFC may offer multiple EVSE connector standards at one unit, but only allow one vehicle to charge at a time. Careful consideration should be given to these options so that the EVSE is compatible with the PEVs that will be using it as well as potential future estimated usage. Multiple port units are more expensive than single port units but both the unit cost and the installation cost are less expensive on a per -port basis for multiple port units. Type of Mounting System Units are typically available as either wall mounted (shown in Photo 4) or pedestal mounted (shown in Photo 5). Ceiling mounted units are also available but are more common for residential use. A pedestal mounted unit costs about $500-$700 more than a wall mounted one due to the material and manufacturing cost of the pedestal. There is also an additional construction cost for installing a pedestal mounted unit (e.g., pouring a concrete pad at the base). Typically, site owners choose a wall mounted unit if the parking spots to be used for charging are close to a wall, since the unit and installation cost less than a pedestal mount. However, pedestal mounted units provide more design flexibility, such as the ability to place the EVSE in the middle of a parking lot or in front of a sidewalk. They can also hold multiple EVSE units. In the EV Project, the average installation cost for a wall mounted Level 2 EVSE unit ($2,035) is 37% lower than the average installation cost for a pedestal unit ($3,209). Additional Features Photo 4. Wall mounted EVSE installed by the New York Power Authority for employee charging. Photo from NY Power Authority, NREL 26468. Photo 5. NREL employee plugging in his electric vehicle in one of the 36 EVSE in the NREL parking garage. Photo from Dennis Schroder/NREL, NREL 26675. The most basic EVSE unit will be UL (Underwriters Laboratories) approved to safely supply electricity to the vehicle and provide lights to show when it has started and stopped charging. More sophisticated ("smarter") units are available with a variety of additional features described below, although these increase the cost of the EVSE unit. • Communications capabilities enable different levels of data communication with the user, site host, utility grid, and the Internet. For instance, a user may be able to use a mobile application to remotely find an EVSE and check if it is available for use or out of service. Also, site hosts may be able to remotely update pricing, push messages out to users, and control other charging parameters. • Access control restricts the use of EVSE to specific users. Systems range from a simple keypad or padlock to more complex, (e.g., granting access through radio -frequency identification (RFID) cards or mobile phone applications.) • Point of sale (POS) functionally allows units to recover costs/fees associated with charging events. They could include a credit card reader, RFID reader, or mobile phone application. 3 See Appendix A: Acronyms, Definitions, and Equipment Overview for more information about EVSE connectors and standards. 10 EVSE Unit Costs • Energy monitoring tracks the EVSE's energy consumption and provides reports on greenhouse gas emissions reductions. This can help site hosts show how the EVSE is contributing to their sustainability goals. • Energy management and demand response optimizes load management to maximize charging during low rate periods and minimize charging during high -rate periods. For instance, an EVSE can be programmed to only charge a vehicle during predetermined times. • Advanced display screen provides user communication, advertising, and brand promotion. • Retractable cord protects the cord and connector from damage and freezing, as well as reduces the risk of tripping on the cord. • Automated diagnostics are used to troubleshoot issues or malfunctions that occur with the EVSE. Networked or Non -Networked EVSE units can be networked or non -networked. Networked units are connected to the Internet via a cable or wireless technology and send data to a network host's computer server, also known as the "back office." They provide the ability to remotely access availability of EVSE in real-time. Non -networked units are not connected to the Internet. They provide basic charging functionality without advanced communications or monitoring capabilities, so the equipment is priced lower than networked EVSE. Secondary systems can be purchased to incorporate additional features such as access control, payment systems, and data collection into a non -networked unit. These secondary systems can be useful if a grant or incentive requires data collection but the site host wants to purchase a non -networked EVSE. Networked EVSE are typically part of a charging network, which is a group of EVSE units with access control and payment systems that are managed by a single organization. A sampling of the major networks includes AeroVironment, Blink, ChargePoint, GE WattStation Connect, Greenlots SKY, NRG eVgo, SemaConnect, and Tesla. Each charging network has its own PEV driver payment model, the most common being monthly subscriptions, pay-as-you-go (pay per charge), and free (free to charge; no subscription fee required). Benefits of a site host paying for a charging network can include charging station visibility and availability for drivers, energy monitoring, station usage analysis, automated payments, automated diagnostics, access control, and customer support. A site host may set pricing policies using a networked EVSE (e.g., employees consume electricity for free and visitors pay a fee). EVSE Unit Costs Ranges and Examples EVSE unit costs have decreased over the past five years as the PEV industry has matured and manufacturers have improved EVSE technology. The EVSE unit costs presented in Table 1 are based on single port products available in 2014 and 2015. EVSE with multiple ports may have a price higher than these ranges. EVSE Unit Costs EVSE Type (single port) EVSE Unit Cost Range Level 1 $300-$1,500 Level 2 $400-$6,500 DCFC $10,000-$40,000 Table 1. EVSE unit cost ranges based on units available in 2015 EVSE Unit Costs 11 The lowest price Level 1 unit is a simple plug-in cordset costing about $300. A wall mounted cordset with a keypad for access control is at the middle of the cost range. A hardwired Level 1 pedestal unit with access control and cable management could cost closer to $1,500. Apedestal Level 1 EVSE is shown in Photo 6. Single port Level 2 units are available spanning a $400-$6,500 cost range depending on the included features. While there is no standard EVSE unit for the fleet, workplace, or public sites, the graphic in Figure 5 illustrates example costs for sample Level 2 EVSE units with different tiers of additional features. The pictured examples are meant only to show how the cost of an EVSE unit may change based on the mounting system and selected features. Photo 6. Portland International Airport installed 42 Level 1 EVSE for employees and airport customers. Photo from Telefonix. Ballpark Cost Ranges for Level 2 EVSE Figure 5. Ballpark cost ranges for different tiers of Level 2 EVSE units. Image from Kristina Rivenbark, New West Technologies. A low price DCFC costing approximately $10,000 would typically have low power (25-50kW) with low charging amperage, a single port, and no display or networking components. The lower cost for a low power output is a tradeoff for a slower charging speed but it may be a good fit for the vehicles that are expected to use the DCFC. A mid -price DCFC will have higher power (50kW+), single or multiple ports, a keypad or some other simple form of access control, and a simple display. It might also be networked and have POS. The highest price DCFC will have higher power (50kW+) with high charging amperage enabling multiple vehicles to charge at once, RFID or some other advanced access control method, an advanced display, and software enabling energy consumption monitoring and data analysis, in addition to being networked and having POS. A high end single port DCFC could cost up to $40,000. 12 EVSE Unit Costs Installation Costs Potential EVSE hosts are encouraged to have an electrical contractor complete a site evaluation when budgeting for a specific EVSE installation. An initial site evaluation should include determining the electrical capacity of the site, the location of distribution or service lines, the required electrical capacity for the type and quantity of EVSE units, and the best location for the EVSE unit(s). The best location for the units will take into consideration minimizing the installation costs and ADA accessibility requirements. For Level 2 commercial EVSE in the EPRI study, the installation cost break down is approximately: • Labor: 55 - 60% • Materials: 30 - 35% • Permits: 5% • Tax: 5%. During the installation process, a contractor will procure the EVSE unit(s), install a new or upgraded electrical service or connect the EVSE to an existing electrical service that will accommodate the EVSE load, install the EVSE equipment, and re - stripe parking spaces as necessary to fulfill the ADA parking requirements. The local electric utility may need to be involved if the necessary electrical supply upgrades to the facility are considerable (e.g., higher capacity supply wires, transformers, etc.). Installation Cost Drivers A simple installation will be at the lower end of the cost range while a more complex installation will move toward the middle or higher end. An installation becomes more complex when it requires one or more of the following: • Trenching or boring a long distance to lay electrical supply conduit from the transformer to the electrical panel or from the electrical panel Level 2 commercial sites that required special work such as trenching or boring were about 25% more costly than those that did not need special work (EPRI 2013). to the charging location; • Modifying or upgrading the electrical panel to create dedicated circuits for each EVSE unit if none are already available; • Upgrading the electrical service to provide sufficient electrical capacity for the site; • Locating EVSE on parking levels above or below the level with electrical service; and/or • Meeting ADA accessibility requirements such as ensuring the parking spaces are level. Connecting the EVSE to the Electrical Service The EVSE unit is connected to the electrical service by wiring enclosed in an electrical conduit. A surface -mounted conduit can be placed along a wall or ceiling. If the conduit needs to run underground, such as in a parking lot, contractors will trench or bore a path for the conduit. "Electric service" refers to the utility infrastructure that provides power to customers. This infrastructure consists of many components such as power generating stations, substations, transmission lines, and distribution facilities, including transformers. Assuming $100 per foot to trench through concrete, lay the conduit, and refill, it would cost: • $5,000 to trench 50 feet • $10,000 to trench 100 feet Installation Costs 13 When trenching is needed, contractors will dig the trench, lay the conduit, and then back -fill the trenched area. An open trench is shown in Photo 7 and replaced trench is shown in Photo 8. Before digging, a contractor will Photo 7. Trenching through a parking lot to install a public dual -port Level 2 EVSE in Haverstraw, N.Y. Photo from New York State Research and Development Authority (NYSERDA). need to have any existing buried utilities marked by contacting a state's utility marking service (Miss Utility or 811). In some areas of the country, it costs from $10-$20 per foot to trench through soil, and $100-$150 per foot to trench through asphalt or concrete. The total cost of trenching is affected by: • Type of material being dug (asphalt, concrete, or soil); • Labor costs; • Distance to be traversed (wire pull boxes may be needed for long distances); • Asphalt or concrete replacement (if needed); • Re -landscaping (if needed); • Re -striping parking areas (if needed); and/or • Temporarily closing roads or parking lots (if needed). For some sites, directional boring may be a more cost effective method for installing the conduit in longer runs. Whereas trenching opens the ground from above to dig a path, the boring process consists of drilling a tunnel underneath the surface. Since boring is less invasive, there are fewer costs for disposing of removed concrete and restoring the surface to its original appearance. It also has the added benefit of not disrupting traffic flows. However, enough room must be available to locate boring pits at the starting and ending points of the bore path. Electrical Upgrades Photo 8. Trenching through soil and sidewalk was needed to install EVSE at the University of Buffalo. Photo from NYSERDA. It is important to consult with a licensed electrician when installing EVSE. In most cases, each EVSE unit must have an available dedicated circuit. There are some cases where multiple EVSE can be connected to a dedicated circuit, such as when the circuit is controlled by an energy management system. Be aware that this option is available and have your licensed electrician provide additional guidance. The site must also have sufficient electrical capacity at the appropriate voltage flowing from the utility to the site's electrical panel to meet the EVSE power needs. If the site does not meet these requirements, then it will need electrical service upgrades. Contact the utility to make sure that the system can handle the load. Electrical work can vary from a simple electrical panel modification to more costly transformer upgrades or installations. Site hosts are encouraged to choose an EVSE design that meets their projected requirements. However, to minimize costs, consideration should be given to a design that doesn't require more power than the available electrical capacity. If electrical upgrades are necessary, the costs can be minimized by placing the EVSE unit close to the electrical service. A long distance from the EVSE to the electrical service can lead to higher trenching costs. It can also lead to higher material costs in order to meet electrical requirements (e.g., larger wire to account for voltage drops). 3 Fundamental EVSE Electrical Needs 1. A dedicated circuit for each EVSE unit on the electrical panel (in most cases). 2. Sufficient electrical capacity from the utility connection to the electrical panel. 3. Sufficient electrical capacity at the panel. 14 Installation Costs Electrical Panels If there is insufficient capacity on the electrical panel for the dedicated circuit(s), an electrician will need to create additional capacity by replacing or upgrading the panel, re -working the panel to provide more breaker positions, or adding a sub -panel for the EVSE units. If there is sufficient capacity on the panel, then additional breakers can be simply added to the panel to create the necessary dedicated circuits. About 72% of Level 2 commercial installations in the EPRI study required work on the electrical panel. New or Upgraded Electrical Service When a customer requests new or upgraded electrical service to power EVSE, the utility will make sure that the existing or new electrical service will safely deliver the proper voltage and power requested for the equipment being installed. Some installations require upgrades to the electrical service, such as upgrading the utility distribution line and/or transformer, or installing a new transformer. DCFC sites or sites with many Level 2 units are more likely to require a service upgrade than a single Level 1 or Level 2 EVSE. For the DCFC stations along the WCEH, it cost $10,000-$25,000 for service upgrades such as installing a new transformer (Botsford 2014). Some installations may need to bring in new electrical service from the grid to the host site. In the EV Project, the costs of extending new electrical service for DCFC installations varied from $3,500-$9,500 per site (INL 2015a). It is important to work with the utility early in the process to minimize costs, optimize the electrical design, and eliminate scheduling bottlenecks. In Seattle, one large commercial building was able to bundle energy efficiency upgrades with their EVSE installations as a way to avoid upgrading the electrical service for the building. They were able to free up electrical capacity with a large lighting retrofit for the facility. Metering Systems Some utilities may have special commercial rates for PEV charging, which requires a separate electrical service and meter. The electricity consumed at the EVSE can be measured by the EVSE unit software, which is typically a feature available through a network subscription. However, for separate utility billing, the meter accuracy must meet the utility's billing standard. An external meter can also be installed for networked or non -networked EVSE. Photo 9 shows a typical electrical meter. The cost for installing a new service with a separate meter depends on the distance to the power source, trenching requirements, local codes, and the amount of labor required for connecting the meter to the electrical service. Some utilities offer incentives to reduce the cost associated with installing a separate meter. Planning for Growth It is a good practice to consider long term EVSE needs when installing an EVSE unit. If a site host anticipates installing more EVSE in the future, it is cost effective to install conduit from the electrical panel to future EVSE locations while the ground is already trenched for the Photo 9. Electrical meter and switch servicing Level 2 EVSE. Photo from Don Karner. Upgrading the electrical service for future EVSE loads and installing conduit to future EVSE locations during the initial EVSE installation can result in significant future cost savings. Installation Costs 15 initial EVSE installation. Future EVSE installations would simply require running wire through the existing conduit and putting the EVSE unit in place. Upgrading the electrical service for the anticipated long term EVSE electrical load is also recommended. These steps may result in an increased initial installation cost but will result in significant cost savings if additional EVSE are installed in the future. Labor Costs Labor costs for EVSE installation will vary based on the contractor's hourly rate and the time it takes to perform the work. These costs are affected by the contractor's experience and the geographic location. Complying with prevailing wage laws or using union labor may cost 20% more than similar work done for private sector entities (EPRI 2013). Visibility and Aesthetic Factors Aesthetic requirements such as making conduit less visible, replacing disturbed landscaping, or placing the unit in a location that requires extensive trenching can add cost to a basic installation. Some site hosts may choose to place the EVSE in a high visibility location to bring attention to the EVSE and make it easy for drivers to find. However, choosing a high visibility location can add significant installation costs if it is far from the electrical panel. In the EPRI study, 9% of commercial Level 2 sites had site factors including visibility and aesthetics that more than doubled the average installation cost from $3,552 to $8,005. Poured Foundation and Traffic Protection r r N'll I u lull Il ii i1111i 11 I11I 11 hI 11 PE DUrruT Photo 10. Facebook supplies free PEV charging to its Menlo Park, Calif., employees. Photo from Lauren Bonar Swezey, NREL 26457. Some pedestal mounted EVSE are directly installed on an existing hard surface such as a sidewalk. Others will require a concrete foundation as part of the installation process. Foundations range in complexity from placing a precast base on the surface for about $100 to digging a hole and pouring concrete. Hole depth, and therefore the amount of concrete needed, depends on the depth to which the ground water in soil can freeze. In some locations, a site owner may install bollards or wheel stops to protect the EVSE from being damaged by vehicles. A ballpark bollard cost is $200-$800 and wheel stops are generally $100-$200. Geographic Region Some states have notably lower or higher EVSE installation costs than average. The EV Project installed public Level 2 EVSE in 13 markets around the country. The average installation cost for those markets ranged from $2,100-$4,600, as shown in Figure 6. The primary reason for the geographic difference in cost is the labor cost in each region. Additionally, each region's local authority having jurisdiction (AHJ) had varying interpretations of ADA requirements. The Washington D.C. installations had the least expensive average 56,000 $5,000 $4,000 $3,000 $2,000 $1,000 $- Average Installation Cost for Publicly Accessible Level 2 EVSE IIIIIiIiiiiiii ke• F7 (.9 60 60 ,, PN' p� gyp' N h '<k P pC Figure 6. Average installation cost for publicly accessible Level 2 EVSE by EV Project market. Graph from INL (INL 2075b). 16 Installation Costs cost because nearly 80% of them were wall mounted. The Atlanta installation costs had a high average since many of them were installed in a high visibility parking space requiring long electrical runs from the electric service panel. Costs for labor and permitting at California sites made them among the most expensive sites (INL 2015b). Installation Cost Ranges and Examples Installation costs are highly variable and are difficult to compare from one site to another. The installation cost ranges and averages described in Table 2 are based on past installations and provide a ballpark idea of how much future installations may cost. These installation costs do not include the cost of the EVSE unit. Ballpark EVSE Installation Costs EVSE Type Average Installation Cost (per unit) Installation Cost Range (per unit) Level 1 not available $0 $3,000* Source: Industry Interviews Level 2 -$3,000 EV Project (INL 2015b) $600-$12,700 EV Project (INL 2015b) DCFC $21,000 EV Project (INL 2015d) $4,000-$51,000 EV Project (INL 2015d) and (OUC 2014) Table 2. Ballpark costs for installation of Level 1, Level 2, and DCFC EVSE (not including the EVSE unit.) *The $0 installation cost assumes the site host is offering an outlet for PEV users to plug in their Level 1 EVSE cordsets and that the outlet already has a dedicated circuit. Level 1 Installation Offering Level 1 charging at a site can range from providing an electrical outlet for PEV drivers to plug in a portable Level 1 cordset (shown in Photo 11) to installing a wall mounted or pedestal mounted EVSE unit. When offering an electrical outlet for Level 1 charging, the installation process may be as simple as confirming the outlet is a commercial grade National Electrical Manufacturers Association (NEMA) outlet and it is connected to a dedicated circuit breaker. Ground -fault circuit interrupter (GFCI) outlets, which protect against electrical shock, are required for outdoor use. It is a good practice to ask an electrician to inspect an outlet and ensure it is in good condition before using it for Level 1 charging. If a dedicated outlet is available within reach of the parking space, there may be no additional installation costs. Photo 11. The Juice Bar at Charles Hotel in Cambridge, Mass., offers a wall outlet for PEV drivers to plug in their Level 1 cordset. Photo from Steve Russell. Installation Costs 17 According to the North Carolina PEV Task Force, if a new outlet or upgrade to a 120V circuit is needed, there may be a cost of $200-$500, assuming no unusual construction is needed (NCPEV 2013). A site host may choose to install outlets along a parking lot. A reasonable cost range for installing an outlet and dedicated circuit in a parking lot or garage is $300-$1,000 per outlet. Installing multiple outlets on a site can result in the costs being closer to the lower end of that cost range. Installing a wall mounted Level 1 EVSE hardwired to the electrical service would also cost around $300-$1,000 assuming the unit is located within 50 feet of the electrical service and no trenching or complex electrical work is needed. The installation cost for offering pedestal mounted Level 1 EVSE (shown in Photo 12) will greatly depend on the selected location. Trenching or boring to connect the EVSE to the electrical service can add a significant cost to the installation process. A ballpark cost range for a pedestal mounted Level 1 EVSE installation, assuming no major electrical upgrades are needed, is $1,000-$3,000. Additionally, there are products available that allow site hosts to install multiple electrical outlets mounted to a wall or a pedestal. This enables site hosts to place outlets in a convenient location for PEV drivers to plug in their portable Level 1 EVSE cordsets. Level 2 Installation Photo 12. Level 1 pedestal EVSE at Rosalind Franklin University in Illinois. Photo from Telefonix. There is significant variation in costs for installing Level 2 EVSE. The EV Project has cost data from 2,809 non-residential, workplace and public, Level 2 EVSE installed between 2011 and 2013 with an average installation cost of $2,979. The average installation cost for workplace charging ($2,223) was lower than for public charging ($3,108). This cost information is on par with the EPRI study's non-residential Level 2 installations, which cost on average $3,005 per port. The graphs in Figure 7 and Figure 8 show the distribution of Level 2 EV Project installation costs, one for public charging (Figure 7) and the other for workplace charging (Figure 8). 4596 4096 35% 3096 2596 2096 1596 1096 596 0% Distribution of per unit publicly accessible installation costs ■ 1�11 cA° c' d' e e e e try ci?' e cifl Figure 7. Distribution of EV Project per unit Level 2 public installation costs for about 2,500 installations. Graph from INL. 18 Installation Costs 25% 20% 15% 10% 5% 0% Distribution of per unit workplace Level 2 installation costs Figure 8. Distribution of EV Project per unit Level 2 workplace installation costs for 208 installations. Graph from /NL. DCFC Installation There is also a wide variation in cost for installing DCFC. In the EV Project, the cost to install over 100 dual port DCFC units ranged from $8,500 to $50,820 with an average installation cost of $23,662. The lower installation costs ($8,500-$20,000) were generally for sites that were able to use existing electrical service. Figure 9 shows the distribution of EV Project DCFC installation costs, by cost tier. The WCEH had an average installation cost of $40,000 for the DCFC. The higher DCFC installation costs for the WCEH compared to the EV Project is partially due to many WCEH installations taking place in rural locations that required electrical service upgrades. The WCEH project had rigorous design and construction standards that required a deep concrete foundation. The EV Project focused on taking advantage of existing electrical service infrastructure to drive down costs. The Orlando Utilities Commission (OUC) installed five DCFC units in Orlando with installation costs ranging from $4,000-$9,000 each (OUC 2014). They were able to minimize costs through careful selection of site locations such that minimal trenching or boring was needed to connect the DCFC to the electrical service. OUC also conducted a competitive bidding process that included training electricians on how to install EVSE. $50 - 1 Distribution of DCFC Installation Costs (in thousands of dollars) l� 2 $45 — 2 1 $40 3 $35 — 2 $30 $25 $20 $15 $10 6 9 10 14 12 18 3 20 I 21 26 Figure 9. Distribution of EV Project per unit DCFC installation cost, shown in thousands of dollars. Graph from /NL. Installation Costs 19 Operation and Maintenance (O&M) Costs Operation and maintenance (O&M) costs for EVSE include charges for electricity, software subscriptions, station management, billing, site rental or lease, preventative maintenance, and corrective maintenance. Ask your local utility if they offer special PEV charging rates or time -of -use (TOU) rates. Electricity Consumption Charges EVSE operating costs include the cost of electricity to charge the vehicles. Charging hosts are encouraged to contact the electric utility to review the options for rate structure and any implications of using PEV charging rates or time -of -use (TOU) rates on the facility as a whole. In general, the annual electricity consumption cost for an EVSE owner is determined based on the electricity rate measured in dollars per kilowatt-hour ($/kWh) and the amount of electricity consumed. Commercial electricity rates typically range from $0.08-$0.15 per kWh, while industrial fleets could have lower rates4. The consumption of electricity will vary based on the number of vehicles using the EVSE, power output of the EVSE, vehicle power acceptance rate, climate, and amount of time the vehicles charge. See Appendix C for electricity consumption examples for Level 1, Level 2, and DCFC EVSE. Electricity Demand Charges In addition to electricity costs based on energy consumption, many commercial and industrial facilities may be subject to power demand charges from the utility. The use of Level 2 and DCFC stations located at these facilities may result in higher electricity costs by increasing the facility's peak electricity demand'. Some locations that have not previously been subject to demand charges may find that the additional power consumption from EVSE will now result in demand charges. Demand charges can cause a business' monthly utility bill to increase by as much as four times (INL 2015d). An EVSE site can experience demand charges from $0 to over $2,000/month. At many sites, demand charges can be avoided by strategically managing the EVSE energy consumption such as charging at off peak times or staggering vehicle charging during high consumption periods. Some EVSE models come with energy management features. Separate load management systems that automatically sequence multiple EVSE to avoid demand charges can also be purchased. It is recommended that the utility be contacted prior to installation of the EVSE to obtain information regarding demand charges and how they may be minimized or eliminated. Photo 13. One of many side by side DCFC and Level 2 EVSE installed along the West Coast Electric Highway in Oregon and Washington. Photo from Washington State Department of Transportation (WSDOT). 4 Retail electricity rates for each state by sector can be found at http://www.eia.gov/electricity/monthly/epm_table_grapher.cfm?t=epmt_5_6_a. 5 Each utility has its own rate structure that may or may not include demand charges. Once a customer uses power in excess of the utility's threshold, typically 20- 50kW, the utility transitions the customer to a rate structure that includes demand charges. The demand charge is determined by looking at the consumer's average energy consumption in 15 minute intervals for the whole month, identifying the highest average value (kW), and charging a fee ranging from $3-$40/kW. The utility may also have different fees based on the time of day and season. Any use of electricity that causes peak demand to exceed this highest average value will result in increased demand charges for the entire month. 20 Operation and Maintenance (O&M) Costs Network Fees If an EVSE unit is networked, the owner will pay a fee that covers the cost for cellular/Wi-Fi network communications and back office support. Network fees will vary from $100-$900 annually, depending on the type of EVSE unit (Level 1, Level 2, DCFC), the EVSE unit features, and the EVSE manufacturer or provider. Ask suppliers or manufacturers about network fees before purchasing your equipment. Maintenance and Repair Since the PEV market is relatively new, there is not much information available about the maintenance costs or lifespan of EVSE. The information below addresses the potential maintenance costs according to best assumptions from industry experts. The type of EVSE and its features will affect the maintenance and repair costs. Regular maintenance is generally not required for Level 1 and Level 2 basic EVSE units. If the EVSE is damaged due to vandalism or driving over a cord, it is more common to replace the damaged component than to try to repair it. For budgeting purposes, some industry stakeholders assume EVSE has at least a 10 year lifespan. EVSE units with advanced features or communications systems may require more periodic maintenance than a basic unit simply because there are more components that have the potential to malfunction. In many cases a local electrician has the skills to trouble shoot problems with units. Extended warranties and other options made available by the EVSE manufacturers can reduce the long term maintenance and repair costs. In addition to warranties that cover replacement EVSE hardware, there may be warranties available to cover the labor to perform a repair. Level 1 EVSE Over time, there may be a need to replace the commercial grade NEMA electrical outlet used with portable Level 1 EVSE cordsets. Depending on the outlet age, type, and use, the outlet should function appropriately for many years. The cost of an outlet can range from $1-$40 depending on whether it is for an indoor or outdoor application, the quality level, and if it protects against electrical shock (GFCI rated). An electrician's fee for replacing outlets is in the $50-$75 range, depending on how many outlets need to be changed. Photo 14. The Hartford's workplace charging installations at various locations across Connecticut will help the company meet its greenhouse gas reduction goals. Photo from the Hartford, NREL 26470. Maintenance Budget (sample case): • Replacement or upgrade of electrical outlet to maintain safe operation; • Replacement of cordset due to vandalism or misuse; and • Replacement of EVSE unit or cordset at the end of its useful life. Level 2 EVSE Basic Level 2 EVSE require minimal maintenance. They are often modular in design, so that malfunctioning components can be replaced, avoiding the cost of replacing the whole unit. Maintenance Budget (sample case): • Repair or replacement of EVSE components due to malfunction or vandalism (if not covered under warranty); Operation and Maintenance (O&M) Costs 21 • Replacement of EVSE unit at the end of its useful life; • For networked units, add: - Cost of technician troubleshooting (if not covered in network subscription fees), and - Cost of manual resets for software malfunctions. DCFC EVSE DCFC units require ongoing maintenance because they have cooling systems, filters, and other components that do not exist in Level 1 or Level 2 units. Maintenance Budget (sample case): • Replacement of charge cord due to vandalism or misuse; • Repair or replacement of EVSE components (if not covered under warranty); • Technician troubleshooting (if not covered in network subscription fees); • Manual resets for software malfunction (if not covered in network subscription fees); and • Preventative and corrective maintenance. Station Management Management activities for a station or cluster of stations might include managing driver access, billing, providing driver support, and monitoring the station. Renting or leasing a location, such as parking spots, can be an added operational cost if the EVSE owner does not own the property. The value of a parking space will vary widely depending on geographical location. Additional Cost Factors Incentives Many incentives are available to reduce the cost of installing EVSE. Electric vehicles are of greater interest in certain parts of the country due to policies enacted for zero emissions vehicles and low carbon fuels. EVSE incentives offered by state agencies or by local utilities take a variety of forms such as tax credits/exemptions, rebates, grants, or loans. Figure 10 illustrates the type of electric vehicle incentives in each state, as of July 2015. Details about these incentives can be found in Appendix D. Because available incentives frequently change, visit the AFDC Laws and Incentives website at afdc.energy.gov/laws for current incentive information. In addition to financial assistance, many states provide technical assistance to incentivize EVSE installations. While the Federal Alternative Fuel Infrastructure Tax Credit has expired, equipment installed before December 31, 2014 may still be eligible. 22 Additional Cost Factors State EVSE Incentives Rebates Tax Credits Grants Loans ICI Rebates & Loans Rebates & Tax Credits - Tax Credits & Loans Tax Credits & Tax Exemptions Figure 10. This map illustrates the types of EVSE incentives offered in each state as of July 22, 2015. Appendix D pro- vides details about these incentives. This information is frequently changing; visit http://www.afdc.energy.gov/laws for latest incentive information. Graphic from Oak Ridge National Laboratory Table 3 describes some current state incentives and provides examples of how they can affect the cost of an EVSE unit. Incentive Example Incentive Description Base EVSE Unit Cost EVSE Unit Cost after Incentive Income Tax Credit Income tax credit for 20% of the cost of the EVSE, up to $2,500. $4,000 $3,200 Level 2 Rebate $1,000 rebate for the purchase and installation of Level 2 EVSE $3,000 $2,000 DCFC Rebate $15,000 rebate for the purchase of DC fast charge EVSE. $30,000 $15,000 Table 3. Example incentives for purchasing and/or installing EVSE units. Additional Cost Factors 23 Permitting and Inspection Permitting costs vary by state, county, and/or municipality. The local AHJ requires permits and inspections for commercial electrical upgrades. The costs may be fixed or determined on a site -by -site basis. Some localities are moving to streamline the permitting process as PEV adoption increases. In addition to the permit fee charged by the AHJ, there may also be a cost for the contractor's time spent Engage the AHJ (e.g., permitting agencies, fire marshals, and zoning boards) early in the planning process to ensure that you understand the requirements and associated permitting costs. to obtain the permit. Level 2 EVSE installed by the EV Project had permitting costs ranging from $14- $821 (Francfort 2013). Depending on the permitting authority, commercial installations might require engineered drawings for the permitting process. Engineering drawings can cost about $1,000-$3,000 (1NL 2015a). Adhering to ADA requirements to ensure access to EVSE for people with disabilities are another project cost consideration. ADA compliance can require special curb cutouts, van accessible parking spaces, level parking spaces, and specific connector heights, all of which affect the design and cost of the EVSE. Photo 15 shows an EVSE unit with a connector designed to meet ADA requirements. The US Access Board has established accessibility standards for public facilities, such as parking areas and fueling stations, but there are not specific ADA requirements for EVSE. Some sites may not be able to fully meet accessibility standards and will be encouraged to meet the requirements to the extent possible (Chittenden County RPC 2014). Work with your local AHJ to determine how ADA requirements affect your site. Workplace, Public, and Fleet EVSE Costs Photo 15. The connector on this EVSE unit is low to the ground to meet ADA accessibility requirements. Photo from Ecotality According to the EPRI study comparing Level 2 installation costs, fleet EVSE stations had the lowest installation cost, followed by workplace charging, and public sites had the highest cost. The average cost per port and per EVSE unit for each of these venues is shown in Figure 11. The higher costs for public and workplace settings are due to complex siting issues, high visibility parking locations, constraints on available parking spaces, ADA requirements, and available electrical capacity (EPRI 2013). 24 Workplace, Public, and Fleet EVSE Costs Level 2 Average Installation Cost by Setting $5,000 0 c $4,000 0 "—° ▪ $3,000 $2,000 an w $1,000 • $0 Fleet Workplace Public Ail Installation Setting •Average Cost per Port •Average Cost per EVSE Figure 11: Level 2 installation cost by public, workplace, and fleet settings from EPRI study. Graph from EPRI. Cost Factors to Consider for Workplace Charging While many PEV drivers charge their vehicles primarily at home, the availability of EVSE at work can help owners nearly double their vehicles' all -electric daily commuting range. Visit the DOE Workplace Charging Challenge website for more resources on installing and managing EVSE in the workplace: energy.gov/eere/ vehicles/ev-everywhere-workplace-charging-challenge Charging Level Workplace EVSE are typically Level 1 or Level 2 single or dual port units. Employers can provide Level 1 charging either through offering electrical outlets (shown in Photo 16) or hardwired Level 1 EVSE units. For many employees, Level 1 charging has sufficient power to replenish their vehicles' batteries during work hours. Photo 16. Electrical outlets are available along a row of parking stalls for PEV drivers to charge their vehicles using a Level 1 cordset. Photo from Jonathan Kirchner, Coca-Cola. Workplace, Public, and Fleet EVSE Costs 25 If an employer chooses to provide Level 2 EVSE, multiple employees may be able to charge their vehicles during the day using a single port. This requires a management policy that covers disconnecting the connector from one vehicle and moving it to another vehicle. Level 2 EVSE decreases the vehicle charge time, but requires a higher power circuit for operation. As the quantity of EVSE units at a workplace increases, electrical upgrades may be required, which could increase costs. Talk with an electrical contractor to determine how much power is available from your electrical service. The amount of available power will affect the quantity and type of EVSE that can be installed at your location without the need for extensive electrical upgrades. EVSE Features While some employers will choose the most basic system, others may want networking, access control, point of sale, and energy monitoring/management. Employers can minimize their costs by not paying for features that they do not need or are unlikely to use. Some employers offer free charging to employees and do not need POS capabilities. An employer that wishes to charge employees for PEV charging could purchase an EVSE unit with POS capability or simply charge employees a flat monthly rate. Careful consideration should be given to access control and pricing policies. If an access control mechanism is not in place to limit free EVSE use to employees and guests, an employer might unintentionally attract other PEV drivers to charge their vehicles after business hours. Location Selection Choosing a wall mounted unit close to an existing electrical panel will typically be the lowest cost installation option. Keep in mind that PEV drivers do not need prime parking spots near a building's entrance, although this is sometimes done as an added incentive for drivers to adopt PEV technology. If that prime location is far from the electrical service, there will be a significant cost to connect the EVSE to the electrical service. Choosing a less prominent, but easier to install location will minimize costs. Consult resources on the DOE Workplace Charging Challenge website for information on how to choose EVSE locations. The EVSE in Photo 17 are close to the building which reduces trenching costs. Installation The EPRI study found that Level 2 EVSE at workplace sites cost, on average, $2,704 per port and $3,842 per EVSE (refer to Figure 11). For the EV Project Level 2 workplace EVSE, the installation of pedestal units cost $2,305 on average and the installation of wall mounted units cost $2,000 on average. Workplace charging sites frequently involve the installation of two or more EVSE, which lowers the installation cost per unit. Workplace installations typically cost less than public installations because they have a higher percentage of stations with wall mounted units and there is more flexibility to place EVSE close to the electrical service panel (INL 2015c). Photo 17. These two EVSE are located close to the building, reducing trenching costs. Photo from NYSERDA. Cost Factors to Consider For Public Charging Public charging locations include, but are not limited to, parking garages, transportation hubs, retail stores, and leisure destinations. 26 Workplace, Public, and Fleet EVSE Costs Charging Level Public charging is typically a mix of Level 2 and DCFC units, although Level 1 EVSE may make sense for some sites. It is important to take into consideration the amount of time a vehicle will stay parked in the location and the amount the vehicle will likely need to replenish its battery. A DCFC unit may be the best choice close to an interstate highway, while Level 2 EVSE may be appropriate for a shopping mall. EVSE Features Some public EVSE providers may require POS and billing capabilities to charge consumers for the electricity. EVSE units with more features will be at the higher end of the cost range. Other public EVSE providers may not need these features because they incorporate the charging service into a parking fee or provide free charging. Offering free PEV charging may provide intangible or indirect benefits such as positive public relations and increased revenue from purchases made by PEV owners waiting for their vehicles to charge. These intangible or indirect benefits may offset the cost of the electricity use. A networked station can allow the site host to provide free charging during business hours and charge a fee for charging after business hours. To minimize EVSE costs, it is important to identify your business model prior to determining the needed EVSE features. Installation Installation costs for public sites are generally higher than for workplace and fleet sites. This is due to higher permitting related costs, EVSE located far from the electrical service, and necessary electrical upgrades. Additionally, there are often more jurisdictions and overall entities involved making the process more complicated and expensive. Public charging sites frequently involve the installation of two or more EVSE which can lower costs per EVSE. The EPRI study showed that Level 2 EVSE at public sites cost on average $3,343 per port and $4,448 per EVSE (refer to Figure 11). The public Level 2 EVSE installed through the EV Project had an average installation cost of $3,108. Pedestal unit installation averaged $3,308 while wall mounted unit installation averaged $2,042 (INL 2015c). Visibility and Signage Developers at public sites often value high visibility locations for the EVSE to ensure that it is well utilized. This can significantly increase the costs for trenching, boring, and/or electrical upgrades. Rather than incurring larger installation costs for a high visibility EVSE location, site hosts are encouraged to place the EVSE unit close to the electrical service and use signage to help PEV drivers find it. Signage is used to help PEV drivers locate EVSE and to discourage drivers from using the parking space if they are not charging a vehicle. The cost to install signage is a minimal portion of the total installation costs. Transaction Costs A public EVSE unit that uses a credit card payment system should expect to pay a transaction fee of about 5-7.5% (Botsford 2012). Photo 18. This DCFC unit is part of the Arizona EV High- way corridor project linking Tucson to Phoenix. Photo from Pima Association of Governments, NREL 24345. Workplace, Public, and Fleet EVSE Costs 27 Vandalism Public EVSE units that provide unrestricted site access may be more subject to vandalism than workplace or fleet EVSE. Site owners may choose to build the cost of EVSE repairs or replacement into their financial plans. Electrical Upgrades For DCFC, the EVSE should be located in close proximity (preferably within 100 feet) to existing electrical service lines, to avoid the need for installing transformers. Work with your local utility to determine viable low cost locations for DCFC public charging. Advertising A public host may choose an EVSE unit that has a display screen and use that screen for advertisements. Advertising revenue can help offset the costs of providing PEV charging. Cost Factors to Consider for Fleet Charging There are a growing number of PEVs on the market that work well in fleet applications. Charging Level Fleet charging will typically be a mix of Level 1 and Level 2 units and may include the use of multiple port units. The amount of time needed to charge all the fleet vehicles will be an important consideration when selecting the charging level. Medium- and heavy-duty vehicles will have larger batteries than light -duty vehicles and will therefore affect the EVSE selection. DCFC may be needed if fleet vehicles require higher power and/or faster charging because of their fleet vehicle usage patterns. Photo 19 shows the fleet EVSE at the Frito Lay Depot in Federal Way, Wash. Demand Charges Photo 19. Fleet EVSE at Frito Lay Depot in Federal Way, Wash. Photo from Mike Simpson/NREL, NREL 29587 A fleet that is installing many EVSE units and operating them all at the same time may face demand charges. However, overnight charging of fleets may avoid peak demand issues. Some fleets may be able to utilize a fixed schedule for charging PEVs and have a staff person manually plug in vehicles on a timetable that avoids demand charges. It is important for fleet managers to contact the utility before purchasing EVSE to understand both the utility's pricing structure for demand charges and the full cost impact of PEV charging on demand charges. EVSE Features After assessing the fleet's charging needs, the fleet manager will work with an EVSE manufacturer, electrician, and utility to determine the lowest cost solution to meet the fleet's needs. For example, if tracking the fleet's energy consumption is desired, the fleet manager may compare the cost of purchasing a sophisticated 28 Workplace, Public, and Fleet EVSE Costs EVSE unit with energy monitoring capabilities to the option of using a basic EVSE unit and a third party or aftermarket metering and data collection system. Installation Installation costs for fleet sites are generally lower than workplace and public sites. This is partly due to installation without public access, lower permitting related costs, and because fleets typically are better able to minimize cost through optimal siting choices. The EPRI study determined that Level 2 EVSE at fleet sites cost, on average, $2,018 per port and $2,109 per EVSE (refer to Figure 11). Tips for Minimizing EVSE Costs EVSE Unit Selection • Choose the EVSE unit with the minimum level of features that you will need. • Choose a wall mounted EVSE unit, if possible, so that trenching or boring is not needed. • Choose a dual port EVSE unit to minimize installation costs per charge port. • Determine the electrical load available at your site and choose the quantity and level of EVSE units to fit within that available electrical capacity. Location • Place the EVSE unit close to the electrical service to minimize the need for trenching/boring and the costs of potential electrical upgrades. • Instead of locating the EVSE at a highly visible parking spot a great distance from the electrical panel, use signage to direct PEV drivers to the EVSE unit. • If trenching is needed, minimize the trenching distance. •• Choose a location that already has space on the electrical panel with a dedicated circuit. Long Term Planning ❖ Contact your utility early in the planning stages to discuss electricity consumption and demand charges as well as electrical service needs. Avoid utility demand charges by balancing charging time windows with other electricity usage and working closely with your utility. ❖ Consider the quantity and location of EVSE that you plan to install over the next 10-20 years when installing your first unit. Upgrade your electrical service for your anticipated long term EVSE load and run conduit to your anticipated future EVSE locations. This will minimize the cost of installing future units. ❖ Consider the electricity infrastructure for EVSE when building a new facility. It is less expensive to install extra panels and conduit capacity during initial construction than to modify the site later. Summary As is discussed in this report, many factors lead to highly variable costs associated with EVSE. Utilizing best practices for choosing EVSE types, quantities, and locations will help minimize the financial impact of buying and installing EVSE. Ballpark cost ranges for EVSE units and installation are shown in Table 4, which reproduces the information in Table 1 and Table 2. Within each charging level (Level 1, Level 2, and DCFC), Summary 29 the EVSE unit cost depends on the mounting system, number of charge ports, communications system, and additional features. Installation costs have the most significant variability and are influenced by how much electrical work is needed, how much trenching or boring is needed, permitting, labor rates, and ADA requirements. Contact your utility, EVSE manufacturers, and EVSE installers for a site assessment and cost estimate. Ballpark EVSE Unit and Installation Costs EVSE Type EVSE Unit* Cost Range (single port) Average Installation Cost (per unit) Installation Cost Range (per unit) Level 1 $300-$1,500 not available $0 $3,000** Source: Industry Interviews Level 2 $400-$6,500 -$3,000 EV Project (INL 2015b) $600-$12,700 EV Project (INL 2015b) DCFC $10,000-$40,000 $21,000 EV Project (INL 2015d) $4,000-$51,000 EV Project (INL 2015d) and (0UC2014) Table 4. Ballpark costs for EVSE units and installation. *EVSE unit costs are based on units commercially available in 2075. **The $0 installation cost assumes the site host is offering an outlet for PEV users to plug in their Level 7 EVSE cordsets and that the outlet already has a dedicated circuit. There is general industry consensus that the cost of EVSE units is trending downwards and will continue to decrease. Installation costs, however, are highly variable and there is no consensus among industry stakeholders about the direction of future installation costs. State and local incentives will continue to influence and aid in establishing EVSE installations. In addition to funding assistance, the organizations offering incentives (such as state agencies and utilities) will likely offer technical assistance, recommend vendors, and conduct or suggest individuals to conduct site evaluations. There are many organizations that can guide an EVSE host through the evaluation of site, selection of EVSE unit, and installation. It is important for employers, business owners, and fleet operators to understand the costs involved in installing, operating, and maintaining EVSE in order to make informed decisions regarding long term EVSE development. Thoroughly evaluating the needs and opportunities for PEV charging, as well as strategically determining the optimal EVSE features, location, and quantity are critical for finding the best EVSE solution for a specific site. Utilizing incentives, cost saving approaches, and innovative ownership models will make installing EVSE more attractive to potential site hosts. Technology is always evolving and future advancements in PEV charging are inevitable. Wireless PEV charging, also called inductive charging, is currently being developed. With wireless charging, drivers will simply park over a charging pad and will not need to plug a connector into the vehicle. The future may also bring bidirectional charging, allowing a vehicle to both charge its battery from the utility and provide power back to the utility via the electrical grid. The timeframe for when these advancements will penetrate the market and the impact on the cost of PEV charging is currently unclear. Installing more public, workplace, and fleet EVSE is critical for providing a robust charging infrastructure network needed for the growing PEV market. Workplace and public charging will enable drivers to purchase PEVs even if they do not have access to residential charging infrastructure. By purchasing PEVs and EVSE, 30 Summary fleets can have a significant impact on advancing the PEV market, as well as reducing greenhouse gas and other emissions that contribute to climate change and smog. With more PEVs on the road, we are making progress towards the Clean Cities goal to reduce our dependence on petroleum and advance our nation's energy security. Summary 31 Additional Resources For more information about EVSE, visit the resources below. 1. Alternative Fuel Data Center EVSE page: http://www.afdc.energy.gov/fuels/electricity_stations.html 2. Clean Cities' Plug -In Electric Vehicle Handbook for: • Workplace Charging Hosts: http://www.afdc.energy.gov/uploads/publication/pev_workplace_ charging_hosts.pdf • Fleet Managers: http://www.afdc.energy.gov/pdfs/pev_handbook.pdf • Public Charging Station Hosts: http://www.afdc.energy.gov/pdfs/51227.pdf • Consumers: http://www.afdc.energy.gov/uploads/publication/pev_consumer_handbook.pdf • Electrical Contractors: http://www.afdc.energy.gov/pdfs/51228.pdf 3. Clean Cities Electric Vehicle Community Readiness Projects summary reports and 16 individual community readiness plans: http://wwwl.eere.energy.gov/cleancities/electric_vehicle projects.html 4. INL Lessons Learned papers from the EV Project: http://avt.inl.gov/evproject.shtml 5. Electric Vehicle Supply Equipment Installed Cost Analysis study by EPRI: http://www.epri.com/ abstracts/Pages/ProductAbstract. aspx?ProductId=000000003002000577 6. DOE Workplace Charging Challenge: http://energy.gov/eere/vehicles/ev-everywhere-workplace- charging-challenge 7. Workplace Charging Request for Proposal Guidance: http://energy.gov/eere/vehicles/downloads/ request -proposal -guidance 8. Amping Up California Workplaces: Case Studies by California Plug -In Electric Vehicle Collaborative http://www.ct. gov/deep/lib/deep/air/electric_vehicle/CAPEV_-_Amping_Up_California_Workplaces. 9. Center for Climate and Energy Solutions' study "Business Models for Financially Sustainable EV Charging Networks": http://www.c2es.org/publications/business-models-financially-sustainable-ev- charging-networks. 10. Clean Cities YouTube Channel: https://www.youtube.com/user/CleanCitiesTV 32 Additional Resources Appendix A: Acronyms, Definitions, and Equipment Overview Acronyms AC — Alternating current ADA — Americans with Disabilities Act AHJ — Authorities having jurisdiction DC — Direct current DCFC — Direct current fast charger EPRI — Electric Power Research Institute EV — Electric vehicle EVSE — Electric vehicle supply equipment GFCI — Ground -fault circuit interrupter NEC — National Electrical Code NEMA — National Electrical Manufacturers Association NFPA — National Fire Protection Association NREL — National Renewable Energy Laboratory NYSERDA — New York State Research and Development Authority OUC — Orlando Utilities Commission INL — Idaho National Laboratory PEV — Plug-in electric vehicle PHEV — Plug-in hybrid electric vehicle POS — Point of sale RFID — Radio -frequency identification SAE — Society of Automotive Engineers TOU — Time -of -use UL — Underwriters Laboratories WCEH — West Coast Electric Highway WSDOT — Washington State Department of Transportation EVSE Charging Types AC Level 1 EVSE, commonly referred to as Level 1, provides charging through a 120-volt (V) alternating current (AC) circuit and requires a dedicated branch circuit. Most plug-in electric vehicles (PEVs) come with a Level 1 EVSE cordset. One end of the cord is a standard, three -prong household plug. The other end is an SAE J1772 standard connector that plugs into the vehicle. Level 1 EVSE that can be wall mounted or pedestal mounted at parking spots is also available. Depending on the battery and vehicle type, Level 1 charging adds about 2 to 5 miles of range per hour of charging time. Appendix A: Acronyms, Definitions, and Equipment Overview 33 AC Level 2 EVSE, commonly referred to as Level 2, provides charging through a 240V (typical in residential applications) or 208V (typical in commercial applications) electrical service. Level 2 EVSE requires installation of a dedicated circuit of 20-80A, in addition to the charging equipment. Most Level 2 EVSE uses a dedicated 40A circuit. As with Level 1 equipment, Level 2 equipment uses the SAE J1772 connector. Depending on the vehicle and circuit capacity, AC Level 2 adds about 10-20 miles of range per hour of charging time. DCFC (Direct Current Fast Charger) enables rapid charging and is generally located at sites along heavy traffic corridors and at public fueling stations. It is sometimes called DC Level 2 or DC fast charging. Some DC fast charging units are designed to use 480V input, while others use 208V input. PEVs equipped with either a CHAdeMO or SAE DC fast charge receptacle can add 50 to 70 miles of range in about 20 minutes. PEV Charging Components Charger* —An electrical device that converts alternating current energy to regulated direct current for replenishing the energy of an energy storage device (i.e., battery), and may also provide energy for operating other vehicle electrical systems. A PEV charger is located on the vehicle. Cord — An EVSE component that transmits electricity from the control box to the connector. Cordset — The cordset provides AC Level 1 charging and includes the connector, cord, control box, and standard three prong household plug (NEMA 5-15 connector). The cordset can connect a vehicle to an electrical outlet that is rated for the appropriate voltage. Connector* — A conductive device that, by insertion into a vehicle inlet, establishes an electrical connection to the electric vehicle for the purpose of transferring energy and exchanging information. This is part of the coupler. Coupler* - A mating vehicle inlet and connector set. EVSE (electric vehicle supply equipment) consists of all the equipment needed to deliver electrical energy from an electricity source to charge a PEV's battery. It communicates with the PEV to ensure that an appropriate and safe flow of electricity is supplied. Handshake — A colloquial term for the communication protocol between the EVSE and the vehicle. The handshake ensures the connector is not energized until it is inserted in the inlet and the proper communication has taken place between the vehicle and EVSE. Photo 20. An electrical meter mounted alongside the EVSE and connected with conduit. Photo from NYSERDA. Vehicle inlet/receptacle* is the device on the electric vehicle into which the connector is inserted for the purpose of transferring energy and exchanging information. *SAE Definitions 34 Appendix A: Acronyms, Definitions, and Equipment Overview Electrical Hardware Conduit - The electrical conduit is a tube or piping system for enclosing electric wiring. If the conduit needs to be placed underground for EVSE installation, then the installation will require trenching or boring. Meter/Sub-Meter — Electric utilities use meters to measure the amount of electricity provided to a customer and bill for that usage. Sub -meters may be used to measure the electricity consumed by the EVSE, separate from electricity delivered to the rest of the premise. Sub -meters allow for advanced data collection and specialized electricity pricing based on the time of day. Panel — The electrical panel (also known as breaker panel, service panel, or load center) is a box containing the circuit breakers that are wired to circuits that distribute power to the EVSE. The circuit breakers turn the power to the EVSE on and off to protect equipment from damage in the event of an electrical short or overcurrent. The circuit breaker is also used to turn off power to the EVSE when it is being serviced. Photo 22. Step-down transformer located at the utility service point. Photo from Don Karner. Photo 21. Electrical panel. Photo from NYSERDA. Step-down Transformer — The step-down electrical transformer converts high voltage electricity from power lines to a lower voltage that can be used by consumers. It is typically located at the utility pole but can also be placed on a concrete pad. A transformer may need to be upgraded to accommodate the electricity consumed by EVSE. EVSE Connector Standards CHAdeMO is a DC fast charging standard proposed as a global industry standard by the CHAdeMO association starting in 2009. It is used by the Nissan Leaf and Mitsubishi vehicles to quickly charge a vehicle with direct current through a CHAdeMO connector. CHAdeMO connectors are not compatible with SAE J1772 vehicle receptacles. Most DCFC connectors currently available in the United States uses the CHAdeMO standard. SAE J1772 is the Society of Automotive Engineers (SAE) Recommended Practice that covers the general physical, electrical, functional and performance requirements to facilitate conductive charging of PEVs in North America. It defines the physical configuration of how the EVSE connector attaches to the vehicle receptacle and the communication process for safely providing power to the vehicle. All major vehicle and EVSE manufactures support this standard in the U.S. and use SAE J1772 compatible connectors and receptacles for Level 1 and Level 2 charging. SAE J1772 Combined Charging System (CCS) is a revised SAE Recommended Practice that uses a single port for either AC Level 1 and 2 or DC fast charging. This standard came to market in 2014 through the Chevy Spark and BMW i3. Most major vehicle manufacturers in the United States utilize or plan to utilize connectors and receptacles based on the SAE J1772-CCS standard. Photo 23. SAE J1772 CCS connector (left) and CHAdeMO connector (right). Photo from Margaret Smith. Appendix A: Acronyms, Definitions, and Equipment Overview 35 Testa SuperChargers are DCFCs based on Tesla's own connector and currently only charge Testa vehicles. Testa is rapidly expanding their supercharger network across the country. Connector Standard Charging Level Vehicle SAE J1772 Level 1 and Level 2 All PEVs available in the U.S. SAE J1772-CCS Level 1, Level 2, and DCFC Currently available: GM Chevrolet Volt and Spark EV, BMW i3, Volkswagen eGolf, and Ford C-Max Energi Products pending: Chrysler, Daimler, Toyota, Honda and others CHAdeMO DCFC Nissan Leaf, Mitsubishi iMIEV Testa SuperCharger DCFC Testa Model S Table 5. Connector standards for each charging level and the corresponding vehicles. Photo 24. This public parking lot in Charlottesville, VA offers DC fast charging using SAEJ1772 CCS and CHAdeMO connector standards as well as a Testa Level 2 connector. Photo from Margaret Smith.. 36 Appendix A: Acronyms, Definitions, and Equipment Overview Appendix B: Codes and Standards Check with your local fire marshal or authority having jurisdiction to ensure that you are aware of the local codes and standards for installing EVSE and selling electricity. The technical bulletin located at http://www.afdc.energy.gov/bulletins/technology-bulletin-2015-08.html reviews the role that zoning, permitting and codes, and parking ordinances can play within a comprehensive PEV and EVSE deployment strategy, and it includes a variety of state and local examples. A U.S. National Work Group (USNWG) is developing proposed requirements for devices used to measure and sell electricity dispensed at EVSE. The group seeks to ensure that the methodologies and standards facilitate measurements that are traceable to the International System of Units. For more information including the NIST Handbook 130 "Method of Sale for Electrical Energy as Vehicle Fuel" and the NITS Handbook 44 "Device Code Requirements for Electric Vehicle Fueling," visit http://www.nist.gov/pml/wmd/usnwg-evfs.cfm. It should be noted that safety standards for standard residential and commercial outlets were not developed with repeated operations for charging plug-in electric vehicles in mind. The current safety standard that covers 120 volt/20 amp electrical outlets is UL 498, the Standard for Safety for Attachment Plugs and Receptacles. The protocol recommends that these electrical outlets (which are the type typically used for AC Level 1 charging) complete a number of tests to pass safety standards. These include tests wherein the receptacle has a plug inserted and removed 250 times in various conditions without sustained flaming of the material in excess of five seconds duration. Ideally, PEVs will charge more than 250 times per year and thus would plug in many times the UL 498 standard in their operational lifetime. The National Fire Protection Association (NFPA) addresses the safe interface between PEVs and EVSE in the NEC Article 625, "Electric Vehicle Charging System." The NEC also provides minimum requirements for performing site assessments. Specifically, NEC Articles 210, 215, and 220 contain rules that relate to calculations and loading of services, feeders, and branch circuits in all occupancies. Appendix B: Codes and Standards 37 Appendix C: Electricity Consumption Examples The scenarios below are based on specified assumptions and provide an example of annual electricity cost for Level 1, Level 2, and DCFC EVSE. Level 1, Single Port Scenarios Annual Electricity Consumption & Cost Installation Cost Amortized Over l0yrs/kWh & cost/yr.* Assumptions Workplace charging • 1 light duty vehicle • 2,184 kWh/yr • $218/yr $0.000-$0.023/kWh $0-$50/yr • EVSE Type: Level 1 120 VAC • Charging 6hrs/day • Power Level: 1.4kW (12A) • 5 days/week • 4 miles added range/hr. of charging Fleet charging • Electricity Cost: $0.10/kWh • 1 light -duty vehicle • Charging 14hrs/night • 5,096 kWh/yr • $510/yr $0.000 $0.010/kWh $0-$50/yr • Installation Cost $0-$500 • 5 days/week Level 2, Single Port Scenarios Annual Electricity Consumption & Cost Installation Cost Amortized Over l0yrs/kWh & cost/yr.* Assumptions Workplace charging • 2 light -duty vehicles • 10,296 kWh/yr $0.006-$0.123/kWh • Each charging 3hrs/ day • $1,030/yr $60-$1,270/yr • 5 days/week • EVSE Type: Level 2 240 VAC Public charging • EVSE Amperage: (30A) • Vehicle Power Acceptance • 1 light -duty vehicles • 6,864 kWh/yr $0.009-$0.185/kWh Rate: 6.6kW • Each charging 5hrs/ day • $686/yr $60-$1,270/yr • 20 miles added range/hr. of charging • 4 days/week • Electricity Cost: $0.10/kWh • Installation Cost: $600- Fleet charging $12,700 • 2 medium duty • 17,160 kWh/yr $0.003-$0.074/kWh vehicles • Each charging 5hrs/ night • $1,716/yr $60-$1,270/yr • 5 days/week DCFC, Single Port Scenario Annual Electricity Consumption & Cost Installation Cost Amortized Over l0yrs/kWh & cost/yr.* Assumptions • EVSE Type: DCFC 480 VDC Public charging • Power Level: 48kW (100A) • 2 light -duty vehicles • 11,278 kWh/yr $0.035-$0.452/kWh • S0 miles added range/20 min • Each charging 20 min/ day • $1,128/yr $400-$5,100/yr of charging • Electricity Cost: $0.10/kWh • 7 days/week • Installation Cost: $4,000- $51,000 *The installation cost amortized over 70yrs/kWh provides the cost per kWh that would need to be added to the electricity consumption rate in order to recoup the installation costs. This calculation assumes a 70 year lifespan for the EVSE and does not account for potential borrowing costs. 38 Appendix C: Electricity Consumption Examples Appendix D: State and Utility EVSE Incentives These incentives were compiled from the Alternative Fuel Data on July 22, 2015 by Stacy Davis, Oak Ridge National Laboratory. This information accompanies Figure 10, the State EVSE Incentive map. For current incentive information, visit the Laws and Incentives database at http://www.afdc.energy.gov/laws. State EVSE Incentives as of July 22, 2015 State Description $ Value AZ Tax credit for individuals for the installation of EVSE in a house or housing unit that they have built. up to $75 CA Loans to property owners for purchasing and installing EVSE. not stated CA Small business loans up to $500,000 on the installation of EVSE; rebate of 50% of loan under certain conditions. up to $250,000 CO Grants from the Charge Ahead Colorado Program provide 80% of the cost of an EVSE to local governments, school districts; state/federal agencies; public universities; public transit agencies; private non-profit or for -profit corporations; landlords of multi family apartment buildings; and owners associations of common interest communities. up to single port Level 2 $3,260; multiple ports Level 2 $6,260; single port DC $13,000; multiple port DC $16,000 CT Funding up to 100% of EVSE installation cost dependent on certain conditions. up to $10,000 DC Income tax credit of 50% of equipment and labor costs for the purchase and installation of EVSE (publicly available commercial or residential). Commercial up to $10,000; Residential up to $1,000 DE Rebate available for purchase of EVSE (commercial or residential). $500 FL Assistance with financing EVSE installation from local governments. not stated GA Income tax credit of 10% for purchase or lease of EVSE. up to $2,500 IL Rebates available to offset cost of EVSE for governments, businesses, educational institutions, non -profits, and individuals. up to $50,000 LA Corporate or income tax credit for 10% to 25% of the project costs of state -certified green projects, such as capital infrastructure for advanced drivetrain vehicles. up to $1 million LA Income tax credit up to 50% of the cost of alternative fueling equipment. not stated MA from the Massachusetts Electric Vehicle Incentive Program for 50% of the cost of Level 1 or 2 workplace EVSE. up to $25,000 up MA Grants from the Massachusetts Electric Vehicle Incentive Program provide for the purchase or lease of Level 2 EVSE by local governments, universities, driving schools, and state agencies. up to $13,500 MA Grants from the Department of Energy Resources' Clean Vehicle Project for public and private fleets to purchase alternative fuel infrastructure. not stated Appendix D: State and Utility EVSE Incentives 39 State Description $ Value MD Rebates available for governments, businesses, and individuals for the cost of acquiring and installing EVSE. up to: Individual $900; Gov. or Bus. $5,000; Service Station $7,500 MD Income tax credit of 20% for cost of EVSE. up to $400 MS Zero -interest loans for public school districts and municipalities to install fueling stations for alternative fuels. up to $500,000 NC Grant funding from the Clean Fuel Advanced Technology Project for fueling infrastructure related to emissions reduction. not stated NE Low-cost loans through the Dollar and Energy Saving Loan Program for the construction or purchase of fueling station or equipment, up to $750,000. not stated NY Income tax credit for 50% of EVSE. up to $5,000 OH Loans up to 80% of the cost for purchase and installation of fueling facilities for alternative fuels. not stated OK Tax credit available for up to 75% of the cost of installing alternative fuel infrastructure. not stated OR Tax credit of 25% of alternative fuel infrastructure purchase costs. A company that constructs the dwelling or a resident may claim the credit. up to $750 OR Tax credit for business owners of 35% of cost for alternative fuel infrastructure project. not stated OR Low -interest loans for alternative fuel infrastructure projects. not stated TX Grants from the Alternative Fueling Facilities Program provide for 50% of the cost of alternative fuel facilities. up to $600,000 TX from the Emissions Reduction Incentive Grants Program provide for alternative fuel dispensing infrastructure. not stated not UT Grants from the Utah Clean Fuels and Vehicle Technology Grant and Loan Program provide for the cost of fueling equipment for public/private sector business and government vehicles. not stated WA Leasehold excise tax exemption for public lands used for installing, maintaining, and operating PEV infrastructure. not stated WA State sales and use taxes do not apply to labor and services installing, repairing, altering, or improving PEV infrastructure; those taxes do not apply to the sale of property used for PEV infrastructure. not stated WA An additional 2% rate of return for a utility installing an EVSE for the benefit of ratepayers. not stated US Airports The Zero Emissions Airport Vehicle and Infrastructure Pilot Program provides funding for public airports to install or modify fueling infrastructure to support zero emission vehicles. not stated 40 Appendix D: State and Utility EVSE Incentives Utility/Private Incentives as of July 22, 2015 State Description $ Value AL Alabama Power - Rebate for commercial customers installing EVSE. $500 CA Los Angeles Department of Water and Power Rebates for Level 2 or DC fast charge EVSE (commercial or residents owning PEVs). Commercial up to $15,000; Residential up to $750 CA Glendale Water and Power - Rebate to first 100 single-family residential PEV owners to install a level 2 EVSE. $200 FL Orlando Utilities Commission - Rebate for the purchase and installation of commercial EVSE. up to $750 GA Georgia Water and Power - Rebate to business and residential customers installing a level 2 EVSE; Rebate for new home construction builders installing a dedicated circuit. Residential $250; Business $500; New home construct $100 IN NIPSCO Credit to purchase and install residential EVSE. up to $1,650 IN NIPSCO up to 50% of cost to install public EVSE. up to $3,000 MI Indiana -Michigan Power - Rebate to first 250 residential PEV owners/leasers installing level 2 EVSE with separate meter. $2,500 TX Austin Energy Rebate of 50% of purchase cost for Level 2 EVSE for PEV owners. up to $1,500 WA Puget Sound Energy - Rebate to first 5,000 PEV owners for Level 2 EVSE. $500 Appendix D: State and Utility EVSE Incentives 41 Appendix E: References Note: All reference web links accessed as of October 8, 2015. Botsford, C. 2014. "The West Coast Electric Highway." Energy Central (EnergyPulse). October 22nd Available online at: http://www.energycentral.com/enduse/electricvehicles/articles/3017/The-West-Coast- Electric-Highway. Botsford, C. 2012. The Economics of Non -Residential Level 2 EVSE Charging Infrastructure. Paper presented at EVS26 International Battery, Hybrid and Fuel Cell Electric Vehicle Symposium. Los Angeles. May. Available online at: http://www.e-mobile.ch/pdf/2012/Economics_of non-residential_charging_ infrastructure_Charles-B otsford-EV S26.pdf. Chittenden County Regional Planning Council (RPC) 2014. Electric Vehicle Charging Station Guide Book: Planning for Installation and Operation. Winooski, Vermont. June. Available online at: http://www. driveelectricvt. com/doc s/default-source/default-document-library/electric-vehicle-charging-station-guidebook-. pdf. Electric Power Research Institute (EPRI 2013). Electric Vehicle Supply Equipment Installed Cost Analysis. 3002000577. December. Palo Alto, California. Available online at: http://www.epri.com/abstracts/ Pages/ProductAbstract.aspx?Productld=000000003002000577. Francfort, J. 2013. Plug-in 2013 - EV Project Charging Infrastructure Deployment Costs, Cost Drivers and Use. Idaho National Laboratory / U.S. Department of Energy. Presentation at Plug -In 2013 Conference. San Diego, California. October. Available online at: http://avt.inel.gov/pdf/phev/PlugIn2013September2013. pdf. Idaho National Laboratory (INL) 2015a. "What were the Cost Drivers for the Direct Current Fast Charging Installations?" INL/MIS-15-35060. The EV Project. March. Available online at: http://avt.inel.gov/ pdf/EVProj/WhatWereTheCostDriversForDCFCinstallations.pdf. Idaho National Laboratory (INL) 2015b. "How do Publicly Accessible Charging Infrastructure Costs Vary by Geographic Location?" INL/MIS-15-35319. The EV Project. May. Available online at: http://avt.inl. gov/pdf/EVProj/HowDoPubliclyAccessiblelnfrastructurelnstallationCosts VaryByGeographicLoc ation.pdf. Idaho National Laboratory (INL) 2015c. "What were the Cost Drivers for Workplace Charging Installations?" INL/MIS-15-35390. The EV Project. May. Available online at: http://avt.inl.gov/pdf/EVProj/ WhatWereTheCostDriversForWorkplacelnstallations.pdf. Idaho National Laboratory (INL) 2015d. "What is the Impact of Utility Demand Charges on a DCFC Host?" INL/EXT-15-35706. June. Available online at: http://avt. inl.gov/pdf/EVProj/EffectOfDemandChargesOnDCFCHosts.pdf. North Carolina Department of Commerce. 2013. Plug -In Electric Vehicle (PEV) Roadmap for North Carolina. Version 1.1. Report prepared by the North Carolina Plug-in Electric Vehicle (NC PEV) Taskforce. February. Available online at: http://www.trianglecleancities.org/Data/Sites/4/media/ncpevroadmap february2013.pdf. Orlando Utilities Commission (OUC) 2014. "DC Fast Charging Efforts in Orland." Presentation by OUC. December 9`h. Available online at: http://www.advancedenergy.org/portal/ncpev/blog/news/wp-content/ uploads/2014/ 12/OUC-presentation-NCPEV-14.pdf. 42 Appendix E: References VEHICLE TECHNOLOGIES OFFICE EV Everywhere U.S. DEPARTMENT OF ENERGY Clean Cities U. S. Department of Energy U.S. DEPARTMENT OF Energy Efficiency & ENERGY Renewable Energy cleancities.energy.gov Clean Cities Technical Response Service 800-254-6735 • technicalresponse@icfi.com DOE/EE-1289 • November 2015 Printed with a renewable -source ink on paper containing at least 50% wastepaper, including 10% post -consumer waste. Front Cover Picture Credits: West Coast Electric Highway DCFC - WSDOT, EV Project Level 2 EVSE - INL, NREL EV Charging Station - Mike Simpson, NREL 18873 Options for Electrical Vehicle charging in Stillwater: Lowest cost option: Install LEVEL 1 charging; 110V plugs at a light pole in the COOP parking lot. Estimated cost $500 Drivers bring their own cords (everyone has these) FREE Electricity to people charging (see cost calculator) Mid Priced option: Install LEVEL 2 charging station (220V) in COOP parking lot FREE Electricity to people charging (see cost calculator) Charging station is much less estimated: $3,000 - see link below Still need electrical be brought to site: Charge unknown Cost of electricity plus charging station < $29,000 over 10 years (no real maintenance costs according to experts). Highest Priced option: Install ChargePoint LEVEL 2 charging station (220V) in COOP parking lot Charge users for the electricity. Service by ChargePoint allows customers to make reservations, city becomes a station owner. Estimated 10 yr: $29,000 per city quote. Cost calculator to provide electricity free: (People think the city pays less than $0.1 per kWh, but makes the math easy). Level 1 Level 2 Cost of electricity Draw 3.3 kW 6.6 kW 0.1 per kWh Charge per hour 3.3 6.6 kWh Cost of electricity/ hr $0.33 $0.66 10 hour charging/day $3.30 $6.60 One month at 10 hr $99.00 $198.00 1 yr free charge $1,188.00 $2,376.00 In last year's work on this, around the ChargePoint system, it was thought that 10 hours of charging per day, all year long was unrealistic, so the actual cost of the electricity would be less in a year. How to pay for "free" electricity, or chargers: Volkswagen Settlement: https://www.pca.state.mn.us/air/volkswagen-settlement MN will receive $49 MM dollars: As part of the settlement, states are eligible to receive funds to pay part of the cost of projects to reduce diesel emissions from vehicles and to install electric vehicle infrastructure. The MPCA is developing Minnesota's plan for using these funds to improve air quality in our state. So the city could apply to get monies to offset the charger costs. Sponsorships: The charging station area could have a sign on the light post highlighting the sponsors who would be paying the city back for the electricity. Presumably the COOP and some businesses located downtown might be persuaded to sponsor the electricity. The Tuk-Tuk seems to have garnered sponsorship from many businesses. Location: The best location is a lighting pole in lot 8a, at the north edge of the COOP parking slots. It would allow charging outside the COOP area on busy weekends when the COOP sections off its portion AND inside the COOP section. Four parking spots could reach the two charging station plugs. Other charging stations coming to Stillwater: The Crosby hotel will put in LEVEL 2 chargers (2 stations, 4 plugs total) in the parking structure, in the public parking level. Other links: Cost of EV chargers: https://www.afdc.energy.gov/uploads/publication/evse cost report 2015.pdf (hopefully included with packet) i11watt THE BIRTHPLACE OF MINNESOTA TO: Downtown Parking Commission FROM: Bill Turnblad, Community Development Director DATE: September 18, 2017 RE: Parking for The Crosby Hotel BACKGROUND The Parking Commission considered the parking arrangement and mitigation plan for The Crosby Hotel. The City Council approved the project with the conditions attached to the parking plan by the Parking Commission. Though there are several changes since the time that the Commission reviewed the project. The changes are: 1) The Crosby will own and maintain both the surface lot and the parking deck. The parking deck still must be made available to the public as stipulated by the Parking Commission. 2) The City lot will be purchased by the developer. 3) The number of guest rooms will be reduced from 66 to a maximum of 57. This changes the required number of parking spaces. Now, no mitigation will be necessary since more parking spaces will be constructed than are required. PARKING ANALYSIS When the Parking Commission last saw the project with 66 rooms, the number of parking spaces required was 107 during the high -season and 104 during the off-season. (See table below.) Project element Parking standard Size Total required Hotel 1/room + 1 66 rooms 67 Restaurant (1/120 sf)/2 1,482 sf (1,482/120)/2 = 6 Restaurant patio (1/120 sf)/2 640 sf (640/120)/2 = 3 replacement spaces for lot 13 23 current spaces 23 replacement spaces for lot 14 8 current spaces 8 TOTAL 107 The Crosby Parking Page 2 Since the two -level parking facility was planned at the time to have 101 spaces (49 surface lot; 52 public parking deck), there would have been a shortage of 3 spaces during the off-season and a shortage of 6 spaces during the high season. However, the number of rooms is now to be reduced to a maximum of 57 (perhaps as few as 55). Therefore, the required number of parking spaces is now only 97 during the high season. Since 101 spaces are to be provided, the parking standard is exceeded and no mitigation will be necessary. bt Ulwater THE 6 1 N T N PLACE OE MINNESOTA PLANNING REPORT DATE: September 19, 2017 TO: Downtown Parking Commission FROM: Bill Turnblad, Community Development Director TOPIC: Downtown Plan Implementation INTRODUCTION Since the City Council approved the Draft Downtown Plan, the community is anxious to begin seeing implementation of the plans elements. The multiple million dollar question is: "When will that happen?" The purpose of this planning report is to address that question. STATUS OF THE DOWNTOWN PLAN In June of this year the Stillwater City Council approved the draft of the new Downtown Plan. It is currently undergoing review by surrounding agencies and municipalities. That "jurisdictional review" will be completed by September 29, 2017. Then it will be eligible for submission to the Metropolitan Council for review and approval. However, rather than subject the Downtown Plan to a separate review by the Metropolitan Council, we will include it within the 2018 Comprehensive Plan. The consultants have been selected to help the City develop the 2018 Comp Plan. A contract for the professional services is expected to be approved by the City Council on October 3, 2017. That will initiate about a one year process that will result in a draft of the new Comp Plan. That draft will be ready for a 6 month jurisdictional review to begin in about October of 2018 and submission to the Met Council in about April of 2019. DOWNTOWN PLAN IMPLEMENTATION Implementation of permanent Downtown Plan elements could begin after review and approval of the plan by the Metropolitan Council in late spring of 2019. However, there are a number of low cost interim changes that can be made sooner than 2019. "Paint and planters" can be used in the near term. The "paint and planters" approach can effect immediate change, but not permanent change. That is useful not only to see quick Downtown Plan Page 2 change, but can allow some experimentation to see what works best. This in turn can be useful in designing the permanent improvements that will come later. To allow the community to experiment, and then eventually to construct the permanent changes, city staff and MnDOT staff have been holding a series of meetings. The purpose of the meetings is to create a "use agreement" that allows both the community and MnDOT to realize their needs and goals. Key points of the agreement include: 1. MnDOT will continue to own the right-of-ways for both Chestnut Street (east of Main Street) and Main Street (State Highway 95). 2. MnDOT needs to have access to the Lift Bridge for maintenance and lift operation. 3. MnDOT will work with the City to approve changes to the surface of Main Street (and to traffic signal cycling) according to our Downtown Plan as long as State through -traffic is accommodated properly. This includes both physical changes and striping changes. 4. MnDOT will work with the City to approve changes to Chestnut Street according to the Downtown Plan. This could include both physical changes and "paint and planters" types of changes. 5. The City will cover the cost of the interim striping changes on Main Street. 6. The City will assume maintenance responsibilities for Chestnut Street east of Main Street. It is hoped that a proposed use agreement will be submitted to the City Council for consideration in late October. Then interim changes could begin. bt