City Council Workshop

AGENDA City Council Workshop January 14, 2020 Hadley Room 5 PM Electric Vehicles 5:15 PM Local Sales Tax Regional Significance 5:30 PM Joint Meeting with Parks and Recreation Commission 6 PM Park CIP: Ice Rinks, Warming Houses, Walton Backstop 6:45 PM Council Discussion 6:58 PM Adjournment  COUNCIL MEMORANDUM To: Honorable Mayor and City Council From: Jen Hassebroek, Sr. Community Development Specialist Date: 1/14/2020 Subject: Electric Vehicle Study Discussion Purpose The purpose of this memo is to gather feedback on the Electric Vehicle (EV) Study findings and update the City Council on the work of the Environmental Management Commission on moving forward with implementation steps. Background In the 2040 Comprehensive Plan Update, Chapter 8 Resilience, the following goal and policy was identified: Goal #1: Consistent with state-wide goals, community-wide greenhouse gas (GHG) emissions shall be reduced 30% by 2025 and 80% by 2050 from 2007 levels in order to mitigate the impacts of climate change on the community. Policy #6: Support private and public infrastructure that accommodates and encourages use of electric and autonomous vehicles and explore options for City fleet use of electric vehicles. This policy was also identified as a priority for 2019/2020 in the Environmental Management Commission’s work plan. The first step in this process was to look at electric vehicles and evaluate the City’s role in their use through the attached Electric Vehicle Study. (Attachment A) The EMC reviewed the study in-depth at their August 18th, 2019 meeting and supported all of the action items identified. However, they found the actions listed in the following executive summary to be the highest priority to make the most immediate impact on facilitating EV use in Oakdale. Electric Vehicle Study Executive Summary The primary driver behind Minnesota’s rapidly changing climate is greenhouse gas emissions (GHG). The transportation sector accounts for 25% of total GHG emissions in the state, 70% of which come from vehicle use. While traditionally gas-powered, technological advances have made it possible to use electricity to partially or completely power vehicles. Vehicles that utilize electricity as a power source are either: Hybrid Electric Vehicles (HEV), Plug-in Hybrid Electric Vehicles (PHEV) or Electric Vehicles (EV). Charging is done with either a Level 1, Level 2, or DC Fast Charger. The various levels have different charging speeds and costs. Charging of an EV most often happens at home, but also can be done at the workplace, on the go at publicly accessible locations (e.g. Hy-Vee), city facilities, or on-street or in the right of way. Electric vehicles (EV) have a number of benefits both to the driver and the community. Benefits to the driver include lower costs to fuel and less maintenance. Benefits to the community include reduced GHG emissions and air pollution, the economic impact of generating fuel locally, and increased  COUNCIL MEMORANDUM efficiency of electric infrastructure. Oakdale has a role in advancing EV’s through its policy decisions, regulatory framework, administrative practices, public programs, and leadership position. PRIORITY IMPLEMENTATION ACTIONS Action Description Sponsor, coordinate, or promote a local ride and drive where residents may Ride and Drive Event test drive and speak with actual EV owners about their experience. Zoning/Subdivision Code Allow EV charging station as an accessory use in all zoning districts. Amendment Zoning/Subdivision Code Establish design standards for public, commercial, and multi-family EV charging Amendment stations. Define requirements for parking in an EV charging station and penalty for City Code Amendment violation. Zoning/Subdivision Code Ensure minimum number of accessible EV charging stations in new Amendment development. Zoning/Subdivision Code Identify appropriate incentive and/or requirements for EV charging Amendment infrastructure in new multi-family or commercial developments. Building Permit Process Ensure process for permit meets best practices for form, rate, and education. EV Bulk Buy Partner with Drive Electric MN to promote their bulk buy programs for EV’s City Financing for EV Add EV charging infrastructure and equipment as eligible expenses under the Charging Stations BRLF and HIA loan programs. Question: • Does the City Council want to move forward with researching and implementing the priority action items identified in the Electric Vehicle Study?  2019 ELECTRIC VEHICLE STUDY Environmental Management Commission City of Oakdale 8/19/2019 ELECTRIC VEHICLE STUDY Table of Contents ELECTRIC VEHICLE STUDY........................................................................................................................... 1 Table of Contents ................................................................................................................................. 1 EXECUTIVE SUMMARY ................................................................................................................................. 3 BACKGROUND .............................................................................................................................................. 5 Problem Statement .................................................................................................................................. 5 State and Local Policy.............................................................................................................................. 5 Transportation Sector .............................................................................................................................. 5 ELECTRIC VEHICLE BASICS ......................................................................................................................... 7 Electric Vehicle Types .............................................................................................................................. 7 Hybrid Electric Vehicle (HEV) ............................................................................................................... 7 Plug-in Hybrid Electric Vehicle (PHEV) ................................................................................................ 7 Electric Vehicle (EV) ............................................................................................................................. 7 Electric Vehicle Charging ......................................................................................................................... 8 Level 1 Charging .................................................................................................................................. 8 Level 2 Charging .................................................................................................................................. 8 DC Fast Charging.................................................................................................................................. 8 Electric Vehicle Benefits .......................................................................................................................... 9 ELECTRIC VEHICLE BENEFITS FOR THE COMMUNITY ............................................................................ 10 Greenhouse Gas Emissions ................................................................................................................. 10 Air Pollutants ......................................................................................................................................... 10 Economic ............................................................................................................................................... 10 Electric Grid ........................................................................................................................................... 11 ADVANCING THE USE OF ELECTRIC VEHICLES BY THE PUBLIC ............................................................. 12 Education............................................................................................................................................... 12 Policy & Regulation ............................................................................................................................... 12 Partnership ............................................................................................................................................ 17 1 ADVANCING THE USE OF ELECTRIC VEHICLES IN CITY OPERATIONS.................................................... 18 Education............................................................................................................................................... 18 Policy & Regulation ............................................................................................................................... 18 Partnership ............................................................................................................................................ 19 2 EXECUTIVE SUMMARY The primary driver behind Minnesota’s rapidly changing climate is greenhouse gas emissions (GHG). The transportation sector accounts for 25% of total GHG emissions in the state, 70% of which come from vehicle use. While traditionally gas-powered, technological advances have made it possible to use electricity to partially or completely power vehicles. Electric vehicles (EV) have a number of benefits both to the driver and the community. Oakdale has a role in advancing EV’s through its policy decisions and regulatory framework. Oakdale adopted a policy to support private and public EV infrastructure in its 2040 Comprehensive Plan Update. Vehicles that utilize electricity as a power source are either: Hybrid Electric Vehicles (HEV), Plug-in Hybrid Electric Vehicles (PHEV) or Electric Vehicles (EV). Charging is done with either a Level 1, Level 2, or DC Fast Charger. The various types have different charging speeds and costs. Charging of an EV most often happens at home, but also can be done at the workplace, on the go at publicly accessible locations (e.g. Hy-Vee), city facilities, on-street or in the right of way. A summary of possible actions that could be taken to promote both public use and city use of EV’s is as follows. PUBLIC USE OF ELCTRIC VEHICLES Action Description Ride and Drive Event Sponsor, coordinate, or promote a local ride and drive where residents may test drive and speak with actual EV owners about their experience. Zoning/Subdivision Code Amendment Allow EV charging station as an accessory use in all zoning districts. Zoning/Subdivision Code Amendment Establish design standards for public, commercial, and multi-family EV charging stations. City Code Amendment Define requirements for parking in an EV charging station and penalty for violation. Zoning/Subdivision Code Amendment Ensure minimum number of accessible EV charging stations in new development. Zoning/Subdivision Code Amendment Identify appropriate incentive and/or requirements for EV charging infrastructure in new multi-family or commercial developments. 3  PUBLIC USE OF ELCTRIC VEHICLES Pilot Project - Commercial Property Workplace Partner with commercial property to create Charging workplace charging station pilot, promote to greater business community. Public facility, Park, On-street, Light Pole, or Evaluate viability of utilizing any of these other Right-of-Way Charging Station options to provide public EV charging at City- owned facilities and properties. Building Permit Process Ensure process for permit meets best practices for form, rate, and education. EV Bulk Buy Partner with Drive Electric MN to promote their bulk buy programs for EV’s City Financing for EV Charging Stations Add EV charging infrastructure and equipment as eligible expenses under the BRLF and HIA loan programs. CITY OPERATIONS USE OF ELECTRIC VEHICLES Action Description City Fleet Evaluate feasibility of completing FleetCarma study to identify opportunities for EV use in City fleet. City Gas Powered Equipment Participate in MPCA grant program to replace equipment as warranted. State Vehicle Purchase Contract If opportunities for EV use are identified in the City fleet, use state contract to procure new vehicles as warranted. State EV Supply Equipment Contract If a public charging station is identified for city property, use state contract to keep equipment costs down. 4 BACKGROUND Problem Statement - The primary driver behind Minnesota’s rapidly changing climate is the emission of greenhouse gases (GHGs) driven by human activity. GHGs are gases that warm the atmosphere and surface of the planet leading to changes in the earth’s climate. Much of the GHG emissions come from burning of fossil fuels for transportation, electricity generation, and agricultural practices. Climate change impacts public health, natural resources, infrastructure, and the state’s overall way of life. Higher temperatures, more extreme storms with intense flooding, changes in forestation patterns, crop growing seasons, and wildlife habitat impact the economy and the quality of life in Minnesota. 1 State and Local Policy - The State of Minnesota passed the Next Generation Energy Act in 2007 which set interim and long-term goals for the reduction of overall GHG emissions in the state. The Act called for a 30% reduction in 2005 GHG emissions by 2025 and an 80% reduction by 2050 across all sectors. In 2018, Oakdale adopted the same goal in the Resilience Chapter of the 2040 Comprehensive Plan. Progress towards emissions reduction goals requires regularly measuring GHG emissions. GHG’s are generally described in terms of CO2 equivalent (CO2-e). GHGs include carbon dioxide (CO2), nitrous oxide (N2O), methane (CH4), sulfur hexafluoride (SF6), hydrofluorocarbons (HFCs) and perfluorocarbons (PFCs). CO2 represents the largest percentage of total GHG’s but all lead to climate change. Electricity generation, transportation, agriculture/forestry/land use, industrial, residential, commercial, and waste represent the seven broad sources of GHG emissions. Historically, the electricity generation sector has represented the largest source of GHG emissions in the state. About 80% of electricity used in Minnesota is generated in Minnesota. Market forces and policy decisions together have greatly increased the use of renewable energy generation in the State’s overall utility mix. Due to this change, emissions from electricity generation have dropped 29% since 2005, enough that the transportation sector is now the highest emitting sector in the state. Transportation Sector - The 2019 Greenhouse Gas (GHG) Legislative Report indicates that GHG emissions from the transportation sector (on-road vehicles, trains, airplanes, etc.) account for 25% of the total GHG emissions in Minnesota. Approximately 70% of emissions in the transportation sector come from light-duty trucks, passenger vehicles, and medium to heavy trucks. Federal fuel efficiency 1 Greenhouse gas emissions in Minnesota: 1990 – 2016 – Biennial report to the Legislature tracking the state’s contribution to emissions contributing to climate change: Minnesota Pollution Control Agency, January 2019 5 standards have resulted in an 8% reduction in transportation GHG emissions in Minnesota since 2005, even though there has also been a shift in Minnesota towards larger, less fuel efficient vehicles that are often driven further. 2 There are two ways to respond to climate change: mitigation and adaptation. Mitigation includes efforts to limit the magnitude and progression of climate change by reducing the emissions of GHGs into the atmosphere. Adaptation includes developing strategies to help cope with the changes that have already happened and build resilience in the natural and built environments. Several strategies can help reduce emissions through mitigation in the transportation sector, they are (1) increase the availability and access to transit and multi-modal pedestrian transportation options; (2) increase vehicle fuel efficiency; (3) reduce total vehicle miles traveled, and (4) shift to fuels with less GHG emissions. Technological advances have made the shift to less intensive fuels possible primarily through the increased use of electric vehicles (EV’s). Electric vehicles have a number of benefits to both the individual driver and the community. The City has a role in advancing the adoption of EV’s through policy decisions and its regulatory framework. Oakdale formally recognized this role by including a policy to explore EV options in the 2040 Comprehensive Plan Update. Policy 6 in the Resilience Chapter states: Support private and public infrastructure that accommodates and encourages use of electric and autonomous vehicles and explore options for City fleet use of electric vehicles. 2 Greenhouse gas emissions in Minnesota: 1990 – 2016 – Biennial report to the Legislature tracking the state’s contribution to emissions contributing to climate change: Minnesota Pollution Control Agency, January 2019 6 ELECTRIC VEHICLE BASICS Electric Vehicle Types - Electric vehicles use electricity as their primary power source or to improve the fuel efficiency of traditional internal combustion engines (ICE). There are three types of electric powered vehicles: 3 Hybrid Electric Vehicle (HEV): Powered by both an electric motor that uses energy stored in a battery and a traditional ICE. The battery is charged from the ICE and through regenerative braking. Hybrid vehicles are not plugged in to charge, and the electric motor provides extra power that improves fuel efficiency, it is not meant to operate on electric power alone. The most commonly known example of a hybrid vehicle is the Toyota Prius. Plug-in Hybrid Electric Vehicle (PHEV): Similar to a HEV but the PHEV has a larger battery that allows it to travel on electricity alone or to be paired with the ICE to increase fuel efficiency. The battery can be charged by plugging in to an electric power source, through regenerative braking, and the ICE. It does not require being plugged in to operate as it still has an ICE, but maximum fuel efficiency is attained when the battery is charged. PHEV’s can currently go up to 50 miles on battery power alone depending on the model of PHEV. In 2018, the average vehicle miles traveled per person, per day in Oakdale was 27.5 miles. Electric Vehicle (EV): Runs on electricity alone, powered by an electric motor that uses energy stored in a large battery. EV’s are primarily charged by plugging into a power source but also through regenerative braking. EV’s can typically go 70 to 100 miles on a single charge with some models such as a Tesla able to go more than 200 miles. ELECTRIC VEHICLE TYPES Powered By Range Vehicle Type Electric Regenerative ICE Plug In (Battery Only) Motor Breaking Hybrid Electric Vehicle (HEV) X X X N/A Plug In - Hybrid Electric Vehicle X X X X Up to 50 miles (PHEV) Electric Vehicle (EV) X X X 70 to 200+ miles 3 Plug-In Electric Vehicle Handbook for Workplace Charging Hosts: US Department of Energy Clean Cities, August 2013 7 Purchase price for HEV, PHEV, and EV models of vehicles vary widely by make of vehicle, just like traditional gas powered vehicles do. Currently the lowest MSRP on a PHEV or EV available in the Midwest is $27,100 for a Prius Prime, and the highest is $147,500 for a BMW i8. There is also a federal tax credit of up to $7,500 currently available to incentivize PHEV and EV purchases. 4 Electric Vehicle Charging - There are a variety of charging speeds available for electric vehicles. The level of electrical power a charging station draws and provides determines how fast an EV will charge. 5 Level 1 Charging: Charging is done using a 120-volt AC circuit (uses three-prong plug). It is the slowest rate of charging at 2 to 5 miles of range per hour of charging time. In homes or workplaces that don’t have a 120-volt outlet already accessible, new installation costs between $500 and $1,000 depending on existing capacity. Level 2 Charging: Charging typically occurs overnight using a 240-volt AC circuit. This is the most common charging level for residential, workplace, fleet and public facilities. Station requires installation of charging equipment and a dedicated circuit of 20 to 80 amps depending on the type of charging equipment. Level 2 chargers can add between 10 and 20 miles of range per hour depending on the charging equipment. The cost for a Level 2 charger can range anywhere from $2,000 to $5,000. DC Fast Charging: Charging time is significantly reduced compared to Level 1 or Level 2 charging stations. DC fast charging can be anywhere from 50 to 350 kW DC in power and can add 100 miles of charge in 35 to as little as 5 minutes depending on the power level. DC fast charging is typically seen along heavy traffic corridors such as interstates and major highways. DC fast charging is the most expensive to install with costs ranging from $60,000 to $150,000 or more depending on the power level that is installed. Charging of EV’s can be done in single-family homes, multi-family housing, workplaces, and on the go. Most EV charging happens at home overnight, but options for daytime charging help extend range for EV drivers. 4 Plug-in Connect: Midwest PEV Models, February 2019 5 Accelerating Electric Vehicle Adoption: A Vision for Minnesota: Minnesota Department of Transportation, January 2019 8  ELECTRIC VEHICLE CHARGING STATIONS Charger Type Power Level Needed Speed of Charge Installation Costs 2 to 5 miles of range per Level 1 120 volt AC circuit $500 to $1,000 hour 10 to 20 miles of range Level 2 240 volt AC circuit $2,000 to $5,0000 per hour 100 miles of range in 5 DC Fast to 35 minutes 50 to 350 kW DC circuit $60,000 to $150,000 Charging depending on power level Electric Vehicle Benefits - Electric vehicles have a number of benefits for drivers to consider. Driving an EV is cheaper to fuel than a traditional ICE vehicle. It costs approximately $3.00 for a 100 mile charge; the same 100 miles would cost about $10.00 in gasoline. EV’s have the ability to accelerate very quickly which many drivers find makes for a fun drive. Fully electric vehicles have less maintenance than vehicles with an ICE as there are significantly fewer parts in an EV engine. There is no need for oil changes, transmission fluid changes, spark plugs or mufflers. 6 6 Accelerating Electric Vehicle Adoption: A Vision for Minnesota: Minnesota Department of Transportation, January 2019 9 ELECTRIC VEHICLE BENEFITS FOR THE COMMUNITY Beyond the personal benefits of driving an EV there are many broader public benefits as well. 7 Greenhouse Gas Emissions - Depending on where the electricity that charges the battery comes from, EV’s reduce greenhouse gas emissions anywhere from 61% to 95% over a traditional gas- powered vehicle. A study by the Great Plains Institute looked at full lifecycle emissions (fuel extraction and refining, vehicle manufacturing) for gasoline-powered vehicles, EV’s powered with Xcel’s regular electric mix, and EV’s that subscribe to a renewable energy program like WindSource in Minnesota. 8 EV’s using Xcel Energy’s current electrical generation emit 61% less GHG emissions over their lifetime versus a standard gas-powered vehicle. EV’s who subscribe to a renewable energy subscription program produce 95% less lifetime GHG emissions. Air Pollutants - In addition to GHG emissions, EV’s also emit fewer air pollutants. Vehicles produce about one quarter of the air pollution in Minnesota with pollution more concentrated by major roadways. This pollution can lead to respiratory and cardiac health issues, especially for seniors, children, and those with existing health problems. The EPA’s EJSCREEN tool combines environmental and demographic information and helps cities evaluate environmental conditions alongside demographic trends. In 2018, Oakdale was in the 89th percentile in the state for particulate matter pollution, the 78th percentile for diesel particulate matter pollution, the 63rd percentile in the respiratory health index, and the 86th percentile for traffic proximity and volume. 9 This means that of all the cities in the state, 89% had lower levels of particulate matter pollution, etc. In all these categories, Oakdale’s values were higher than the statewide average. Much of this is attributed to being adjacent to three major interstates/highways. All-electric vehicles have zero tailpipe air pollution but there is still pollution from how the electricity used to power them was produced and from the vehicle construction. However, for both an EV and a PHEV those pollutants are still far less than those from a standard gas vehicle as they do not use any/as much gasoline which causes air pollution. Economic - Currently, the gasoline/diesel used to power the transportation sector comes almost entirely from out of state. According to the Minnesota Department of Transportation the cost for this fuel is about $11 billion annually in the state. Switching to electricity to power the transportation sector brings the opportunity to use renewable energy sources to create that electricity, in turn 7 Accelerating Electric Vehicle Adoption: A Vision for Minnesota: Minnesota Department of Transportation, January 2019 8 Electric Vehicles Provide Large GHG Reductions in Minnesota: Great Plains Institute, April 2016 9 EJSCREEN Report, Oakdale, MN EPA Region 5; US Environmental Protection Agency, March 2019 10 boosting the local economy. The clean energy industry currently employs 54,000 Minnesotans, and has grown 78% since 2000. 10 Electric Grid - Lastly, there is a benefit from EV’s to the electric grid as a whole. As a majority of EV charging is done at home and overnight, this also happens to coincide with the time there is the least amount of electricity demand. Having a steady demand for electricity over the course of the day evens out the grid load. It also makes new power generation plants more cost effective. New power plants have to be built to meet peak demand, even if that demand is only a few hours a day. Overnight charging increases the use of the plant infrastructure in overnight hours when electricity use is typically lowest. Xcel Energy offers lower rates to customers who have an EV they charge overnight. Keeping electricity production cost effective helps keep electricity rates down benefiting everyone, whether or not they have an EV. 10 Accelerating Electric Vehicle Adoption: A Vision for Minnesota: Minnesota Department of Transportation, January 2019 11 ADVANCING THE USE OF ELECTRIC VEHICLES BY THE PUBLIC There are several pathways cities can consider when looking at how to facilitate electric vehicle adoption among its constituents. Cities have a role in public education, set policies and regulations for the city, and can partner with other agencies or businesses to further EV infrastructure development. Education Ride and Drive Events: One way to promote interest in electric vehicles is to sponsor, coordinate or promote a ride and drive event. These type of events gives residents the opportunity to check out EV’s without the pressure of a dealership and hear from owners’ first-hand about their experience in owning and driving an EV. Events can be stand-alone or in coordination with other community events. There is also a National Drive Electric Week where around the country EV drivers gather to share their experience with those interested in EV’s. The Minnesota event for 2019 will be held on Saturday, September 14th in Minneapolis. Policy & Regulation Zoning and Infrastructure: Bloomberg is forecasting that by 2040 55% of all new car sales will be electric vehicles. 11 In Minnesota, this translates to about 100,000 cars per year. To facilitate widespread installation of EV charging stations, city zoning and subdivision regulations should be updated as necessary to: 1. Allow EV charging stations as an accessory use in all zoning districts. 2. Establish design standards for the charging stations in public, commercial, and multi-family residential areas to provide consistency and ensure accessibility of the stations. Standards should facilitate market expansion without committing to a specific type of charging station or technology. 3. Adopt code language that defines the requirements for parking in an EV charging station spot and any penalty for violation of those requirements. This step is necessary as there have been many cases of cars or trucks with an internal combustion engine (ICE) purposefully parking in EV charging station spots to prevent EV charging, a phenomenon known as ICE- ing. 4. Ensure that any new EV parking stations include a minimum number of opportunities for those that require accessible parking. 11 Electric Vehicle Outlook 2018: Bloomberg New Energy Finance 12 Potential locations for charging stations and potential policies and regulations for each location include the following: At Home Charging: Approximately 80% of EV charging will happen at home, overnight. 12 While existing housing stock will need to be retrofitted in most cases to support anything beyond a Level 1 charger there is an opportunity to ensure new construction is built to be EV ready. Installing conduit or raceways during the construction process can be 64 – 75% less expensive than retrofitting existing garages. 13 As such, many cities around the country are beginning to either incentivize or require a certain level of EV charging infrastructure to be installed during the construction process. Some examples include the following: EXAMPLES OF EV CHARGING INFRASTRUCTURE INCENTIVES OR REQUIREMENTS Incentive or City Use Description Regulation Atlanta, GA Regulation Single- New construction has electrical family infrastructure (not actual charging station) to support EV charging in garage. Atlanta, GA Regulation Multi-family New construction has 20% of spaces built to be EV ready. St. Louis Park, MN Regulation Multi-family All new, expanded or reconstructed buildings shall provide 5 to 10% of parking spaces (depending on building size) as Level 1 charging stations. St. Louis Park, MN Regulation Multi-family All new, expanded or reconstructed buildings shall provide electrical capacity for future installation of Level 2 EV chargers for a minimum of 10% of the parking spaces. Aspen, CO Regulation Multi-family 3% of new/reconstructed parking has electrical infrastructure (not actual charging station) to support EV charging. 12 Plugged In: How Americans Charge Their Electric Vehicles, Idaho National Laboratory 13 AchiEVe: Model State & Local Policies to Accelerate Electric Vehicle Adoption Policy Toolkit: Sierra Club and Plug In America, June 2018 13  EXAMPLES OF EV CHARGING INFRASTRUCTURE INCENTIVES OR REQUIREMENTS Boulder, CO Regulation Multi-family 10% of new/reconstructed parking has electrical infrastructure (not actual charging station) to support EV charging Boulder, CO Regulation Single- EV-ready outlet must be installed in new family construction garages Palo Alto, CA Regulation Multi-family 5 to 10% of new parking has Level 2 EV charging stations installed. St. Paul, MN Incentive Multi-family All new building or rehab projects receiving more than $200,000 in public assistance to meet sustainable building standards that include a requirement for EV charging stations. Edina, MN Incentive Multi-family Inclusion of EV charging or infrastructure awarded amenity points in PUD ordinance. Golden Valley, MN Incentive Multi-family Inclusion of EV charging or infrastructure awarded amenity points in PUD ordinance. Workplace Charging: Making EV charging available at the workplace is a benefit to business and building owners for a variety of reasons. For businesses, making EV charging available is another tool for employee attraction and retention. Providing EV charging at work offers employees both range security and more flexibility if their daily plans change and they need additional charging. It increases the incentive for employees to consider purchasing an EV if they know there are additional opportunities for them to charge throughout the day. It also gives the business an opportunity to publicize their leadership in sustainability initiatives and the EV parking can be used in promotional materials for the business. For building owners, providing EV charging stations is a minor investment that provides value for existing tenants and may be attractive to potential tenants as well. It also could be a new revenue stream if it is set up to charge for use. Building owners should consider surveying tenants about existing and anticipated need for EV charging. 14  The City may consider partnering with an interested building owner in an EV charging station pilot and then promote the outcomes to broader business community. On The Go Charging: When considering on the go EV charging stations beyond the home or workplace, there are a number of factors to consider when evaluating a potential site. Examples of on the go charging areas would be high traffic sites such as shopping centers, athletic complexes, downtown areas, or tourist sites. • Visibility: The location should be easy to locate and access by the driver. Wayfinding signage may be necessary. • Accessibility: The location should be easy to locate and access by the driver. Space should either be designated as handicapped accessible or at a minimum meet accessibility standards even if not officially designated as a handicapped parking space. • Power: The closer the charging station can be to an adequate power source will reduce the installation cost. • Security: Theft or damage to the charging equipment can be mitigated through good lighting, a busy location, curb placement, and breakaway charging cords. Public Use Charging at City Facilities and Parks: One way a city can participate in encouraging EV use is by installing public EV charging at locations that are destinations for residents such as City Hall, major parks, and other public parking lots or ramps. Edina recently installed a public charging station at the 50th and France parking ramp. Minneapolis has a number of public charging stations across their various publically owned ramps and lots. Several Minnesota cities have a charging station at City Hall for public use. On - Street and Parking Lot Light Pole Charging Access: A unique opportunity some cities and states are utilizing is using existing street and parking lot lights to provide EV charging access. Many street and parking lot lights were designed to use more electricity than most likely is currently being used due to the growth of the use of LED lighting. This excess capacity can then be used to supply an EV charging station. Many cities along the west coast are adding EV charging to street and parking lot lighting, most notably Los Angeles, CA who has installed 82 of these type of EV charging stations. 14 Right of Way Charging Access: The City of Portland created the first-of-its-kind pilot program to allow private entities and utilities to place up to 50 charging stations in specific areas of City 14 AchiEVe: Model State & Local Policies to Accelerate Electric Vehicle Adoption Policy Toolkit: Sierra Club and Plug In America, June 2018 15  right-of-way. These stations are publically available and help encourage a public-private partnership in the development of EV charging stations. 15 For all of the above charging stations except home charging, the owner of the station will need to make decisions about what, if any, cost will paid by the car owner for charging. Some workplaces may choose to offer free charging as an employee benefit but will then need to set up standards to ensure fair access to the station. Otherwise users only interested in the free electricity may oversubscribe use of the charging station and prevent those who actually need the additional charging to make their return trip home at night from using the resource. Daytime charging for free also removes the incentive to charge overnight and help even out demand for electricity on the grid. Rates too far beyond standard electricity rates for EV charging reduce the economic benefits of EV ownership and do not promote EV adoption. Plug-In America recommends workplace EV charging stations charge just over local home electricity rates in order to eliminate any temptation to use free charging in lieu of home charging, but still provide charging opportunities for those who need it. 16 Public or on-the-go charging stations face a different dilemma as they are used more frequently by people that are stopping for shorter periods of time. Some costs for EV charging and installation expenses can be recouped if there is a general charge for parking. However, to collect a fee specifically for charging the parking area owner must utilize a third-party service provider to provide billing services. Often the costs for using this service are more than what it would cost to just provide the electricity for free through a standard Level 2 EV charger. In public or on-the-go charging situations there may be less appetite to install the billing software because station use can be more sporadic. Permitting: Installation of a Level 2 or a DC Fast Charging station (or a Level 1 if there isn’t a 120 volt AC outlet available) will require a building permit. The California Plug-in Electric Vehicle Collaborative recommends the following best practices in EV charging station permitting. 17 • Establish a unique permit application for EV charging equipment. • Establish a permit fee that is comparable to 240 volt circuit installations. • Create simple permit forms, allow processing over the counter. Forms give guidance to installation process. • Do not require the electrician to be present at the time of inspection. 15 Electric Vehicles The Portland Way: City of Portland, OR, 2010 16 Workplace Charging- The Goldilocks Approach: www.pluginamerica.org 17 Streamlining Home Charger Installation Permitting and Inspection: California Plug-in Electric Vehicle Collaborative, 2012 16  • Educate staff on charger installation in order to lay the foundation for a streamlined and effective permitting process. Partnership EV Bulk Buy: Similar to the group purchase program for solar panels the city has promoted in the past, EV bulk buy programs are beginning to become more popular in Minnesota. Drive Electric MN has partnered with Nissan to offer a number of bulk buy programs since 2016 in which they utilize a Request for Bids to negotiate a discount price for EV’s for a specific amount of time. Drive Electric MN then promotes the bulk buy opportunity to utilities and other stakeholder groups. This incentivizes dealers to market and carry EV’s in the state. Due to the discounted price and tax credits available the bulk buy makes an EV purchase a very affordable option. City Financing for EV Charging Stations: The City participates in financing programs that it deems to be necessary to maintain the function and character of the community. EV charging could be added to the already existing loan programs as follows: Business Revolving Loan Program (BRLF): The BRLF covers specific improvements that are deemed in the public interest. The loan covers parking lot improvements and adding EV charging stations to the list of eligible improvements is a simple way for the City to support EV installation at local businesses. Housing Improvement Area Program (HIA): The HIA program includes common area energy improvements as an eligible expense and could be used to promote EV charging infrastructure installation at multi-family and townhome developments. 17 ADVANCING THE USE OF ELECTRIC VEHICLES IN CITY OPERATIONS Beyond promoting electric vehicle use to the community, cities can look internally at their own functions and find ways to utilize EV’s in carrying out city operations. Not only can this provide cost savings and reduce pollution, it can also serve as an example to the community that EV’s can work for a variety of tasks. Education First Responder EV Training: Electric vehicles and hybrids have different safety needs when involved in a first responder assisted extrication. The Fire Department has received hands-on training from local Toyota dealers for that make of car. Additionally, they utilize a vehicle extrication app that can provide the best information available for the specific make/model/year of vehicle involved in the accident. Policy & Regulation City Fleet Opportunities: The city may consider creating a formal green fleet policy to guide fleet procurement decisions. Green fleet policies cover setting fleet optimization and size requirements, maintenance standards, goals for increasing use of alternative fuel vehicles, and acceptable functions to allow vehicles to idle. Several cities across the country and locally in Minnesota have existing green fleet policies. Most cities complete a specialized fleet study in order to evaluate how the current city fleet is used and where there may be opportunities to utilize EV’s/hybrids as a fleet vehicles. Several cities in Minnesota have used FleetCarma for this type of study. FleetCarma installs a telematics device in the car which tracks fuel use, run time, and distance traveled. The study typically tracks usage over a year as there are seasonal differences in how fleet vehicles are used. Once completed the data is used to do a life cycle analysis and identify which vehicles/functions would be suitable for use of an EV or hybrid vehicle. Capital planning ensures replacement happens once the current vehicle has reached the end of its useful life. These studies do require a financial commitment from the city. Once the decision is made on what fleet vehicles should be replaced with an EV, options for charging stations installation can be evaluated. Oakdale’s vehicle fleet is centralized in two facilities and both have access to the electric infrastructure necessary to install a charging station. Other Gas-Powered City Equipment: The vehicle fleet is not the only function in a city that uses gasoline. Most smaller landscaping equipment like push mowers, trimmers, blowers, and chain saws use gasoline as well. These machines give off volatile organic compound (VOC) pollution in much 18 higher concentrations than vehicles. In just one hour a push mower produces 14.76 pounds of air pollution, the equivalent of driving a standard car 200 miles. 18 Electric battery powered landscaping equipment is healthier for the employee running the equipment, lighter, cheaper to operate, and reduces air pollution. The Minnesota Pollution Control Agency has offered several grant funding rounds to cities looking to replace gas-powered landscaping equipment. Partnership State Vehicle Purchase Contract: The State of Minnesota has a contract for a number of fleet vehicles available at a discount price through negotiations between the State and several auto companies. In 2017 the State committed to make 20% of their 7,000 vehicle fleet EV’s by 2027. As a result of this auto companies are making more EV’s available for the state contract than would otherwise be offered. Vehicles on the state contract can be purchased by local governments as well. The city has the opportunity to utilize this option to purchase EV’s just like the other vehicles in the city’s fleet. State Electric Vehicle Supply Equipment Contract: Similar to the vehicle purchase contract, the State of Minnesota offers state purchasing contract options for EV charging station equipment. The state purchasing contract offers options for single and dual Level 1, Level 2, and DC Fast Chargers. The contract is for equipment only and does not cover installation, software, or subscription costs. Level 1 charging stations are priced between $1,500 and $2,600. Level 2 charging stations are priced between $1,100 and $7,800. Fast charging stations are priced between $14,000 and $33,000. 19 The variation in costs in each level reflects costs for a single charging station vs. a dual charging station. 18 Grants for Alternative Landscaping Equipment, Minnesota Pollution Control Agency, www.pca.state.mn.us 19 Minnesota Department of Administration, Office of State Procurement. Contract E-108(5) Electric Vehicle Supply Equipment 19  COUNCIL MEMORANDUM To: Honorable Mayor and City Council From: Craig Dawson, Interim City Administrator Date: January 14 2020 Subject: Joint Meeting with Parks and Recreation Commission At the beginning of each year, the City Council meets with its respective advisory bodies for a general discussion about the upcoming year. At Tuesday’s workshop, the City Council will meet with the Parks and Recreation Commission.  COUNCIL MEMORANDUM To: Honorable Mayor and City Council From: Brian Bachmeier, Public Works Director/City Engineer Julie Williams, Recreation Superintendent Jeff Koesling, Parks/Building Superintendent Date: January 14, 2020 Subject: CIP: Walton Park Hockey Rink/Warming House, & Ballfield 1-4 Pavement/Backstop Replacement Park Capital Improvement Program The 2020-2024 Park CIP reflects the following projects: PARK IMPROVEMENTS CIPYEAR PROJECT TOTAL OTHER MSA PARK GO OTHER FUNDS DESCRIPTION PROJECT COST FUNDS FUNDS RESERVES BONDS COMMENTS 2020 Walton Ballfield Complex Paving Repairs $100,000 $100,000 2020 Walton Warming House $100,000 $100,000 2020 Walton Hockey Rink Resurfacing $250,000 $250,000 2020 Walton Complex Backstops $120,000 $120,000 2020 Parks Without Borders $15,000 $15,000 2020 Park Improvements $585,000 $485,000 $100,000 2021 Eberle Parking Lot & Trail Resurfacing $100,000 $100,000 2021 Tanners Parking Lot/Trail Paving $200,000 $200,000 2021 Parks Without Borders $15,000 $15,000 2021 Park Improvements $315,000 $15,000 $300,000 2022 Walton Skate Park Resurfacing $115,000 $115,000 2022 Walton Ballfield Lighting Upgrade to LED $450,000 $450,000 2022 Brockman Property Acquisition $100,000 $100,000 Open Space Fund 2022 Park Improvements $665,000 $100,000 $565,000 2023 Re-roofing Walton Shelters (3) $90,000 $90,000 2023 Oakdale Park Trail Repaving $450,000 $450,000 2023 Park Improvements $540,000 $90,000 $450,000 2024 Passages of Oakdale Park Development $4,000,000 $4,000,000 2024 Park Improvements $4,000,000 $4,000,000 Hockey Rink & Warming House At their August 20 meeting, the Parks and Recreation Commission recommended: • The hockey rink at Walton Park not be flooded the winter of 2019-2020 due to the condition of the existing warming house. • The warming house be removed. There was discussion on using a temporary warming house instead of a slab-on-grade building. Park Superintendent Koesling provided information to the Park Commission indicating rental of a temporary warming trailer would cost approximately $5,000 per season. Superintendent Koesling recommended a precast concrete walled structure that that has a total project cost of approximately $100,000 (see attached). This type of building is durable, and expected to last 20 years before any major rehab would be needed. The Park Commission concurred with this staff recommendation. Walton Park Ballfield Complex Paving and Backstop Replacement The Parks and Recreation Commission has included the replacement of the 30-year-old pavement surface in the ballfield 1-4 complex area in the five-year capital improvement program since 2016, and the backstop replacement since 2018. Past Parks/Recreation Chair Masterman advocated for the replacement of the backstops as part of the paving project. The condition of the fencing on the backstops is adequate, however they are ineffective at containing foul balls. Current ballfield design uses 30’ tall backstops and not the hooded backstops. The objective of this project was to improve the appearance and safety of the adult complex was. Future Park Planning Discussions Over the next several years, the Willowbrooke development and the Helmo Avenue TOD development at 4th and Helmo will bring on additional park property. It would be appropriate to start planning for future park improvements. Consideration should be given to initiating a park study that addresses: • How the current parks are being utilized • Identifies what facilities are missing or lacking in our current park system • What facilities will fit in the new park areas • Provides an estimate of costs and potential revenue sources for developing the new park spaces Funding for this study could be included in the 2021 budget or internal funding identified to begin this year.  2017 Winter Warming Houses/Ice Rink Report Once again the outdoor ice rink season was cut short because of the bizarre winter forecast (warm weather). This season continued to follow the trend of opening up the rinks after Christmas, despite trying all we could to get them open before Christmas break, and closing down for the season before reaching March. This made the season extremely short, just reaching a month and a half of prime winter weather forecasts and optimal ice rink operations. Besides the weather issues the season had some other highlights;  Hope Church reconnected with Oakdale Recreation to coordinate Tuesday night pick-up broomball games, at Walton Hockey Rink, after warming house hours, from 8-9pm. They were only able to attend one night at Walton Hockey because of the conditions, but were able to utilize the Eastside Hockey Rink the remainder of the season, with no interference with other skaters. They still had a fun season, with over 15 individuals attending each Tuesday session.  Northdale Hockey Rink opened later than the other rinks because of the new boards and blacktop that was put in at the park. The warming house staff got a lot of compliments about how nice the new boards were once the rink finally opened on January 4th. The staff also stated that the warming house smells a lot better this season compared to past seasons.  Suggestions continued to come in about moving the warming house at Walton Hockey over to the rink (now with lights) at Eastside Park. The Eastside rink gets overwhelmingly used and the warming house shack could “easily” make the move over to the park.  No Accident or Incident Reports were filled out this season! Summary Total Days Open: 34 out of 44 total days of season Dates: December 28th through February 10th Number of Staff: 6 (2 New, 4 Returners) Total Hours Warming Houses were open: 369 Hours Total Number of Skaters: 1,114 Total Skaters Walton Pleasure Rink Days Open: 34 (December 28-January 9, January 12-January 18, January 27-February 10) Days Closed: 10 (January 10-January 11, January 19-January 26) Last Season: Open 32 Days, Closed 4 Days Total Skaters: 674 (462 Skaters Last Season) Total Hours Open: 179 (145 Hours Last Season) Walton Hockey Rink Days Open: 18 (Dec. 28, Dec. 30-Jan. 9, Jan. 12-Jan. 18) Days Closed: 26 (December 29, Jan. 10-Jan. 11, January 19-End of Season) Last Season: Open 23 Days, Closed 11 Days Total Skaters: 266 (395 Skaters Last Season) Total Hours Open: 94 (113 Hours Last Season) Northdale Hockey Rink Days Open: 18 (Jan. 4-Jan. 9, Jan. 12-Jan. 18, Feb. 3-Feb. 5, Feb. 9-Feb. 10) Days Closed: 26 (Dec. 28-Jan. 3, Jan. 10-Jan. 11, Jan. 19-Feb. 2, Feb. 6-Feb. 8) Last Season: Open 23 Days, Closed 11 Days Total Skaters: 174 (293 Skaters Last Season) Total Hours Open: 96 (113 Hours Last Season)  2018 Winter Warming House/Ice Rink Report  Walton Pleasure Rink was open before Christmas this season (December 20th), with the other rinks opening up on December 28th. It was a very successful season, having consistent cold weather, great ice, and a group of staff that were able to perform their duties with outstanding ease!  Hope Church reconnected with Oakdale Recreation to coordinate their Tuesday night pick-up broomball league at Walton Park Hockey Rink, from 8-9pm. Oakdale Recreation staffed the warming house an extra hour each Tuesday night. With over 20 individuals showing up to play each week, it sounds like they had a blast! Hope Church was able to get 8 weeks of broomball play in before the weather started warming up.  All warming houses were open almost double the hours they were open last season, with Northdale Hockey and Walton Hockey being open a whole 30 days more then they both were last season!  The Walton Pleasure Rink had the exact same traffic as it did last season, but Walton Hockey and Northdale Hockey both saw an increase of over double the skaters from last season, with over 600 skaters using Northdale (compared to less than 200 last season).  No Accident or Incident Reports were filled out this season! Summary Total Days Open: 58 out of 64 total days of season Dates: December 20th through February 23rd Number of Staff: 9 (3 New, 6 Returners) Total Hours Warming Houses were open: 724 (369 Hours Last Season) Total Number of Skaters: 1,791 (1,114 Skaters Last Season) Walton Pleasure Rink Days Open: 58 (Opened on December 20th and Closed on February 23rd) Days Closed: 6 (Jan. 11, 15, 22, 23, 26, Feb. 4) Last Season: Open 34 Days, Closed 10 Days Total Skaters: 673 (674 Skaters Last Season) Total Hours Open: 296 (179 Hours Last Season) Walton Hockey Rink Days Open: 44 (Opened on December 28th and Closed on February 21st) Days Closed: 10 (Jan. 11, 15, 18, 22, 23, 26, 27, 28, Feb. 3, 4) Last Season: Open 18 Days, Closed 26 Days Total Skaters: 486 (266 Skaters Last Season) Total Hours Open: 215 (94 Hours Last Season) Northdale Hockey Rink Days Open: 43 (Opened December 28th and Closed after February 22nd) Days Closed: 13 (Jan. 11, 15, 20-24, 26-29, Feb. 4, 14) Last Season: Open 18 Days, Closed 26 Days Total Skaters: 632 (174 Skaters Last Season) Total Hours Open: 213 (96 Hours Last Season)  2019 Winter Warming House/Ice Rink Report  The entire holiday break was a wash this season. The rinks were not ready to go until after the kids all went back to school. Only Northdale rink was open before January, and that was only the day before on December 31st.  The season did run into the first quarter of March for the first time in a handful of seasons. It was great to give the attendants a few extra hours after losing the holiday break at the beginning of the season.  It was hard to get into the groove this season of all rinks open and cleared. The public works crews were busy multiple times a week with clearing snow from storms. This would always set us back a few days. It also did not help to have the week long Polar Vortex sweep through, followed by more storms.  Everyone seems excited for the future of Walton Hockey. With the instillation of a new building, this would make our staff feel more comfortable and accommodate other groups, like the Hope Church broomball group, that use the rink for various activities.  There were almost double the amount of skaters that used the rinks last season compared to this season. This was due to the late start, and constant battles with weather. The activity would have been the same if the beginning of the season wasn’t as washy, making the rest of the season questionable.  No Accident or Incident Reports were filled out this season! Summary Total Days Open: 50 out of 69 total days of season Dates: December 31st through March 9th (Northdale first to open and close) Number of Staff: 10 (3 Returners, 3 New, 4 College Help) Total Hours Warming Houses were open: 579 (724 Hours Last Season) Total Number of Skaters: 877 (1,791 Skaters Last Season) Walton Pleasure Rink Days Open: 49 (Opened on January 2nd and Final Day on March 8th) Days Closed: 17 (Jan. 6, 7, 28-30, Feb. 5, 7, 10, 12, 20, 23, 24, 27, 28, March 1-3) Last Season: Open 58 Days, Closed 6 Days Total Skaters: 397 (673 Skaters Last Season) Total Hours Open: 243 (296 Hours Last Season) Walton Hockey Rink Days Open: 18 Total Days (Opened January 16th and Final Day on February 19th) Days Closed: 17 (Jan. 24, 27-31, Feb. 1-5, 7-8, 10-13) Last Season: Open 44 Days, Closed 10 Days Total Skaters: 106 (486 Skaters Last Season) Total Hours Open: 91 (215 Hours Last Season) Northdale Hockey Rink Days Open: 50 (Opened December 31st and Final Day on March 9th) Days Closed: 19 (Jan. 1, 5-7, 28, 29, 30, Feb. 5, 7, 12, 13, 20, 21, 23, 24, March 1-3, 7) Last Season: Open 43 Days, Closed 13 Days Total Skaters: 374 (632 Skaters Last Season) Total Hours Open: 245 (213 Hours Last Season)