Text Amendment to Add Electric Vehicle Charging Infrastructure Requirements

Transcription

1 Item 1 Text Amendment to Add Electric Vehicle Charging Infrastructure Requirements Please note: This item received first reading at the July 16, 2018 Regular Council meeting. At that meeting, amendments were made to the first reading report. An updated version of the first reading report is included in the Public Hearing agenda and available online at The intent of Bylaw 4897, 2018 is to amend City of Coquitlam Zoning Bylaw No. 3000, 1996 by implementing text amendments in order to add electric vehicle charging infrastructure requirements in new multi-family developments, excluding two-family, triplex and quadruplex developments. If approved, the proposed zoning amendments would add definitions for Electric Vehicle, Energized Outlet and Level 2 Charging to the Zoning Bylaw and require that, for apartment, townhouse and street-oriented village home residential uses, one residential parking space per unit must have an energized outlet capable of providing Level 2 charging or higher. Item 1 File #: /000/ Doc #: v1

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7 CoQuitlam For Council July 10, 2018 Our file: / RZ/l Doc#: V1 To: From: Subject: For: Clty.Manager Director Development Services Proposed Zoning Bylaw Text Amendment to Add Electric Vehicle Charging Infrastructure Requirements (Bylaw No. 4897, 2018) Council Recommendation: That Council: 1. Give first reading to City of Coquitiam Zoning Amendment Bylaw No. 4897, 2018] and 2. Refer Bylaw No. 4897, 2018 to Public Hearing. Report Purpose: This report presents for Council's consideration a proposed Zoning Bylaw text amendment to require electric vehicle (EV) charging infrastructure in new multi-family developments with a common or shared parking area. Strategic Goal: This report supports the City's strategic goal of 'Increasing Active Participation and Creativity' by advancing transportation infrastructure to support a healthy environment and 'Enhancing Sustainability of City Services and Infrastructure' by conserving resources and energy to create an energy-efficient community. Background: On June 11, 2018, Council-in-Committee (CiC) received the report from the Director of Development Services entitled "Electric Vehicle Charging Options for New Multi-family Developments" (Attachment l). This report presented four options to increase the availability of electric vehicle charging. At the meeting, discussion ensued relative to the following: The belief that the lack of charging stations is a barrier to EV uptake; The belief that the City needs to get ahead of demand as the cost of retrofitting is high; The concern that, with the interim strategy where staff are encouraging the provision of EV charging infrastructure for 20% of resident parking stalls and partial infrastructure for the remaining 80% of resident parking stalls, the EV infrastructure provided might not address need or demand; The charging level to be required; Cost implications; Whether lesser requirements should be applied now and revisited after a two year period; and How to address in-stream applications.

8 Page 2 July 10, 2018 Background: cont'd/ Through the discussion, CiC raised a number of questions and requested further information on the following: 1. The GHG emissions reduction impact of providing EV charging infrastructure in new private developments and whether the City would receive carbon credits for these reductions; 2. For in-stream applications, particularly where the application falls within the proposed six month grace period described in the report from the Director of Development Services, if the applicant meets the requirements, whether the cost of providing the EV charging infrastructure can be offset; 3. Whether the provision of EV charging infrastructure can be used as a Transportation Demand Management (TDM) measure for in-stream applications that fall within the grace period; 4. Possibilities for on-street sharing of charging stations; 5. Whether Level 1 is sufficient as opposed to requiring Level 2, or whether a combination of Level l and Level 2 can be considered; 6. Whether the minimum performance level indicated is sufficient; 7. Whether the same requirements will or should apply to purpose-built rental; 8. Whether the infrastructure could be funded by car manufacturers; 9. How EV batteries are disposed of and whether municipalities will be required to take this on; and 10. Ethics behind the mining of the metals used in EV batteries. On June 25, 2018, CiC also requested further information on the following: 1. How many in-stream parking spaces would be involved if a grace period were granted; 2. The cost savings resulting from a lesser requirement; and 3. Whether requirements for visitor parking should apply. Responses to the questions raised at the previous CiC meetings are included in Attachment 2. In summary, CiC expressed an interest in moving beyond the interim strategy^ to an approach that would be an appropriate next step to address EV demand and the challenges experienced with retrofitting common or shared parking areas in existing multi-family developments for EV charging. Discussion/Analysis: Based on CiC feedback, this report evaluates two options for the provision of EV charging. Options l, 3 and 4 presented in the CiC report were not evaluated further. Option 1 in this report is a new option and option 2 below was presented as option 2 in the CiC report (Attachment l). ^ Under the interim strategy, applicants are encouraged to provide Level 2 electric vehicle charging infrastructure for up to 20% of residential parking spaces and space in the electrical room and conduit for the remaining 80% of residential parking spaces. File #: / RZ/1 Doc #: V1

9 Pages July 10, 2018 Discussion/Analysis: cont'd/ Option 1: 25% of residential parking spaces, excluding visitor parking, feature an energized outlet on a dedicated circuit capable of providing Level 2 charging or higher. Under this option: Ail energized outlets shall be evenly distributed such that one parking stall in each group of four parking stalls has an energized outlet; Sufficient space in the electrical room will be required to allow for future retrofitting; This requirement would apply to multi-family developments that have a common or shared parking area only; and A dedicated circuit means an electrical circuit that is intended to power only one energized outlet (Page 19 of Attachment l). Benefits: Through the use of energy management, there are opportunities for future retrofitting to provide Level 2 charging or higher to all residential parking spaces; Slightly lesser cost to the developer than if energized outlets were required to be provided to 100% of residential parking spaces using energy management^; and Aligns with EV demand forecasts. Disadvantages: Parking space (re)allocation is often an issue and can cause conflict between or within strata councils and residents. Given this issue, it may often be the case that not all unit owners will have a parking space that provides for EV charging without retrofitting; Raises equity issues as an EV adopting resident may pay to put in infrastructure (i.e., conduit or wiring) that a future resident could use. Could only be applied to developments with a common or shared parking area. Developments with private garages would be excluded from the requirement because parking spaces could not be reallocated so the requirement is impractical in these types of developments; and In order to use an energy management system, charging stations with energy management capability are required. Where a strata corporation desired to expand the number of EV stalls with retrofitting, if the existing charging stations in use did not have energy management capabilities (as these will be supplied by the residents not the developer) they would need to be replaced, which would have significant cost implications. This could inhibit retrofitting and the addition of EV stalls. This is assumed given the lesser infrastructure requirement. Cost estimates are not available as this scenario was not specifically contemplated in the cost analysis completed for the City of Richmond, on which cost analyses completed by staff were based. File #: / RZ/l Doc#: V1

10 Page 4 July 10, 2018 Discussion/Analysis: cont'd/ While Option l will only apply to developments with common or shared parking areas, developments with private garages typically have level l outlets that residents can use for EV charging. In addition, there is potential for these developments to retrofit the private garage to facilitate level 2 EV charging at a significantly lesser cost than retrofitting a common or shared parking area. Option 2: One residential parking space per unit features an energized outlet capable of providing Level 2 charging or higher. An energy management system may be used to meet the requirements (Page 18 of Attachment l). Benefits: There is potential for each unit owner to have access to an energized outlet for EV charging; Slightly lesser cost to the developer than if energized outlets were required to be provided to 100% of residential parking spaces using energy management; and Could apply to both developments with a common or shared parking area and private garages. Disadvantages: Parking space (rejallocation is often an issue and can cause conflict between or within strata councils and residents. Given this issue, there may be a few cases where not all unit owners have a parking space that provides for EV charging; Retrofitting potential to provide for energized outlets for more than one space per unit is unclear as it would be based on the unused electrical capacity; Potential for equity issues as an EV adopting resident may pay to put in infrastructure (i.e., conduit or wiring) that a future resident could use; and In order to use an energy management system, charging stations with energy management capability are required. These charging stations are typically more expensive than a basic charging station. In addition, charging stations with energy management capability require a systems provider to manage and network the charging stations. There is typically a monthly or annual subscription fee that applies when using a systems provider. One space per unit would typically average 70% of parking spaces. Consideration was not given to requiring EV charging infrastructure for a percentage of parking spaces higher than 25% but less than one residential parking space per unit for the following reasons: Cost implications - Based on a cost analysis completed by the City of Richmond, the cost difference between providing Level 2 charging or higher for 100% of residential parking spaces and a percentage lower than 100% would be insignificant as the wiring and conduit needs would be similar.^ ^ This is based on a discussion with staff from the City of Richmond. Cost estimates are not available for scenarios less than 100% as this was not specifically contemplated in the cost analysis completed for the City of Richmond. File#: / RZ/1 Doc#: vl

11 Page 5 July 10, 2018 Discussion/Analysis: cont'd/ This is due to the distribution of the energized outlets and the base infrastructure required; and Energy Management - A requirement higher than 25% would likely trigger a developer to need or desire to use energy management. In addition, through the use of energy management, there are opportunities for future retrofitting to provide Level 2 charging or higher to all residential parking spaces. As a result, it is difficult to rationalize a percentage lower than 100% but higher than 25%. Recommended Option Based on the preceding analysis, staff recommend Option l. This option refines the current interim strategy and takes into account the key objectives to address EV demand and the challenges experienced with retrofitting common or shared parking areas in existing multi-family developments for EV charging, as well as the benefits and disadvantages noted. In addition, recent applications have been providing this level of EV charging infrastructure. Based on this recommendation, a Zoning Bylaw text amendment has been prepared for Council's consideration (Attachment 4). Staff will also prepare a guide with further information for applicants on meeting EV charging infrastructure requirements. The content of this guide is included as Attachment 3. Implementation All Development Permit applications that are in-stream prior to the effective date of the bylaw (date of bylaw adoption) and receive Development Permit authorization within 12 months of the effective date may apply for a Building Permit to construct in compliance with the previous applicable requirements for the duration of the time that their Development Permit is valid. This grace period will assist developers in avoiding redesign issues for applications that are in-stream. Given the interim strategy, in-stream applications are still likely to provide some level of EV charging infrastructure. Bylaw No. 4897, 2018: Zoning Amendment Bylaw No. 4897, 2018 is included as Attachment 3. Adoption of this Bylaw will: Add definitions for "Dedicated Circuit," "Electric Vehicle", "Energized Outlet," and "Level 2 Charging" to the Zoning Bylaw; and Require that, for townhouse and apartment uses with a common or shared parking area, a minimum 25% of residential parking spaces, excluding visitor parking, shall feature an energized outlet on a dedicated circuit capable of providing Level 2 charging or higher. All energized outlets shall be evenly distributed such that one parking stall in each group of four parking stalls has an energized outlet. File#: / RZ/l Doc#: V1

12 Page 6 July 10, 2018 Next Steps: Staff will continue to monitor trends in the EV charging sector and propose to revisit the provisions for EV charging in approximately two years. Based on this monitoring, EV charging infrastructure requirements may increase in the future. Financial Implications: There are no immediate corporate financial impacts with this report. Conclusion: EV charging infrastructure in new multi-family developments will facilitate EV uptake and support reductions in community GHG emissions. Staff recommend that Council give first reading to Bylaw No. 4897, 2018, refer the bylaw to Public Hearing. [Fujii, /V^IP, RPP Attachments: 1. Council-in-Committee report entitled "Electric Vehicle Charging Options for New Multi-family Developments" and dated June 5, 2018 (Doc# ) 2. Responses to CiC Questions (Doc# ) 3. Electric Vehicle Charging Infrastructure Requirements Guide (Content Only) (Doc# ) 4. Bylaw No. 4897, 2018 (Doc# ) This report was prepared by Natasha Lock, Development Planner, with input from Doug Vance, Manager Building Inspections, and reviewed by Jim Mclntyre, General Manager Planning and Development. File#: / RZ/l Doc#: V1

13 CoQuitlam For Committee ATTACHMENT 1 (Page 1 of 22) Junes, 2018 Our file: /000/ Doc#: ;v2 To; From: Subject: For: City Manager Director Development Services Electric Vehicle Charging Options for New Multi-family Developments Council-in-Commlttee Recommendation: That the Committee receive the report from the Director of Development Services dated June and entitled "Electric Vehicle Charging Options for New Multifamily Developments" for information. Report Purpose: This report discusses the increasing demand for electric vehicles and at home charging opportunities in multi-family developments and presents four options to increase the availability of electric vehicle charging for the Committee's Information and feedback. Strategic Coal: This report supports the City's strategic goal of 'Increasing Active Participation and Creativity' by advancing transportation infrastructure to support a healthy environment and 'Enhancing Sustainability of City Services and Infrastructure' by conserving resources and energy to create an energy-efficient community. Executive Summary: Electric vehicles can play an important role in meeting Citywide Official Community Plan (CWOCP) greenhouse gas (GHG) emissions reductions targets. While demand is growing for electric vehicles, growth is limited in part due to charging access, particularly in multi-family developments. Four options are presented to provide electric vehicle charging infrastructure in new multi-family developments, excluding two-family, triplex and quadruplex uses. The options presented consider both the technology advancements, such as energy management, and the cost implications. Background: In 2010, Council adopted the following communily-wide GHG emissions reduction targets in the CWOCP: 15% below 2007 levels by 2031; and A per capita reduction target of 30% below 2007 levels by Transportation Is the largest source of GHG emissions in Coquitlam, accounting for 53% of emissions based on 2007 data presented in the Community Greenhouse Gas Reduction Strategy.

14 ATTACHMENT 1 (Page 2 of 22) June 5,2018 Background: cont'd/ Electric vehicles (EVs) can play a key role In reducing transport GHG emissions. In addition, policies that will effectively increase the availability of EV charging infrastructure meet the following CWOCP objectives: Encourage the expansion and improvement of measures to reduce GHGs; and The exploration of policies to support low emission vehicles. In advance of this report, as an interim strategy, with Council's endorsement, staff have encouraged the provision of electric vehicle charging infrastructure in multifamily developments, excluding two-family,triplex and quadruplex developments. Specifically, staff have requested the provision of Level 2 electric vehicle charging infrastructure (see f/ectr/cl/eh/des Tec/ino/ogry section for an understanding of Level 2 charging) for up to 20% of residential parking spaces and space in the electrical room and conduit for the remaining 80% of residential parking spaces. Where applicable, the level and amountof electric vehicle charging infrastructure encouraged and proposed has been adjusted based on technical feasibility and practicality. Prior to bringing this report forward, staff held two consultation sessions with the Urban Development Institute (UDi) to receive preliminary feedback and inform the preparation of this report. Please seethe Zncfust/yConsw/fat/on section for further information. Discussion/Analysis: Electric Vehicle Demand British Columbia is a leader in EV sales in Canada, accounting for Just overl% of all new motor vehicle sales in the province in 20i6, and EV sales are growing (Attachment l). A 2016 report on the EV Technology Market commissioned by Metro Vancouver, the Township of Langley and the City of Abbotsford estimates that by 203O: The EV market share of new vehicle purchases will be between 24% and 27% in the lower mainland; and The portion of the vehicle fleet that will be electric will be between i2% and 20% in the lower mainland (Attachment l). It is importantto note that these figures do not account for policy changes to increase the availability of EV charging infrastructure. One of the biggest constraints to EV market share growth is the availability of at home charging (Attachment 2). As a result, EV sales are primarily limited to owners of singlefamily dwellings, where charging equiprhent can more readily be added and accessed. With the increasing availability of a diverse range of EV models and EV charging infrastructure and the anticipated continual rise in oil prices, it is possible that EV market share figures will be even higher than the forecasts predict.

15 ATTACHMENT 1 (Page 3 of 22) June 5,2018 Discussion/Analysis: cont'd/ Focus on EV Charging Options in New Multi-family Developments The focus of this report is on EV charging options in new multi-family developments, excluding two-family, triplex and quadruplex developments. This is given the following: The pace of multi-family development - in Coquitlam, multi-family developments, specifically apartments and townhousing, account for the greatest portion of growth in the residential sector. In 2017, building permits were issued for 1,564 apartment and townhouse units, compared to building permits for 239 single-family dwellings; The challenges with retrofitting multi-family developments for EV charging, particularly those with common or shared parking areas; and EV charging infrastructure can more readily be added and accessed for a significantly lesser cost (see Cost Analysis section), to single-family, two-family, triplex and quadruplex developments. Staff considered whether other municipalities require or are proposing requirements for EV charging for single-family (Attachment 3). Four of the twelve municipalities scanned have EV charging infrastructure requirements for new single-family dwellings. It is intended that staff will continue to monitor this trend and the factors for requiring EV charging infrastructure in new single-family, twofamily, triplex and quadruplex developments and report back at a later stage. Public and City Fleet EV Charging Engineering and Public Works staff are reviewing public and City fleet EV charging opportunities and anticipate bringing a report forward to Council before the summer recess. Electric Vehicle Technology and Charging infrastructure This section contains technical information on EV technology and charging infrastructure. This information is included to provide an understanding of the options proposed, and why these options have been brought forward for EV charging infrastructure requirements. Electric Vehicle Technologies There are two types of plug-in EV technologies: 1. Plug-in Hybrid EV - Equipped with both an internal combustion engine and a plug and battery to a I low for the use of both fuel combustion and electricity for propulsion; and 2. Battery EV - Equipped with a plug and battery to allow for the sole use of electricity for propulsion. The majority of EV charging occurs at home, with two levels of charging that are currently used: 1. Level 1 (110/120 V, commonly referred to as "trickle charging") - Requires a standard household electric outlet and adaptor plug; and 2. Level 2 (208/240 V) - Requires its own circuit (similar to other large household appliances such as a dryer) and electric vehicle supply equipment (i.e., charging station).

16 ATTACHMENT 1 (Page 4 of 22) June 5,2018 Discussion/Analysis: cont'd/ Attachment 4 provides the estimated time to complete a full charge (in hours) for different types of plug-in hybrid and battery electric vehicles using Level l versus Level 2 charging. The average estimated time to complete a full charge with a Level 1 charger is 14.6 hours. The average estimated time to complete a full charge with a Level 2 charger is 3.8 hours. Recent advancements in EV technology, providing for greater battery capacity and range, and growth in the battery EV market are driving the need for efficient charging. Given the estimated charge times using Level 1 versus Level 2 charging. Level 2 is considered the standard for residential charging. EV CharainQ Infrastructure To charge an EV at Level 2, a complete assembly consisting of (in broad terms) a switchboard, a meter and meter disconnect, panel(s), breakers, conduit, conductor (i.e., wiring), outlet (either outlet box or an electrical receptacle) and charging station is required. Enerctv ManaQement Systems for Electric Vehicle Charginci Energy management systems are computer-aided tools that provide for charging station or electric vehicle supply equipment (EVSE) control. These technologies allow multiple charging stations to share the current from one circuit, without exceeding the capacity of the circuit (Attachment 5). This differs from connecting a charging station to a single dedicated circuit (Attachment 6). Energy management is not required to provide for EV charging, but it can make it easier to meet infrastructure requirements because it manages/reduces the building's electrical load and can avertthe need for power supply upgrades. This in turn, can lower EV infrastructure costs (see the Cost Analysis section). Minimum Performance Level Energy management systems reduce the amount of electricity delivered to any one charging point as more vehicles connect (Attachment 5). Given this, a minimum performance level is necessary to ensure that the amount of electricity delivered to any one charging point is sufficient to charge the EV overnight. Attachment 7 provides further information on energy management systems and minimum performance level. Cost Analysis The costs associated with providing EV charging infrastructure depends on the level of infrastructure configured, i.e., whether a complete infrastructure assembly or just part of the assembly is provided. The more infrastructure provided at the outset, the higher the cost, but the less retrofitting and / or components have to be purchased by the end user. The following are options for infrastructure configurations in new developments (Attachment 8):

17 ATTACHMENT 1 (Page 5 of 22) June 5,2018.,..5 Discussion/Analysis: cont'd/ Complete EVSE means all infrastructure required for the charging of an EV is provided, including the charging stations. The electrical system is adequately sized to accommodate the charging of EVs. Energized means all infrastructure required for the charging of an EV is provided, excluding the charging stations. Outlet boxes or electrical receptacles are "energized" (i.e., electrically wired) and dedicated for the charging of an EV(s). The electrical system is adequately sized to accommodate the charging of EVs. Partial Plus means some of the infrastructure required for the charging of an EV is provided, making it significantly easier to retrofit the building to provide for EV charging in the future. Typically excluded are the charging stations, conductors (i.e., wiring), circuit breakers and electrical receptacles. Partial means some of the infrastructure required for the charging of an EV is provided, making it somewhat easier to retrofit the building to provide for EV charging in the future. Typically excluded are the charging stations, conductors (i.e., wiring), circuit breakers, electrical receptacles and any necessary electrical upgrades. The key difference between Partial Plus and Partial is that with partial, the electrical upgrades are not accounted for, i.e., the electrical supply may not be sufficient for the installation of charging stations in the future. Cost estimates for the provision of complete EVSE, energized, partial plus and partial "Level 2" EV infrastructure in multi-family buildings are provided in Table 1. f i'.. 't Table 1: Cost Estimates for the Provision of ''Level 2" EV Infrastructure in Multiipf Jnfrasvucture Provide Complete EVSE'* Energized Partial Plus and Partial Estimated Cost wltliout JEnerfivJiliWiiaBement.. $4.600-$5,000 per parking space $2,600-$3,000 per parking space $2,600-$2,8(X) per parking space ^s^mated Cost with Energy.^Management*... $2,560-$2,750 per parking space $560-$750 per parking space $270-$700 per parking space Assumes a minimum performance level of 12 kwh per parking space over an eight hour overnight period and all parking spaces are in use by a charging EV. * Assumes a single user charging station at a cost of $2,000. Notes: 1. The figures provided are based on cost analyses prepared by the Cities of Richmond and Port Coquitlam. 2. The figures do not factor in the cost of increasing the electrical supply to the building to accommodate EV charging, where needed, above the supply typically provided where EV charging requirements do not apply. For further information, see the Electrical Supply and Cost Implications section. 3. Cost estimates for Level l are not provided as staff were unable to obtain specific figures, but the costs are significantly less as Level 1 is a standard household outlet. 4. Provincial incentives and BC Hydro contributions can further reduce the costs associated with providing EV infrastructure.

18 ATTACHMENT 1 (Page 6 of 22) June 5,2018 Discussion/Analysis: cont'd/ Table 1 does not speak to future costs to the owner where partial or partial plus infrastructure is provided. An owner will need to pay for, at a minimum, the conductor or wiring, charging station and, with partial infrastructure, any electrical upgrades to the building should the electrical load not be sufficient to provide for EV charging. If the electrical upgrades are significant enough, the cost will be prohibitive and, in some cases, may not be feasible if there is not sufficient room in the parkade to accommodate the infrastructure. In addition, the cost of putting in the conductor or wiring can more than double with a retrofit than if it is put in place during construction. It is practical to consider the costs provided in Table i relative to the cost of construction for a parking space. Section 713, Off-Street Parking Reductions for the Evergreen Line Core and Shoulder Station Areas, of the Zoning Bylaw states that where an owner opts to make payment-in-lieu of parking, payment shall be made to the City at a sum of $20,000 for each off-street parking space. This regulation effectively equates the cost of a parking space to $20,000. The development industry has indicated that the construction cost for an underground parking space is significantly higher than $20,000, with estimates ranging from $40,000 - $75,000 per parking space, depending on the location and other site specific conditions. Where energy management is used, the estimated cost for the provision of an energized outlet capable of providing Level 2 charging for an EV is estimated at 0.7% to 1.9% of the cost of a parking space (i.e., $560 to $750). With respect to life cycle costss a cost analysis prepared by the City of Richmond estimates that the average 20 year life cycle cost is $10,610 per stall for energized infrastructure without energy management, compared to $8,561 per stall for energized infrastructure with energy management. The estimated costs to provide for EV charging infrastructure for single-family, two-family, triplex and quadruplex developments are significantly less than the figures provided in Table l. The City of Richmond estimates the cost for energized infrastructure for single-family and two-family developments to be $50-$2CX) per parking spaces. The City of Port Coquitlam estimates the cost for partial plus infrastructure for ground-oriented housing to be $80-$90 per parking space. Electrical Supply and Cost Implications Energy management typically mitigates the need to increase the electrical supply to the building; however, there are limited cases where this may be required. Increasing the electrical supply to the building to provide for EV infrastructure can significantly increase costs. Attachment 9 provides additional information on the cost analysis. Life <ycle costs include the infrastructure, the charging station, and servicing.

19 >.. fis: ATTACHMENT 1 (Page 7 of 22) June 5,2018 Discussion/Analysis: cont'd/ Municipal Scan A review of twelve municipalities within Metro Vancouver highlights the number of communities adopting or proposing to adopt Level 2 EV charging infrastructure requirements. Table 2 provides a summary of the scan completed. Further detail can be found in Attachment 3. I Municipality Adopted and/or Proposed Method EV Charging Requirement for. Multi-Family Burnaby Proposed: Zoning Bylaw Amendment 100% of resident parking spaces must be energized (Level 2) Delta Adopted: Zoning Bylaw Amendment 20% of resident parking spaces must be energized or 'rough-in' Infrastructure provided (Level 2) Langley (City) Proposed: Zoning Bylaw 2 resident parking spaces (Level 2) Amendment Maple Ridge Under Review N/A North Vancouver (City) Adopted: Sustainable Development Guidelines 20% of resident parking spaces must be energized, adequate space in the electrical room for the remaining 80% (Level 2) North Vancouver (District) Adopted: City Policy 20% of resident parking spaces must be energized, remaining 80% must have conduit for later wiring (Level l) One space per unit must have partial plus infrastructure (Level 2) Port Coquitlam Adopted: Zoning Bylaw Amendment Port Moody Under Review N/A Richmond Adopted: Zoning Bylaw 100% of resident parking spaces Amendment must be energized (Level 2) Surrey Under Review Intention is to require 100% of resident parking be energized (Level 2) Vancouver Adopted: Parking Bylaw 100% of resident parking spaces must be energized (Level 2) West Vancouver Passed; Council Resolution Negotiated

20 ATTACHMENT 1 (Page 8 of 22) June 5,2018 Discussion/Analysis: Retrofitting Existing Buildings Local governments do not have the legislative authority to require retrofits to existing buildings for EV charging. Cost estimates for retrofitting existing buildings are discussed under Attachment 9. Specifically for retrofits, Plug In BC^ has a (Zharging Solutions and Incentives Program that provides rebates towards the cost of EV charging equipment and provides support services for planning and installing EV chargers. Developments To increase the availability of EV charging infrastructure in multi-family developments, four options are presented for the Committee's consideration. Based on the preceding technology and cost analysis, energy management is proposed to be supported in all options. The options presented only consider the provision of energized or partial plus infrastructure based on providing infrastructure for all required residential parking spaces or one space per unit Complete EVSE (which includes the charging station) and partial infrastructure are not considered for the following reasons: Cost implications - the cost for a home charging station varies significantly. According to Metro Vancouver, the price for a Level 2 charger designed for a single user can range from $400 - $4000, while chargers designed for multiple users can range from $ $16,000. Charging stations will typically be in the higher cost range where they have energy management and data tracking capabilities. Risk of technology becoming outdated - most charging stations have computertechnologiesembedded within them. Similar to a computer, these stations can become outdated. For this reason. It is impractical to purchase and install the charging station before It will be used. Compatibility issues - where energy management is to be used, the charging station needs to have energy management capabilities. These stations are networked and, currently, require an energy management systems provider to oversee the network of charging stations.^ ^ Plug In BC Is a prograrn of the Fraser Basin Council and Is a broad collaborative betv^reen governrnent, industry, academic institutions, EV owners, NGOs and utilities. Further information can be found at ^ Building management systems are currently in development that would allow charging stations of different types, ones that are currently incompatible, to be networked. These technologies are not currently available but may be in the future.

21 ATTACHMENT 1 (Page 9 of 22) Junes, iol8 Discussion/Analysis: cont'd/ Not only are charging stations with energy management capabilities more expensive (rangingfrom approximately $ $4000 compared to $400 - $2000 for a charging station without this capability), they need to be compatible with the other charging stations so that they can be networked and overseen by the energy management systems provider. If the charging stations are purchased at the outset this will lock the strata in to a contract with a specific energy management systems provider. If the strata would like to switch systems provlderjn the future, new hardware (i.e., charging stations) would need to be purchased. Partial infrastructure is not considered as the cost of electrical upgrades can be so significant to make it is cost prohibitive to put in EV charging stations at a later date, or not feasible, depending on site constraints. The options exclude visitor parking because it would be difficult for strata councils to deal with'cost allocation. In addition, where the visitor of a resident requires EV charging, the resident could make their parking space available to the visitor. Consideration should be given to whether parking is provided in a shared or common parking area versus a private garage. Parking space (re)allocation can be an issue with shared or common parking areas but is not an issue for private garages. The swapping of parking spaces does not, or cannot, occur with private garages as the parking spaces for a specific unit are tied to, or attached to, the unit. In addition, an energized outlet can easily be shared within a private garage and users have the option to install a multi-headed charging station that can serve multiple vehicles. This rationalizes a different approach for developments with this type of assigned, private parking. Options for EV Charging Infrastructure Requirements in Multi-family Developments, excluding Two family. Triplex and Quadruplex Developments Option 1: All required residential parking spaces^ excluding visitor parkings feature an energized outlet box or electrical receptacle capable of providing Level 2 charging or higher. Benefits: Provides at home charging for all residents. Developer is not penalized with providing EV charging infrastructure for any additional parking spaces provided above the number of required parking spaces. Disadvantages: Highest cost to the developer of all options. Option 2i One parking space per unit feature an energized outlet box or electrical receptacle capable of providing Level 2 charging or higher. Benefits: Accommodates at home charging for most residents, Lesser cost to the developer.

22 ATTACHMENT 1 (Page 10 of 22) June 5,2018 Discussion/Analysis: cont'd/ Disadvantacies: Parking space (re)allocation is often an issue and can cause conflict between or within strata councils and residents. Given this issue, it may often be the case that not ail unit owners will have a parking space that provides for EV charging. Option 3: All required residential parking spaces, excluding visitor parking, are provided with partial plus infrastructure capable of providing Level 2 charging or higher to accommodate electric vehicle charging. Benefits: Makes it significantly easier to retrofit an existing building In the future to accommodate EV charging for residents. Lesser cost to the developer. Disadvantacies: The key piece of Infrastructure not provided with partial plus is the conductor or wiring. The cost to put the conductor or wiring in can more than double with a retrofit than with new construction, which pushes further costs onto the owner. Raises equity issues as an EV adopting resident may pay to put in infrastructure (I.e., wiring) that a future resident could use. Option 4: One parking space per unit Is provided with partial plus infrastructure capable of providing Level 2 charging or higher to accommodate electric vehicle charging. Benefits: Makes it significantly easier to retrofit an existing building in the future to accommodate EV charging for residents. Lesser cost to the developer. Disadvantages: The key piece of Infrastructure not provided with partial plus Is the conductor or wiring. The cost to put the conductor or wiring in can more than double with a retrofit than with new construction, which pushes further costs onto the owner. Raises equity issues as an EV adopting resident may pay to put In Infrastructure (i.e., wiring) that a future resident could use. Parking space (re)a I location Is often an issue and can cause conflict between or within strata councils and residents. Given this issue. It may often be the case that not all unit owners will have a parking space that provides for EV charging.

23 ATTACHMENT 1 (Page 11 of 22) June 5,2018 Discussion/Analysis: co/7t' // Recommended Options Taking Into consideration the differences between shared or common parking areas and private garages and the benefits and disadvantages noted with the options considered, staff recommend Option l (i.e., all required residential parking spaces, excluding visitor parking, feature an energized outlet box or electrical receptacle capable of providing Level 2 charging or higher) for required parking spaces in common or shared parking areas and Option 2 (i.e., one parking space per unit features an energized outlet box or electrical receptacle capable of providing Level 2 charging or higher) for required parking spaces with private garages. The recommended options balance the development costs with the need to ensure there are no significant barriers to access EV charging infrastructure. Industry Consultation Staff held two information gathering consultation sessions with UDI in February and April of this year. At the first session, staff provided an overview of the research completed to date and options under staff consideration. Key discussion items included EV demand, parking space (re)allocation, electrical supply, implementation of energy management and cost considerations. Followingthe first consultation session, staff completed further research. This research formed the basis for the second session where staff responded to a number ofthe key discussion items from the first session. Staff also presented the four options described in this report for feedback. Overall, UDI recognizes that EV charging requirements are being adopted or proposed by municipalities across Metro Vancouver. UDI encouraged consideration of costs, a grace period for in-stream applications and provisions to allow for a variance in cases of hardship. Applying separate options to common parking areas versus private garages was specifically discussed and received support. UDI also indicated that that they did not want to be penalized where providing parking spaces over and above the number of required parking spaces in the Zoning Bylaw (the penalty being the cost ofthe EV charging infrastructure for the additional parking spaces). This is why Options 1 and 3 specifically state that all required residential parking spaces feature the EV charging infrastructure. Implementation Staff recommend that a grace period of six months for an applicant to receive Development Permit approval be granted for applications that are in stream. The six month time period would be taken from the effective date ofthe Zoning Bylaw amendment, should Council adopt the recommended bylaw amendment. Given the interim strategy, In stream applications are still likely to provide some level of EV charging infrastructure. Anyone enquiring into multi-family development here forth will be advised that requirements for EV charging infrastructure are under review and may apply to a future development application. File #; /000/ Doc #; V2

24 ATTACHMENT 1 (Page 12 of 22) Junes, 2018 Discussion/Analysis: cont'd/ As discussed under the Electrical Supply and Cost Implications section, while energy management typically mitigates the need to increase the electrical supply to the building, there may be limited cases where an electrical supply Increase is required to provide for the EV charging infrastructure. Given the cost Implications, applicants may seek a variance to reduce the amount of required EV charging infrastructure in these cases. Staff will consider a criterion by which variance requests can be considered by Council. Next Steps: Based on the Committee's feedback at this point, staff will prepare proposed amendments to Part 7 Off-Street Parking and Loading In the Zoning Bylaw to require EV charging in multi-family developments, as described in this report. Staff will present the Zoning Bylaw amendment for consideration of readings and referral to Public Hearing at a regular Council meeting in the next several months. Once the Zoning Bylaw amendment has received first reading by Council, staff will Inform the following stakeholders of the proposed Zoning Bylaw amendment In advance of the Public Hearing: Urban Development Institute; and Greater Vancouver Home Builders Association. Financial Implications: There are no immediate corporate financial impacts associated with this report. Conclusion: With the advancement of EV technology, demand is growing. EV charging infrastructure in muiti-family developments will facilitate EV uptake and support reductions In community GHG emissions. Staff are proposing a regulation that balances the costs of providing the infrastructure with the need to ensure there are no significant barriers to access EV charging Infrastructure as the demand for EVsinqrea^s.

25 ATTACHMENT! (Page 13 of 22) June 5,2018 Attachments: 1. EV Ownership Trends and BC and Lower Mainland EV Sales Estimates (Doc# ) 2. Market Constraints (Doc# ) 3. Municipal Scan (Doc# ) 4. EV Charge Times (Doc# ) 5. Energy Management - How A Shared Circuit Works (Doc# ) 6. No Energy Management-Dedicated Circuits (Doc# ) 7. Energy Management Systems and Minimum Performance Level (Doc# ) 8. Electric Vehicle Infrastructure Configurations (Doc# ) 9. Cost Analysis-Additional Information (Doc# ) This report was prepared by Natasha Lock, Development Planner, and reviewed by Steffanie Warriner, Manager Environmental Services, and Jim Mclntyre, General Manager Planning and Development.

26 ATTACHMENT 1 (Page 14 of 22) ELECTRIC VEHICLE OWNERSHIP TRENDS Percentage of all new motor vehicle sales by province including passenger cars, light and heavy duty trucks, minivans, vans, SUVs and buses JFMAMJJASONDJFMAMJJASONDJFMAMJJASONDJFMAMJJASON Source: C2MP and BC Hydro BC AND LOWER MAINLAND EV SALES ESTIMATES as OJ > BC lower Mainland Low High Low High Annual EV sales 13,000 35,000 9,300 25,000 rs Market Share 6% 16% 7.1% 19% o fm Cumulative EV sales 56, ,000 40,000 85,000 Percent of Fleet 2.6% 5.5% 3.0% 6.4% Annual EV sales 44,000 50,000 30,000 35,000 Market Share 20% 23% 24% 27% m s Cumulative EV sales 224, , , ,000 Percent of Fleet 10% 17% 12% 20% Source: Powertech Advanced Transportation, Report commissioned by the Township of Langley, Metro Vancouver and City of Abbotsford. Values are derived from Simon Fraser University's Energy and Materials Research Group forecasts. File#; /000/ Doc#: 2835l9l.vl

27 ATTACHMENT 1 (Page 15 of 22) MARKET CONSTRAINTS Impact of constraints on EV market share in BC % plug-in electric vehicle sales in 2020 latent demand for EVs constrained by home charging access then constrained by vehicle availability then constrained by vehicle choice (makes/models) then constrained by familiarity 0% 10% 20% 30% Source: C2MP and BC Hydro File#: /000/ Doc#: V1

28 ATTACHMENT 1 (Page 16 of 22) Muiiictpality Burnaby Adopted and/or Proposed Method Proposed: Zoning Bylaw Amendment Amount Required* Charging Level Required Energy Management Permitted? Residential Uses Requirement Applies to? Supplementary Information 100% energized Level 2 Yes New residential uses Applies to required residential parking only. Does not apply to secondary suite parking. Delta Adopted: Zoning Bylaw 20% energized or partial plus Level 2 No New multi-family uses with more than 6 dwelling units Langley (City) Proposed: Zoning Bylaw Amendment 2 parking spaces Level 2 No New apartment uses where 50 or more resident parking spaces are required Maple Ridge N/A Under review North Vancouver (City) North Vancouver (District) Adopted: Sustainable Development Guidelines 20% energized; 80% remaining require adequate space in the electrical room Adopted: City Policy 20% energized; remaining 80% have conduit for later wiring Level 2 Yes New multi-family uses Level 1 Port Coquitlam Adopted: Zoning Bylaw Partial plus for one space per unit Level 2 Yes. parking space must located within 3 m of the outlet box. New multi-family uses New residential uses Port Moody N/A Under review Applies to required residential parking only. Separate meters and EV parking space identification required. For common parking areas, such as a parkade, a separate single utility electrical meter and disconnect Is required for the charging of EVs. Minimum performance level of 8 amps per stall for 4:1 load sharing and 6 amps per stall for load sharing greater than 4:1 is stipulated in supplemental guidelines. Richmond Adopted: Zoning Bylaw 100% energized Level 2 Yes New residential uses A separate single utility electrical meter and disconnect is required for the charging of EVs. Where energy management is used, a minimum performance level of 12 kwh/8 hour for each parking stall is required. For developments with private parking, including single family, duplex and mosttownhouse developments, one outlet can be shared between two, three or four adjacent parking spaces. Surrey N/A Under review. Intention is to follow the lead of the Cities of Richmond and Vancouver and require 100%energized outlets capable of provided Level 2 charging in all residential developments (excluding visitor spaces). Energy management would be permitted. Vancouver Adopted: Parking Bylaw 100% energized Level 2 Yes New residential uses One and two-family developments require an an energized outlet capable of providing Level 2 charging or higher to the storage garage or carport. Where energy management is used, a performance standard approved by the Chief Building O^icial will be required. West Vancouver Passed: Council Resolution Negotiated Negotiated Negotiated New multi-family uses Council resolution (passed in 2012) states all new multi-family development provide an appropriate number of dedicated EV plug-in outlets, ideally one per unit.

29 ATTACHMENT 1 (Page 17 of 22) ELEaRIC VEHICLE CHARGE TIMES Electric Vehicle Type Plug-in Hybrid Electric Vehicles Battery Sixe (kwh) Time to Complete a Full Charge (in Hours) Level 1 ] Level 2 Audi A3 e-tron BMWiS Cadillac CT Chevy Volt Chrysler Pacifica Fisker Karma Ford C Max EnergI Honda Accord Hyundai Sonata Karma Revero Kia Optima Mercedes C350 Hybrid MINI Cooper S E Countryman Mitsubishi Outlander Porsche Cayenne S E-Hybrid Toyota Prius EV Volvo V Battery Electric Vehicles BMW Active E Chevy Bolt Chevy Spark Fiat 500E Ford Focus EV Honda Clarity Hyundai loniq Kia Soul Mercedes B Class B250e Mitsubishi i-miev Nissan Leaf Smart Car Tesia Model 3 Standard Toyota Rav VW e-golf AVERAGE Source: Clipper Creek (https;//

30 ATTACHMENT 1 (Page 18 of 22) ENERGY MANAGEMENT: HOW A SHARED CIRCUIT WORKS 40 Amps rm s & For a charging station{s) that pulls 32A of power, a 40A circuit is needed. 32 Amps All vehicles charging share equal power based on their maximum charge rate. When just 1 vehicle is charging, the vehicle gets 100% of the power supply. 40 Amps 8 Amps 8 Amps 8 Amps When additional vehicles plug in, the power supply Is redistributed among all cars. 40 Amps 16 Amps Once a car unplugs or finishes charging, the power supply is again redistibuted among the remaining cars. Note: For illustration purposes only. With energy management, to achieve a minimum performance level of 12 kwh per parking space over an eight hour overnight period, the most common configuration is to share one circuit among four charging stations, although other configurations are possible. Source: Adapted from ChargePoint, Inc and the illustration provided in the City of Burnaby 2018 report titled "EV Charging Requirements for New Residential Development."

31 ATTACHMENT 1 (Page 19 of 22) NO ENERGY MANAGEMENT: DEDICATED CIRCUITS I 40Amps~l 40 Amps "I 40 Amps 40 Amps Q C3 Ch ) For a charging station that pulls 32A of power, a 40A circuit is needed. 32 Amps 32 Amps 32 Amps 32 Amps Without energy management, each circuit is specifically dedicated for use by a single charging station. No other charging station can plug into or utilize the power supply from this circuit.

32 ATTACHMENT 1 (Page 20 of 22) Energy Management Systems Energy management systems are also known as 'load management and sharing', 'smart charging', or 'power management'. Projects implementing energy management must provide for communications technology, {i.e. cellular, wireless or cabled infrastructure), necessary for the use of the energy management system. Minimum Performance Levei Based on an analysis completed for the City of Richmond, a minimum performance level of l2kwh per parking space over an eight hour overnight period, assuming that all parking spaces are in use by a charging EV, is sufficient. The most common configuration to achieve this is to share one circuit amongst four charging stations, although other configurations are possible. Fileftia-eAlO-Ol/OOO/JOlB-l Doc#: V1

33 ELECTRIC VEHICLE INFRASTRUCTURE CONFIGURATIONS Complete EVSE ft -> i Energized Switchboard, Meter, Meter Disconnect, Transformer (Adequately sized) Panels, Breakers, etc. Partial Plus Transformer (Adequately sized) Switchboard, Meter, Meter Disconnect, and Panels Partial P - T P T I I I I r - 1 I I L. - J I. _ J Transformer (Adequately sized) Switchboard, Meter, Meter Disconnect, Conduit, conductor and Panels, Breakers, etc. receptacle/outlet box Transformer (Upgrades may be required) Electrical room adequately sized for future installation of electrical equipment Conduit, conductor and receptacle/outlet box y Conduit and empty outlet box y Conduit and empty junction box Charging Station Charging station to be installed by future user. Conductor and charging station are the key components to be installed by future user. ATTACHMENT 1 (Page 21 of 22) Electrical upgrades, conductor and charging station are the key components to be addressed or installed by future user. Adapted from diagrams prepared by the Cities of Richmond and Port Coquitam

34 ATTACHMENT 1 (Page 22 of 22) Cost Analysis - Additional Infoiniatipn Retrofitting Existing Multi-Family Buildings The figures provided in Table l In the report are significantly less than the figures to retrofit existing multi-family buildings to accommodate EV charging. Based on a cost analysis completed by the Condominium Homeowners Association of British Columbia, the estimated cost to provide for complete EVSE for one parking space in an existing building is $6,400 to $11,100, Some studies have shown costs over $25,000 per parking space. The cost difference depends on the way the parkade was constructed, where the parking space is located, and other site specific factors. Operational Costs BC Hydro estimates the cost to charge an EV at $l4-$35 per month, depending on the type of EV, compared to $62-$l38 per month to fuel a gasoline powered vehicle (this average is likely to be even higher with a rise in oil prices). This is a savings of $48-$103 per month. EstimatedCostsfor Increasing the Electrical Supply In cases where a BC Hydro supplied pad mounted transformer^ is provided, to increase the electrical supply to the building, either: A second pad mounted transformer may be required, which can cost approximately $50,000; or The BC Hydro pad mounted transformer is replaced with a customer supplied transformer^ placed in a vault or an electrical room in the parkade (sometimes referred to as a unit substation), which can cost approximately $150,000 and up. Importantly, BC Hydro does not permit a second pad mounted transformer outright. Permission for a second pad mounted transformer is required and permission will not be given in all cases. In cases where a customer supplied transformer placed in a vault or an electrical room in the parkade is provided, to increase the electrical supply to the building, a second transformer in the parkade may be required. This would be rare but could occur with the development of a large master planned site. Again the cost would be approximately $150,000 and up. Metering and Cost Allocation A meter dedicated to the EV load, i.e. charging stations, separate from the common building meter, is necessary to facilitate strata cost allocation for EV charging. ^ Transformers serve the function of converting the primary voltage from BC Hydro's primary distribution system down to a secondary voltage that is safe and easy to use by the customer's equipment. A pad mounted transformer is a ground mounted electric power distribution transformer in a local steel cabinet mounted on a concrete pad on the development site. BC Hydro will supply the pad mounted transformer, but the customer is required to pay for all hookup fees. A transformer located in a vault or an electrical room in the parkade is to be supplied by the customer and, again, the customer must pay for all hookup fees. File#: /000/ Doc#: Vl

35 ATTACHMENT 2 Responses to Questions Raised by Council-in-Committee 1. What is the GHG emissions reduction impact of providing EV charging infrastructure in new private developments and would the City receive carbon credits for these reductions? Calculating the GHG emissions reduction impact of providing EV charging infrastructure in new private developments in Coquitlam would be a lengthy and complex task. This is given the methodology that would need to be applied, as follows: Determine the GHG contributions resulting from the energy capacity upgrade for the multi-family development's power distribution (upgrade equipment versus normal equipment lifecycle impact); Determine the GHG contributions from the energy consumption given that the full capacity is utilized; and Determine the GHG offset, i.e., if we did not upgrade the infrastructure, residents would most likely buy gasoline fuelled vehicles. To understand the impact on a high level, according to Plug In BC\ each electric vehicle On the road in British Columbia (BC) displaces four tonnes of carbon dioxide emissions annually. The City of Coquitlam would not receive carbon credits from the Province of BC for reductions achieved through private charging. 2. For in-stream applications, particularly those that fall within the grace period, if the applicant meets the requirements, can the cost of providing the EV charging infrastructure be offset? To offset the cost of providing the EV charging infrastructure, reductions in Community Amenity Contributions (CACs) or density bonus contributions could be considered. Should Council provide direction to do so, staff could apply the EV charging infrastructure costs to Community Amenity Contributions (CACs). In determining whether to go in this direction or not, key considerations for Council include: Whether the provision of EV charging infrastructure meets the intent of the CAC policy; and Impact on future community amenities given the reduction in the CACs received. The intent of the CAC policy is to help fund new amenities in the community, specifically those identified in the Parks, Recreation and Culture Master Plan. CACs will cover approximately one-third of the estimated cost of the major new parks, recreation and culture facilities that the City anticipates will be required over the next 30 years. In light of these considerations, staffdo not recommend that the cost of providing EV charging infrastructure be offset by a reduction in CACs. ^ Plug in BC Is a program of the Fraser Basin Council and is a broad collaborative between government, industry, academic institutions, EV owners, NGOs and utilities. Further information can be found at File#: / RZ/1 Doc#: V2

36 ATTACHMENT 2 Should Council provide direction to do so, staff could apply the EV charging infrastructure costs to density bonus contributions. In determining whether to go this direction or not, key considerations for Council include: Equity - development applications that would require EV charging infrastructure but are proposed under zones that do not have density bonus provisions could not receive the same offsets. Given the equity issue, staff do not recommend that the cost of providing EV charging infrastructure be offset by a reduction in density bonus contributions. 3. Could the provision of EV charging infrastructure be used as a Transportation Demand Management (TDM) measure for in-stream applications that fall within the grace period? TDM is defined in the Zoning Bylaw as "the provision of continuous services or facilities that reduce the demand for private vehicle use or an off-street parking space." The provision of EV charging infrastructure does not meet the definition; therefore, it could not be considered a TDM measure. 4. Are there possibilities for on-street sharing of charging stations? Engineering and Public Works staff are considering public EV charging opportunities. According to Plug In BC, while public charging stations are important, EV owners will do the majority of their charging at home. If a potential buyer cannot be assured of having constantly-available and compatible charging stations, they will not purchase an EV.^ Access to public charging stations is insufficient to encourage EV uptake. 5. Is Level 1 charging sufficient as opposed to requiring Level 2 charging? Can a combination of Level 1 and Level 2 be considered? Staff recommend that Level 2 be required for the following reasons: The installation cost difference between the provision of level l and level 2 is not significant (see Table l); and Charge time is a constraint on EV market share in BC.^ Level 2 provides significantly more efficient charge times. The majority of potential buyers need assurance that they will be able to completely charge their vehicle overnight. Depending on the vehicle, battery size and typical distance driven, it may not befeasible to charge an EV overnight with level l charging. ^ Bonges III, Henry A Addressing electric vehicle sales and range anxiety through parking layout, policy and regulation. Jransportat'ion Research Part A: Policy and Practice. Volume 83. Pages ^ Deloitte Unplugged: Electric vehicle realities versus consumer expectations. Page 8. File #: / RZ/1 Doc #; v2

37 ATTACHMENT 2 Table l. Installation Cost Comparison between the Provision of Level l and Level 2 EV Charging Infrastructure based on the Provision of EV Charging Infrastructure for 100% Installation Cost Per Parking Stall i Requirement ' Townhouse MId-rlse High-rise 100% of parking stalls provided with $126 $ $1443 Level 1 dedicated energized circuits 100% of parking stalls provided with Level 2 energized circuits using energy management (assuming a configuration of 4 spaces sharing l circuit) $307 $ $760 Notes: ' Figures are based on a cost analysis completed by the City of Richmond. 2 The figures provided are installation costs only. There are no additional lifecycle costs for level l. For level 2, additional lifecycle costs are estimated at $8000 over 20 years, assuming $2000 per charging station and $6000 in service costs. Staff review of twelve municipalities within Metro Vancouver found that all municipalities that have adopted or are proposing to adopt EV charging infrastructure requirements require Level 2 with the exception of the District of North Vancouver. Staff do not recommend that a combination of level l and level 2 charging be provided with a development as this would create cost allocation and management challenges for the strata corporation. The Strata Corporation would need to manage cost allocation for the level l and level 2 outlets separately and would need to contract with two different systems providers to track usage. In addition, combining level l and level 2 could exacerbate parking space (re)a I location issues. For example, an EV owner that has a parking space with a level i outlet who would like a level 2 outlet may not be granted a request to reallocate their parking space as they already have a level 1 outlet. 6. Is the minimum performance ievel indicated sufficient? Based on an analysis completed for the City of Richmond, where energy management is used, a minimum performance level of 12 kwh per parking space over an eight hour overnight period, assuming that all parking spaces are in use by a charging EV, is sufficient A minimum performance level of 12 kwh per parking space over an eight hour overnight period is effectively a power delivery rate of 1.5 kw per parking space (12 kwh/8h), which is slightly higher than level l charging. Level 1 charging has a maximum power delivery rate of 1.4 kw. Therefore, at a minimum, each vehicle sharing the circuit will receive at least the same charge as a level 1 charger. That said, all vehicles will receive a higher maximum power delivery rate than level l over the 8 hour period. This is given how an EV battery charges - an EV battery does not accept the maximum power delivery rate throughout the charge period. The power (current) delivered to the battery decreases as the battery charge (capacity) increases. This is important because if you have four vehicles sharing a circuit that are plugging in at difiperent times with batteries at different charge levels, each vehicle will not be File #: / RZ/1 Doc #: V2

38 ATTACHMENT 2 receiving the same amount of power, but, worst case, each vehicle will at a minimum be receiving 1.5 kw (a level 1 charge). It is important to note that electric vehicles are limited in the maximum charging power they can accept because of restrictions in their ability to convert AC power from the grid to DC power. For example, the Chevrolet Volt, a plug-in hybrid, is limited to 3.6 kw, and the Nissan Leaf, a battery electric vehicle, is limited to 6.6 kw. As a result, each vehicle on a shared circuit will only accept the power it can handle. This is what makes energy management so useful, it is a 'smart' technology that allows vehicles to share a circuit and determines the power to be delivered to each vehicle at one time, yet as quickly as possible. The minimum performance level suggested will exceed the charging rate provided by a level l charger and, therefore, improve charging efficiency. Given the way EV batteries charge, all vehicles should be able to receive a full charge overnight with the suggested minimum performance level based on today's battery capacities and charge rates. 7. Will the same requirements apply to purpose-built rental? Staff recommend the same requirements apply to market rental units. Based on 2016 census data from Statistics Canada, 24% of Coquitlam households rent. This is a significant portion of the population that would not be given access to EV charging infrastructure, which raises equity issues. In addition, renters do not have the ability to add EV charging infrastructure without the unit owner's permission and would be unlikely to pay to do so without being assured that they (the tenant) will see a return on their investment. In addition, as per Bylaw No. 4808, 2017, reduced parking rates apply to purpose-built rental, as a result less infrastructure would be required. With respect to below market and non-market rental units, staff recommend that this be a consideration of Council when presented with a request to vary the EV charging infrastructure requirements. Staff will work with applicants to determine an EV charging infrastructure provision that is supportable based on the proposal. 8. Could the infrastructure be funded by car manufacturers? Staff could not find information on circumstances where this has occurred in North America. For infrastructure to be funded by car manufacturers, this would have to be negotiated between the manufacturers and developers. Where car dealers are getting involved is through collaboration with the Provincial Government to incentivize the sale of EVs and to maximize the potential of point of sales programs. 9. How are EV batteries disposed of and will municipalities be required to take this on? Metro Vancouver is responsible for disposing of the waste generated by residents and businesses within the region. Metro Vancouver is looking into the means through which electric car batteries are disposed of, extended warranty coverage for batteries, possible secondary market use, and market absorption goals. File #; / RZ/l Doc#: v2

39 ATTACHMENT 2 Id. What are the ethics behind the mining of the metals used In EV batteries? Lithium-ion technology dominates the battery market share and is anticipated to continue to do so over the coming years. Metals that go into the battery include lithium, cobalt, manganese, aluminum and nickel. Manganese and aluminum are cheaper metals with large markets, making them fairly easy to procure for battery manufacturers. Lithium, cobalt and nickel have smaller and less-established markets and supplyconcerns. The ethics surrounding the supply depends on the metal being mined and where it is coming from. This is a significant and broad question that is beyond the scope of this project. 11. How many In-stream parking spaces would be Involved If a grace period were granted? As of April 30, 2018, a total of 5772 multi-family units consisting of 33 projects, excluding two-family, triplex and quadruplex units, are proposed with in-stream Development Permit applications. For those projects, 6984 parking spaces are proposed. What is important to note is that for most of these projects, the applicant is proposing to provide some degree of EV charging infrastructure as a result of the interim strategy (not all projects because of the project type and the fact that some projects were in-stream before the interim strategy was introduced). 12. What would be the resultant cost savings from a requirement lesser than 100%? The cost analysis in the Council-in-Committee report from the Director of Development Services entitled "Electric Vehicle Charging Options for New Multi-family Developments" was based on cost analyses completed by the Cities of Richmond and Port Cbquitlam. Unfortunately, their cost analyses did not consider different requirement percentages, i.e., requirements less than 100%, so we are unable to provide cost savings figures. The cost analysis looked at a per parking space rate; however, we cannot infer that the cost savings would simply be a reflection of the reduced number of parking spaces to which the requirements would apply because of the distribution of the outlets and whether energy management is applicable. Discussions with staff from the City of Richmond indicate that the cost savings for a lesser percentage would be slightly lower but insignificant as the wiring and conduit needs would be similar. 13. Should requirements for visitor parking apply? Staff do not recommend requirements for visitor parking due to cost allocation and implications. In order to facilitate cost allocation, a networked charging station would be required. EV owners would need to be a member to access the station and would swipetheir member card to use the station. If a networked charging station were not installed, the strata corporation would be responsible for the charging cost. In addition, the strata corporation would be responsible for the service and maintenance of the station. Moreover, if the requirement did not include the charging station itself, the strata corporation would be responsible for the purchase and installation of the charging station for the use of visitors. According to Plug In BC, the majority of electric car charging happens at home. File #: / RZ/l Doc#: V2

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