Agenda 07/14/2020 Item # 6A (Public Petition - Charging Stations)07/14/2020
COLLIER COUNTY
Board of County Commissioners
Item Number: 6.A
Item Summary: Public Petition request from Judith Hushon regarding installing charging stations
at public facilities.
Meeting Date: 07/14/2020
Prepared by:
Title: Executive Secretary to County Manager – County Manager's Office
Name: MaryJo Brock
06/24/2020 8:45 AM
Submitted by:
Title: County Manager – County Manager's Office
Name: Leo E. Ochs
06/24/2020 8:45 AM
Approved By:
Review:
County Manager's Office Sean Callahan County Manager Review Completed 07/06/2020 11:27 AM
Board of County Commissioners MaryJo Brock Meeting Pending 07/14/2020 9:00 AM
6.A
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6.A.aPacket Pg. 44Attachment: Public Petition Confirmation Judith Hushon (12747 : Public Petition Request Ms. Judith Hushon)
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Packet Pg. 45 Attachment: EV Citizens Petition-Hushon (12747 : Public Petition Request Ms. Judith Hushon)
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Packet Pg. 46 Attachment: EV Citizens Petition-Hushon (12747 : Public Petition Request Ms. Judith Hushon)
Electric Vehicles and
EV Infrastructure
Implementation support
provided by:
With funding
support from:
SOUTHEAST FLORIDA
REGIONAL COMPACT
CLIMAT ECHANGE
AN INTRODUCTORY GUIDE FOR SOUTHEAST FLORIDA
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Packet Pg. 47 Attachment: EV-Guidance-06-12-2020 (12747 : Public Petition Request Ms. Judith Hushon)
ELECTRIC VEHICLES AND EV INFRASTRUCTURE: AN INTRODUCTORY GUIDE FOR SOUTHEAST FLORIDA 2
Report prepared by:
Institute for Sustainable Communities (on behalf of the Southeast Florida Regional Climate Change
Compact)
June 2020
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ELECTRIC VEHICLES AND EV INFRASTRUCTURE: AN INTRODUCTORY GUIDE FOR SOUTHEAST FLORIDA 3
Table of Contents
Introduction .........................................................................................................................5
Key Terms .............................................................................................................................7
Promoting Regional Coordination .........................................................................................9
Cooperative Purchasing ..........................................................................................................................9
Infrastructure Planning ...........................................................................................................................9
Planning and Policy ..............................................................................................................11
Setting Goals for EV Infrastructure in Comprehensive and Sustainability Plans ...................................11
EV Parking Minimums and Standards ....................................................................................................13
Make-Ready Standards ..........................................................................................................................14
Density Bonuses .....................................................................................................................................14
Design Criteria for EVSE Installation and Parking ...................................................................................15
Parking Enforcement ..............................................................................................................................16
Building and Electrical Codes .................................................................................................................18
Streamlining Permitting Processes ........................................................................................................19
Leveraging Public Assets .......................................................................................................21
Transitioning Public Fleet ......................................................................................................................21
EVSE at Public Parking Facilities .............................................................................................................25
Conclusion ...........................................................................................................................28
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ABOUT THE DOCUMENT
As part of the Southeast Florida Regional Climate Change Compact's ongoing efforts to build the capacity
of practitioners and stakeholders in Southeast Florida to advance regional climate action, the Compact
has developed this introductory report on electric vehicles and EV infrastructure. This compilation of
resources builds on presentations and discussions from the Compact’s Fall 2019 workshop on electric
vehicles and offers additional curated resources and guidance on opportunities for local governments to
support the transition to and expansion of electric vehicles.
ABOUT THE AUTHORS
Institute for Sustainable Communities
Since 1991, the Institute for Sustainable Communities (ISC) has worked in the United States and around
the world to help communities, cities, industry, and NGOs accomplish their environmental, economic,
and social goals. ISC uses training, technical assistance, peer-to-peer learning, and demonstration
projects to help unleash the power of local people and institutions to address immediate challenges
and opportunities – all while building those on-the-ground solutions into national and international
best practices and policy. At the heart of the organization’s approach is results focused, authentic and
pragmatic engagement with all stakeholders, which unearths locally-driven and equitable solutions
to the biggest challenge we face – global climate change. ISC provides implementation support to the
Southeast Florida Regional Climate Change Compact. Learn more at sustain.org and us.sustain.org.
The Southeast Florida Regional Climate Change Compact
Established in 2009 through local government leadership, the Southeast Florida Regional Climate
Change Compact (the Compact) is a ground-breaking regional collaborative between Broward, Miami-
Dade, Monroe and Palm Beach counties focused on regional coordination and joint action to build
climate resilience and reduce greenhouse gas emissions. For over 10 years, the Compact counties have
successfully collaborated on mitigation and adaptation strategies, built bipartisan support for action,
and forged partnerships with key stakeholders, including economic development entities, community-
based organizations, and the academic community, enabling the development of a regional voice and
vision for future prosperity in Southeast Florida. The Compact provides a regional vision for addressing
climate change in Southeast Florida through the Regional Climate Action Plan (RCAP). Regional planning
standards, shared policy platforms, and informational resources for municipal action can be found at
www.southeastfloridaclimatecompact.org.
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Introduction
In 2017, for the first time ever, the transportation sector emitted more carbon than the electric
sector in the state of Florida, with more than 80% of transportation emissions coming from gasoline
and diesel powered light, medium, and heavy duty vehicles.1 To reduce emissions stemming from
this key sector, leaders from the public and private sectors are investing in electric vehicles (EV) and
electric vehicle infrastructure. Powered by electricity, electric vehicles offer a significant opportunity
to reduce emissions, decarbonize the transportation sector, and reduce health impacts resulting from
transportation pollution within communities.
Over the past several years, plans and investments to advance the adoption of electric vehicles have
begun to take shape. For example, the Florida Department of Environmental Protection (DEP) developed
the Diesel Emissions Mitigation Program, which uses funds from the Volkswagen Settlement and EPA’s
Diesel Emissions Reduction Act (DERA) State Grant Program for projects that mitigate mobile sources of
emissions.2 Through the VW Florida Beneficiary Mitigation Plan, DEP identified Broward, Miami-Dade,
and Palm Beach counties as air quality priority areas. Of the total $166m allocated to Florida from the
VW settlement, the plan allows the maximum allocation of 15% for light-duty electric vehicle supply
equipment (EVSE) installation, and earmarks significant funds to electrify transit, school, and shuttle
buses.3
The Florida Department of Agriculture and Consumer Services’ Office of Energy is currently working
on an Electric Vehicle (EV) Roadmap for the state. The roadmap will help identify EV charging
infrastructure impacts on the electric grid, solutions for any negative impacts, areas that lack EV charging
infrastructure, best practices for siting EV charging stations, and technical or regulatory barriers to
expansion of EV charging infrastructure.4
Electrify America, a subsidiary of VW America, invested $2 billion in electric vehicle supply equipment
nationally in the first cycle of its National Zero-Emission Vehicles Investment Plan, and is beginning the
second cycle of investment. The company will focus on the installation of Level 2 and DC fast charging
stations in the Miami metro-region and will explore renewable generation and storage to support long
term economic sustainability of the infrastructure investments.5 Florida Power and Light is making
upgrades in infrastructure and plans to install 600 new EV charging stations at approximately 100
locations throughout its service area.6
At the national level, the federal government offers a federal income tax credit of up to $7,500 for the
purchase or lease of an electric vehicle. The credit is gradually phased out as manufacturers reach
various sales thresholds.7
1 Jill Dvareckas, “Driving the future of EVs in Florida,” (presentation, Southeast Florida Regional Climate Change Compact RCAP Implementation
Workshop: Electric Vehicles, Miami, FL, September 19, 2019).
2 “DEMP - Volkswagen Settlement,” Florida Department of Environmental Protection, accessed January 3, 2020, https://floridadep.gov/air/air-
director/content/demp-volkswagen-settlement.
3 Florida Department of Environmental Protection, State of Florida Mitigation Plan (Tallahassee: FDEP, 2019), 3, https://floridadep.gov/sites/
default/files/Draft%20Beneficiary%20Mitigation%20Plan%20-%20Published%207.17.2019_0.pdf.
4 “Florida Electric Vehicle Roadmap,” Florida Department of Agricultural and Consumer Services, accessed April 29,2020, https://www.fdacs.
gov/Energy/Florida-Electric-Vehicle-Roadmap.
5 Electrify America, National ZEV Investment Plan: Cycle 2 (Reston, VA: Electrify America, 2019), 37, https://elam-cms-assets.s3.amazonaws.
com/inline-files/Cycle%202%20National%20ZEV%20Investment%20Plan%20-%20Public%20Version%20vF.pdf.
6 “EVSE Fact Sheet,” Florida Power and Light, accessed January 3, 2020, https://www.fpl.com/energy-my-way/EVSE-fact-sheet.pdf.
7 “Electric Vehicle Tax Credits: What You Need to Know,” Edmunds, January 28, 2019, https://www.edmunds.com/fuel-economy/the-ins-and-
outs-of-electric-vehicle-tax-credits.html.
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As the range of electric vehicles increases, additional charging infrastructure is deployed, and the total
cost of electric vehicles continue to decline (battery costs have declined more than 65% since 2014),
the electric vehicle market is poised to grow significantly. Since 2013, ownership of EVs has increased by
300% in Florida.8 Today, there are nearly 48,000 electric vehicles on Florida’s roads9 and by 2030, more
than 780,000 electric vehicles will be registered in the state.10
According to an analysis by the energy and environmental consulting firm M.J. Bradley & Associates,
Florida could achieve a 70-80% reduction in emissions from light-duty greenhouse gas (GHG) emissions,
in conditions where nearly all vehicles are electric by 2050.11 As one of the top recommendations
outlined in the Rocky Mountain Institute’s The Carbon-Free City Handbook, electric vehicle and EV
infrastructure deployment are key opportunities for local governments to limit regional and local
emissions.
In support of the Regional Climate Action Plan, which outlines regional opportunities to advance
sustainability and reduce emissions, this guidance product explores the multiple roles and methods by
which local governments can individually and collaboratively hasten the penetration of electric vehicles
in Southeast Florida. It outlines useful tools for localities to develop EV-ready communities, install EV
infrastructure, and to transition public fleets to electric vehicles. It also provides leading best practices
for policy design and coordinating regional EVSE investment.
8 “EVSE Fact Sheet,” Florida Power and Light, accessed January 3, 2020, https://www.fpl.com/energy-my-way/EVSE-fact-sheet.pdf.
9 Jill Dvareckas, “Driving the future of EVs in Florida,” (presentation, Southeast Florida Regional Climate Change Compact RCAP Implementation
Workshop: Electric Vehicles, Miami, FL, September 19, 2019).
10 Patricia Gomez, e-mail message to author, May 6, 2020.
11 Dana Lowell, Electric Vehicle Cost-Benefit Analysis: Plug-in Electric Vehicle Cost-Benefit Analysis: Florida (Concord, MA: M.J. Bradley &
Associates, 2019), ii, accessed December 2019, https://www.mjbradley.com/reports/plug-electric-vehicle-cost-benefit-analysis-florida.
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Key Terms
EV: EV – Electric vehicle; this includes battery electric vehicles and plug-in hybrids.
EVSE: Electric vehicle supply equipment; another term for charging stations.
Level 1 Charging: Level 1 is considered slow charging and operates on a 15 to 20-amp breaker on a 120-
volt AC circuit. This is comparable to the wall plug used for most common household appliances, but has
a special electric outlet for the car connection. These chargers are typically used at home by EV owners.
Level 1 charging stations typically take 8 to 12 hours to fully charge.12
Level 2 Charging: Level 2 is considered medium charging and operates on a 40 to 100-amp breaker on a
208 or 240-volt AC circuit. The amount of energy this charger uses is comparable to an electric clothes
dryer. These chargers also feature a special electric outlet for the car connection. Level 2 chargers are
used for both home or commercial service purposes and typically take three to four hours to fully
charge.13
Level 3 Charging: Also known as “DC Fast Charging,” (DCFC) is considered fast or rapid charging
and operates on a 60-amp or higher breaker on a 480-volt or higher three-phase circuit with special
grounding equipment. These chargers are typically characterized by industrial-grade car connection
electric outlets that allow for faster recharging times of 30 to 45 minutes. Level 3 chargers are expensive
to purchase and install the necessary utility infrastructure associated with them. Therefore, these
chargers are used primarily for commercial charging stations and are not likely to be used for personal
use.14
Range Anxiety: The fear that a vehicle has insufficient range to reach its destination, and would thus
strand the vehicle’s occupants. Range anxiety is one of the greatest barriers to large scale adoption of
EV.15
12 Will Hutchings, “Planning for Electric Vehicle Charging Facilities,” last modified April 2019, https://www.westernplanner.
org/2019articles/2019/4/10/planning-for-electric-vehicle-charging-facilities.
13 Ibid.
14 Ibid.
15 Rob Stumpf, “Americans Cite Range Anxiety, Cost as Largest Barriers for New EV Purchases: Study,” last modified February 26, 2019, https://
www.thedrive.com/news/26637/americans-cite-range-anxiety-cost-as-largest-barriers-for-new-ev-purchases-study.
EV EV – Electric vehicle; this includes battery
electric vehicles and plug-in hybrids.EVSE Electric vehicle supply equipment;
another term for charging stations.
Level 1
Charging
Level 1 is considered slow charging and operates on a 15 to 20-amp breaker on
a 120-volt AC circuit. This is comparable to the wall plug used for most common
household appliances, but has a special electric outlet for the car connection. These
chargers are typically used at home by EV owners. Level 1 charging stations typically
take 8 to 12 hours to fully charge.11
Level 2
Charging
Level 2 is considered medium charging and operates on a 40 to 100-amp breaker on
a 208 or 240-volt AC circuit. The amount of energy this charger uses is comparable
to an electric clothes dryer. These chargers also feature a special electric outlet for
the car connection. Level 2 chargers are used for both home or commercial service
purposes and typically take three to four hours to fully charge.12
Level 3
Charging
Also known as “DC Fast Charging,” (DCFC) is considered fast or rapid charging and
operates on a 60-amp or higher breaker on a 480-volt or higher three-phase circuit
with special grounding equipment. These chargers are typically characterized by
industrial-grade car connection electric outlets that allow for faster recharging times
of 30 to 45 minutes. Level 3 chargers and the associated utility infrastructure are
expensive to purchase and install. Therefore, these chargers are used primarily for
commercial charging stations and are not likely to be used for personal use.13
Range
Anxiety
The fear that a vehicle has insufficient range to reach its destination, and would thus
strand the vehicle’s occupants. Range anxiety is one of the greatest barriers to large
scale adoption of EV.14
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LEVELS OF EV CHARGING16
LEVEL 1
ATTRIBUTES:
• A standard outlet can potentially fully recharge an EV battery in 8–12 hours
• This level is often sufficient for overnight, home charging
• Standard outlets can also provide an option for “peace of mind” charging using onboard
equipment on the go
LEVEL 2
ATTRIBUTES:
• Free-standing or hanging charging station units mediate the connection between power
outlets and vehicles
• Requires installation of charging equipment and often a dedicated 20–80 amp circuit, and may
require utility upgrades
• Well-suited for inside and outside locations, where cars park for only several hours at a time,
or when homeowners seek added flexibility of use and a faster recharge
• The public charging network will comprise primarily level 2 charging stations
• Public context requires additional design features, such as payment and provider network
interfaces or reservation systems
LEVEL 3 (DC Fast Charge)
ATTRIBUTES:
• Free-standing units, often higher profile
• Enable rapid charging of EV battery to 80% capacity in as little as 30 minutes
• Electrical conversion occurs in EVSE unit itself
• Relatively high cost compared to level 2 chargers, but new units on the market are more
competitively priced
• Draws large amounts of electrical current, requires utility upgrades and dedicated circuits
• Beneficial in heavy-use transit corridors or public fueling stations
16 Image adapted from WXY Architecture + Urban Design, Siting and Design Guidelines for Electric Vehicle Supply Equipment, (Albany: NYSERDA
and TCI, 2012), 3, accessed January 2020, https://www.transportationandclimate.org/sites/default/files/EV_Siting_and_Design_Guidelines.pdf.
8–20+ HOURS
CHARGE TIME
4-8 HOURS
CHARGE TIME
30 MINUTES
CHARGE TIME
(12 [amperage] amps)
120V AC
240V AC
(15-30 amps)
480-600V
(120 amps)
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Promoting Regional Coordination
To effectively and efficiently advance vehicle electrification, local governments must work collaboratively
with regional and state agencies, and private sector partners. Regional coordination and partnership are
particularly important for achieving economies of scale, such as with group purchasing or EV modeling.
Coordination is also imperative to infrastructure planning and to the development of regional DC Fast
Charging (DCFC) corridors, which can support emergency evacuations and other long distance EV trips.
COOPERATIVE PURCHASING
Cooperative purchasing offers communities an opportunity to leverage their collective buying power
and accelerate the conversion of public fleets to EVs. The Climate Mayors Electric Vehicle Purchasing
Collaborative, a national partnership for EV group purchasing and capacity building, provides a turnkey,
one-stop, online procurement portal for U.S. cities, counties, state governments, and public universities
to competitively bid for EVs and charging infrastructure. Users can browse by available electric vehicles,
leasing options, and charging infrastructure.17 The Collaborative also provides training, best practices,
educational resources, and analysis support.
INFRASTRUCTURE PLANNING
To facilitate long-distance intercity travel and ensure consistency across jurisdictions, many communities
are working collaboratively on infrastructure planning. For example, through the development of the
singular, coordinated regional Central Sierra Zero-Emission Vehicle Readiness Plan the Tuolumne County
Transportation Council in California was able to create economies of scale by considering shared studies
and needs for the region. The readiness plan facilitated joint efforts to:
• Evaluate the current and future state of the Zero Emission Vehicles (ZEV) market;
• Study and analyze site locations needed for ZEV infrastructure deployment;
• Evaluate opportunities to streamline ZEV permitting, installation, and inspection to facilitate the
timely approval and construction of ZEV infrastructure;
• Study and analyze the feasibility of ZEV adoption in municipal fleets;
• Create a venue for stakeholder coordination and gain input from key stakeholders on the ZEV
Readiness Plan; and
• Identify funding sources for an implementation program.18
Other notable instances of regional EVSE planning include the Texas River Cities Plug-In Electric Vehicle
Initiative, which aims to promote EV penetration in the Central Texas region, including the greater Austin
and San Antonio communities. Additionally, the North Coast Plug-in Electric Vehicle Readiness Plan,
developed by the Redcoast Energy Authority, a local government joint powers agency representing the
Humboldt Bay Municipal Water District, the County of Humboldt, as well as the Cities of Eureka, Arcata,
17 “Climate Mayors Electric Vehicle Purchasing Collaborative,” Climate Mayors, accessed January 2020, https://driveevfleets.org/.
18 Center for Sustainable Energy, Draft Background Assessment Report for the Central Sierra Zero Emission Vehicle Readiness Plan (Sonora, CA:
Tuolumne County Transportation Council 2018), 6, accessed December 2019, https://caafb210-db14-4a97-9057-dca87ef38f2a.filesusr.com/ugd/
fe950e_ac0c153741124ccab06c04b20ccf2dd2.pdf.
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Fortuna, and others supports planning to increase penetration of EVs to approximately 2% of all light
duty vehicles in the community by 2025.
Regional coordination of EVSE deployment is particularly important for Southeast Florida, given the
region’s vulnerability to hurricanes. In the event of a mass evacuation, drivers must be able to access
an extensive, convenient, and reliable network of charging stations. Without regional coordination to
support mass evacuations, charging stations could become inundated, or unavailable due to outages, or
the grid could become overloaded.19 Localities should work collaboratively, along with their utilities to
plan for regionally EV resilient infrastructure—built outside of flood zones and powered by solar.
DC Fast Charging
Many other local governments are also working together to advance the installation of DCFC. For
example, Arizona, Colorado, Idaho, Montana, Nevada, New Mexico, Utah, and Wyoming signed a
memorandum of understanding (MoU) to work collaboratively on a regional EV fast charging network
spanning across 5,000 miles of freeway. The partners aim to:
• Coordinate station locations to maximize use and minimize inconsistency between charging
infrastructure.
• Develop practices and procedures to encourage the adoption of EVs and address range anxiety.
• Develop operating standards for charging stations.
• Incorporate EV charging stations in the planning and development process.
• Encourage automotive OEMs to stock a variety of EVs in participating states.
• Collaborate on funding and finding opportunities for the network.20
ELECTRIC VEHICLE INFRASTRUCTURE PROJECTION TOOL
The National Renewable Energy Laboratory created Electric Vehicle Infrastructure Projection Tool
(EVI-Pro) Lite, a free, web-based tool that uses detailed data on personal vehicle travel patterns,
electric vehicle attributes, and charging station characteristics in bottom-up simulations to estimate
the quantity and type of charging infrastructure necessary to support regional adoption of electric
vehicles.
19 Shawn A. Adderlya et al., “Electric vehicles and natural disaster policy implications,” Energy Policy 112, (January 2018):437, https://isiarticles.
com/bundles/Article/pre/pdf/143011.pdf.
20 “Mountain West States Buy In on Regional EV Fast Charging Network,” Guidehouse Insights, December 14, 2017, https://www.
navigantresearch.com/news-and-views/mountain-west-states-buy-in-on-regional-ev-fast-charging-network.
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Planning and Policy
Communities have a number of planning and policy tools they can employ to facilitate and accelerate
installation of EVSE, key to helping residents overcome range anxiety—the fear that a vehicle has
insufficient range to reach its destination and would thus strand the vehicle’s occupants. Not only can
localities encourage the development of charging stations, but they can also work with their planners,
community leaders, private businesses, and EVSE providers to identify areas for EVSE installation that
will maximize public and private benefits. Common strategies and tactics to engage the private sector in
fostering and creating built environments supportive of EV are outlined below.
SETTING GOALS FOR EV INFRASTRUCTURE IN COMPREHENSIVE AND SUSTAINABILITY PLANS
Governments can provide a vision for the deployment of electric vehicle infrastructure in their
comprehensive and sustainability plans. For example, in its Climate Change and Resilience Vision of its
2017 Comprehensive Plan, Broward County articulated a goal to pursue “municipal and public-private
partnerships in order to develop an infrastructure network that provides public access to alternative
fuels and EV charging,” and as part of the county’s efforts to reduce greenhouse gas emissions by 2% per
year.”21
21 Broward County, Broward County Land Use Plan of the Broward County Comprehensive Plan (Ft. Lauderdale: Broward County, 2019), 4,
accessed December 2019, https://www.broward.org/PlanningCouncil/Documents/LandUsePlan/Broward%20County%20Land%20Use%20Plan.
pdf.
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CASE STUDY
Expanding EV Access in Low-Income Communities
Low-income communities and communities of color are
disproportionately burdened by climate change and greenhouse
gas emissions, as these communities frequently live near busy
roads and freeways, where they face exposure to dangerous
levels of emissions. Often, individuals in these communities suffer
from higher rates of asthma, cancer, and other pollution-related
illnesses.22 Many cities are working to ensure that as they advance
their GHG emission reduction and zero emission mobility goals,
they target, prioritize, and protect the most impacted residents.
In Los Angeles, the city launched BlueLA carsharing to deploy 100 vehicles and 200 charge points in
communities with greater socioeconomic challenges, a need for mobility options, and exposure to
environmental pollution. With $1.6 million from the California Air Resources Board and $2.8 million from
city agencies, BlueLA is able to offer discounted subscription and use fees for thousands of low-income
users. The city seeks to recruit households with annual incomes below $35,000, and aims for at least
50% of all trips to be made by members with household incomes less than $35,000.23 BlueLA service has
reduced local GHG emissions nearly 900 metric tons, equal to 100,114 gallons of gasoline consumed.24
In Sacramento, California, which received $44 million in VW Settlement Funds, the city established
Our Community CarShare, an EV-sharing program which will put 140 EVs at 70 low-income apartment
complexes for car-sharing. This program is a partnership between the Sacramento Metro Air District,
Zipcar, the city of Sacramento, the Sacramento Municipal Utility District (SMUD), the Sacramento
Housing Redevelopment Authority, and the nonprofits Mutual Housing and Policy in Motion.25
To support equitable access to EVSE infrastructure across its shared mobility hubs, the city of Seattle
developed an EVSE prioritization matrix, which includes equity and environmental justice indicators.
The matrix uses a Traffic Pollution Index, based on Vehicle Miles Traveled (VMT) locations, “as a proxy
to prioritize areas bearing inequitable environmental burdens that can be partially addressed by higher
EV adoption” and assigns greater consideration for areas with high concentrations of low-income
and minority households. Additionally, equity and environmental justice criteria account for 20% of a
weighted score used by the city to prioritize EVSE deployment.26
For more information on advancing equity in EV and EVSE planning and development, see:
• Electric Vehicles for All: An Equity Toolkit
• Electric Carsharing in Underserved Communities: Considerations for Program Success
• Expanding access to electric mobility in the United States
22 Greenling Institute, Electric Vehicles for All: An Equity Toolkit, (Oakland: Greenlining Institute, 2019), accessed December 2019, https://
greenlining.org/resources/electric-vehicles-for-all/#tab4-section1.
23 The International Council on Clean Transportation, Expanding Access to Electric Mobility in the United States, (Washington, DC: ICCT, 2017),
https://theicct.org/sites/default/files/publications/Expanding-access-electric-mobility_ICCT-Briefing_06122017_vF.pdf.
24 “EV Carsharing Pilot Program (BlueLA Carsharing) Project,” California Air Resources Board, accessed April 24, 2020, https://ww3.arb.ca.gov/
msprog/lct/pdfs/bluela.pdf.
25 Bradley Berman, Are Electric Cars Only for the Rich? Sacramento Is Challenging That Notion, New York Times, January 24, 2019, https://www.
nytimes.com/2019/01/24/business/electric-vehicles-electrify-america-sacramento.html.
26 City of Seattle, EVSE Roadmap for Shared Mobility Hubs (Seattle: Seattle Department of Transportation, 2018), accessed April 2020, http://
evsharedmobility.org/wp-content/uploads/2018/12/SDOT_EVSE_Roadmap_for_Shared_Mobility_Hubs.pdf.
BlueLA Charging Stations and Electric Vehicles
Photo: Streetsblog L.A./Joe Linton
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EV PARKING MINIMUMS AND STANDARDS
Cities can use municipal zoning codes to encourage and target development of EVSE infrastructure along
key corridors and land uses. In doing so, they “can eliminate confusion about what is and isn’t allowable
while also affirming the desirability of EVSE within the community.”27 Some communities have provided
transparency by setting different zoning regulations by EV charging infrastructure. Typically, Level 1
and Level 2 charging stations are permitted in all areas, while Level 3 charging stations are zoned for
commercial or industrial use.28 Others have amended zoning ordinances to clarify that Level 3 charging is
an accessory use that does not require further zoning board approval.29
Many cities apply zoning to establish numerical or percentage-based goals for EVSE infrastructure and
EV reserved parking or allow developers to count EV parking toward overall parking requirements. For
example, in Mountlake Terrace, Washington, the community used zoning to require EVSE development in
multifamily residential, medical and office facilities, as well as lodging and municipal zones.30 In Stockton,
California, developers are able to count one charging space as two parking spaces, for up to 10% of total
required parking.31
AN EXAMPLE OF EV PARKING MINIMUMS IN
MOUNTLAKE TERRACE, WA 32
Land Use Type Percent Parking Spaces
Multi-household Res 10%
Lodging 3%
Retail, eating and drinking 1%
Office, medical 3%
Industrial 1%
Institutional, Municipal 3%
Recreation/Entertainment/Cultural 1%
Other 3%
In their joint report, Creating EV-Ready Towns and Cities: A Guide to Planning and Policy Tools, The
New York State Energy Research and Development Authority and Transportation and Climate Initiative
suggests that when developing zoning actions, municipalities should:
• Ensure the zoning resolution or ordinance permits EVSE in logical locations
• Establish clear definitions for EVs and EVSE, as well as use groups33
• Consider relevant comprehensive planning frameworks for EVs and EVSE
27 “Leading the Charge: City Codes and Electric Vehicles,” Iowa Clean Cities Coalition, accessed January 2020, https://dmampodemo.files.
wordpress.com/2013/06/evzoning.pdf.
28 Ibid., 1.
29 Elaine O’Grady and Jesse Way, Preparing Our Communities for Electric Vehicles: Facilitating Deployment of DC Fast Chargers (Boston:
The Clean Air Association of the Northeast States, 2019), 4, accessed December 2019, https://www.nescaum.org/documents/dcfc-permit-
streamlining-whitepaper-final-5-14-19.pdf.
30 Claire Cooke and Brian Ross, Summary of Best Practices in Electric Vehicle Ordinances (Minneapolis: Great Plains Institute, 2019), 13, accessed
January 2020, https://www.betterenergy.org/wp-content/uploads/2019/06/GPI_EV_Ordinance_Summary_web.pdf.
31 California Governor’s Office of Business and Economic Development, Electric Vehicle Charging Station Permitting Guidebook (Sacramento: GO-
Biz, 2019), accessed December 2019, http://businessportal.ca.gov/wp-content/uploads/2019/07/GoBIZ-EVCharging-Guidebook.pdf.
32 Cooke and Ross, Summary of Best Practices in Electric Vehicle Ordinances, 13.
33 Use groups refers to a designated group of land uses that are considered to be allowed as-of-right.
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• Set out high-level criteria for design, accessibility, and parking enforcement
• Consider impacts of EVs on GHG and other emissions with respect to environmental review
processes
For additional examples and model ordinances of localities around the country that have updated zoning
to define and clarify electric vehicle charging stations as permitted land uses, review section 1 of the
2019 report, Summary of Best Practices in Electric Vehicle Ordinances, developed by the Great Plains
Institute (GPI), a nonpartisan, national, nonprofit organization focused on transforming the energy
system to benefit the economy and environment. This report provides examples of cities delineating
use permitted zoning districts by charging station type, requiring conditional or special use permits for
charging stations, and those that have restricted charging stations in the right of way.34
For resources to support transportation and community planners in prioritizing EVSE locations, see the
Integrated Approaches to EV Charging Infrastructure and Transit System Planning report, which provides
policy insights for integrating EV infrastructure development with transit systems, and the EVSE CLUSTER
ANALYSIS: Electric Vehicle Supply Equipment Support Study report. The reports explore the key factors
that underpin an ideal EVSE cluster and provide examples of communities that have clustered EVSE
around medical facilities, higher education, multi-family, regional transit, and other distinct land uses.
MAKE-READY STANDARDS
Cities may also develop “make-ready standards,” embedded into zoning, which require developers to
pre-install appropriate electrical capacity and conduits to support future EVSE. Make-ready standards
can provide significant cost savings and avoid future costly retrofits associated with trenching and
resurfacing parking areas to install EVSE, which can be “91%+ more expensive than outfitting garages
during the initial construction phase.”35 As a local example, Miami-Dade County determined that for
all projects with more than ten off-street parking spaces required, 10% of the parking spaces (before
January 2022) and 20% of the parking spaces (after January 2022) must be EV-ready.36
DENSITY BONUSES
Density bonuses can incentivize the inclusion of charging stations in a construction project. The city of
San Carlos, California allows developers to exceed the maximum floor area ratio by 10% if they provide
additional environmental design features, such as electric car facilities. Scottsdale, Arizona, extends
bonus development standards consideration if developers install at least five charging stations or 5% of
the total number of required spaces in the development plan, whichever is greater.37
34 Cooke and Ross, Summary of Best Practices in Electric Vehicle Ordinances.
35 Cooke and Ross, Summary of Best Practices in Electric Vehicle Ordinances, 8.
36 Miami-Dade County, Ordinance No. 19-17, March 2019, http://www.miamidade.gov/govaction/legistarfiles/MinMatters/Y2019/190662min.
pdf
37 County of Santa Clara, Electric Vehicle Local Incentives and Funding Mechanisms (San Jose: County of Santa Clara Office of Sustainability,
2018), 6-7, accessed December 2019, https://www.sccgov.org/sites/dnz/Documents/Task-3C-Electric-Vehicle-Local-Incentives-and-Funding-
Mechanisms.pdf.
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DESIGN CRITERIA FOR EVSE INSTALLATION AND PARKING
Cities can also establish EVSE siting and design standards in zoning ordinances or traffic manuals. This
can help avoid costly, unsafe EVSE installations and can also encourage a smooth permitting process.
Common design considerations include:
• Setbacks
• Pedestal height for freestanding units
• Flood elevation
• Signage for EV parking spaces (voltage and amperage levels, applicable usage fees)
• Parking space size and location38
For additional examples and design considerations for EVSE installation and parking, review Great Plains
Institute’s 2019 report, Summary of Best Practices in Electric Vehicle Ordinances, section 4.
38 Cooke and Ross, Summary of Best Practices in Electric Vehicle Ordinances, 8.
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PARKING ENFORCEMENT
Through changes in zoning, communities can also establish rules to limit off-street parking in EVSE spaces to electric vehicles. They may also use
parking code to encourage EVSE installations in on-street parking, municipal parking lots, and garages. Similar to zoning, communities can use
parking code to establish numerical or percentage-based goals for EVSE infrastructure, determine the scope of EVSE pre-wiring or installation,
and to regulate use. When designating locations for EV charging stations, local governments should consider applicable definitions, restrictions,
enforcement policies, time limits, and fees.39
ELECTRIC VEHICLE ZONING ORDINANCES AROUND SOUTHEAST FLORIDA
LOCALITY YEAR UPDATED ZONING TOOL DESCRIPTION APPLICATION UNIQUE FEATURES
City of Boca
Raton 2017
EV Parking
Minimums &
Standards
At least 2% of spaces equipped with Level 2
EVSE
Where a building that includes multifamily
residential, commercial, or industrial uses, or any
combination thereof is enlarged, resulting in 1) an
increase in the number of motor vehicle parking
spaces for the entire site; and 2) a requirement
for 50 or more motor vehicle parking spaces for
the entire site after expansion
When the use of a portion or all of a structure
or land is changed to a multifamily residential,
commercial or industrial use, or any combination
thereof, and the entire site is required to provide
50 or more motor vehicle parking spaces
Parking
Enforcement
Electric vehicle parking spaces shall be
reserved for the exclusive use of electric
vehicles
Make-Ready
Standard
Electrical power supply rated at 240 volts or
greater
Multifamily residential uses developments with
50 or more units. Hotels, apartment hotels and
motels with 50 or more rooms
City of Coral
Gables 2019
EV Parking
Minimums &
Standards
At least 2% of spaces equipped with Level 2
EVSE
All new construction required to provide 20 or
more off-street parking spaces except for single-
family residences, duplexes, and townhouses.
All components shall
be located above the
minimum flood elevation.
Make-Ready
Standard
At minimum of 3% of the required off-street
parking spaces shall have electrical power
supply rated at 240 volts or greater
When 20 or more off-street parking spaces are
required
Make-Ready
Standard
A minimum of 15% of the required off-street
parking spaces shall have listed raceway
(conduit) and electrical capacity (breaker
space) allocated in a local subpanel
When 20 or more off-street parking spaces are
required
39 ICF, Plug-in Electric Vehicle Best Practices Compendium (Santa Clara, CA: Santa Clara County, 2018), accessed December 2019, https://www.sccgov.org/sites/dnz/Documents/Task-1A-EV-Best-
Practices-Compendium.pdf.
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City of
Hollywood 2016 Make-Ready
Standard
At minimum, must install one EV- ready space
with an empty three-quarter-inch raceway
from the branch circuit panel board to a
location in the garage or a designated parking
area, with a two-gang junction box with a blank
plate
All new residential or commercial construction
City of
Miami
Beach
2016
EV Parking
Minimums &
Standards
At least 2% of spaces equipped with EVSE Wherever off-street parking is required, except
single-family residential districts
Developers may pay a
fee ($8,000) in lieu of
required EV parking space.
Funds generated shall be
deposited into the city's
sustainability and resiliency
fund.
EV Parking
Minimums &
Standards
Electric vehicle parking spaces shall, at a
minimum, be equipped with a Level 2 charger
Commercial and residential multifamily zoning
districts
Parking
Enforcement
All electric vehicle parking spaces shall be
reserved for the exclusive use of electric
vehicles
Commercial zoning districts, where 20 or more
off-street parking spaces are required by the land
development regulations
Make-Ready
Standard
Electrical power supply rated at 240 volts or
greater
Any residential multifamily or hotel development
with 20 or more units
Miami-
Dade
County
2019
EV Parking
Minimums &
Standards
10% of required parking spaces equipped with
EVSE (before January 2022)
20% of required parking spaces equipped with
EVSE (after January 2022)
All new uses required to provide 10 or more off-
street parking, with the exception of single-family,
duplex, townhouse, and properties with a current
certificate of use or occupancy for a church or
religious use
Parking
Enforcement
All electric vehicle parking spaces shall be
reserved for the exclusive use of electric
vehicles. Restriction does not apply to any
person who makes use of space that is
specifically assigned to, or wholly owned by,
that person.
Town of
Surfside 2014
Make-Ready
Standard
Electrical power supply rated at 220 volts or
greater
All new multifamily or hotel development with 20
or more units
EV Parking
Minimums &
Standards
Electric vehicle charging stations shall be
limited to electric vehicle charging level 2 or
level 3
Applies to projects within the SD-B40 special
zoning district
All electrical components
must be 12 inches above
the 100-year floodplain.
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BUILDING AND ELECTRICAL CODES
Jurisdictions can amend building and electrical codes to facilitate EVSE deployment. They may choose to
set numerical or percentage-based goals or limits for the percentage of required parking to be built and
wired to be EVSE ready. They can also help drive down administrative costs by outlining new permitting
or inspection protocols. While these codes changes are not needed from a safety standpoint, updated
building and electrical codes can enhance EV readiness.40 Some cities that have led in Southeast Florida
in developing EV-ready building codes include Surfside, Miami Beach, Jupiter, and Pinecrest.41
Updated EV-ready building codes and practices should specify charging infrastructure types and
service ratings, charging infrastructure circuit recommendations, and installation recommendations
for different building types. Localities may also outline building load management opportunities and
make recommendations for energy efficiency upgrades to offset the new EV circuit loads panel service
requirements.42 For examples of local codes from model states and municipalities, see page 24 of the
report EV Ready Codes and the Built Environment.
40 WXY Architecture + Urban Design and Energetics Incorporated, Creating EV-Ready Towns and Cities: A Guide to Planning and Policy Tools
(Albany, NY: New York State Energy Research and Development Authority and the Transportation and Climate Initiative, 2018), accessed
December 2019, https://www.transportationandclimate.org/sites/default/files/EVSE_Planning_and_Policy_Tool_Guide.pdf
41 ED Pike,”EV Infrastructure Building Codes (presentation, Roadmap 11: Portland, OR, June 20, 2018), EV Infrastructure Building Codes http://
roadmapforth.org/program/presentations18/EdPike.pdf.
42 California Plug-In Electric Vehicle Collaborative, A Toolkit for Community Plug-In Electric Vehicle Readiness (Sacramento: Veloz, 2012),18-20,
accessed December 2019, https://www.veloz.org/wp-content/uploads/2018/11/PEV_Tool_kit_120827.pdf.
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CASE STUDY
Incorporating EVSE into Multi Unit Dwellings
In South Florida, more than 40% of residents live in multi-family dwellings with three or more units.43
Given this, multi-unit dwellings (MuD) represent a key opportunity for expanding the EV charging
market. However, it remains an untapped opportunity, as MuD installation costs can be prohibitive and
unpredictable. To become EV-ready, multi-unit dwellings may require electrical upgrades and new wiring,
the cost of which depends on the length of wiring required in configuration of the parking garage or lot.44
To expand charging availability, many localities are developing education and outreach programs to
support property developers, managers, and owners, as well as EV owners and utilities in installing
charging equipment at MuDs. The city of Chicago, for example, developed a how-to guide outlining
the EVSE installation process for EVSE installed in multi-unit dwellings.45 Local governments are also
developing grant programs to assist property owners with the costs of EVSE and installation, the biggest
hurdle to incorporating EVSE into mult-ifamily housing. Many states, including Massachusetts, Vermont,
New Jersey, and Minnesota have used funding from the VW settlement to cover installation, purchase,
and maintenance of charging in multi-family housing.
For additional information on electric vehicle charging for multi-unit dwellings, see:
• PEV Charging Guide for Property Owners, Managers and Homeowner Associations
• Ready-made templates to survey residents’ current and future interest in PEVs undefined
• MuD How-to Guide for PEV readiness
• Decision tools to help owners calculate and plan for charging infrastructure
• PEV Charging Infrastructure Guidelines for Multi-unit Dwellings
STREAMLINING PERMITTING PROCESSES
Efficient permitting and inspection practices will help accelerate the expansion of EVSE. Chicago, Palo
Alto, and Sacramento have all developed streamlined permitting processes.46 The Center for Sustainable
Energy identified the following key best practices in its 2016 report, Electric Vehicle Charging Station
Permitting and Inspection Best Practices: A Guide for San Diego Region Local Governments47:
Clear and Consistent Website Information: Building departments can use their websites to
provide clear and consistent instructions on permitting processes. Providing clear steps and
submittal requirements online can save valuable staff time and resources.
43 US Census Bureau. 2018: ACS 1-Year Estimate Data Profiles, Selected Housing Characteristics. Accessed March 2020.
44 South Bay Cities Council of Governments and the UCLA Luskin Center for Innovation, Assessing the Multi-Unit Dwelling Barrier to Plug-in
Electric Vehicle Adoption in the South Bay (Sacramento: California Energy Commission, 2017), accessed December 2019, http://southbaycities.
org/sites/default/files/ARV-14-035%20ZEV%20MUD%20-%20Final-Draft%20Rpt_0.pdf.
45 Drive Electric Chicago, How to Install Electric Vehicle Charging Stations at Multi-unit (Chicago: City of Chicago, n.d.), accessed December 2019,
https://www.chicago.gov/content/dam/city/progs/env/CACCEVGuide.pdf.
46 “EV Charging Access & Infrastructure: Policy Tools, ”GoEV City, accessed April 2020, https://www.goevcity.org/ev-charging-access-
infrastructure.
47 Center for Sustainable Energy, Electric Vehicle Charging Station Permitting and Inspection Best Practices: A Guide for San Diego Region
Local Governments (San Diego, City of San Diego, 2016), accessed December 2019, https://energycenter.org/sites/default/files/docs/nav/
transportation/plug-in_sd/Plug-in%20SD%20Permitting%20and%20Inspection%20Report.pdf.
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Electric Vehicle Charging Station Guide or Checklist: Provide a guide to applicants prior to
submission that can help them navigate through the application and plan review process. This
helps assure all necessary documentation is present at the time of the application submission and
can lead to a speedy review.
Electric Vehicle Charging Station-specific, fillable application: Providing fillable PDF applications
and compliance documents (when applicable) on jurisdiction websites can decrease applicant wait
times at the permit counter. Further, providing online PDFs that allow electronic signatures can
potentially lead to alternate submittal processes, such as via email.
Permit Fee Incentives: Jurisdictions can consider adopting a fee incentive or waiver for EVSE
installations. This reduces installation costs for applicants, incentivizes permit pulling, and allows
cities to track EVSE installations in the community.
Review and Inspection Corrections Lists: When building department staff – permit reviewers and
inspectors – use lists that identify common corrections and provide solutions to addressing these
corrections, it greatly assists in expediting the overall plan check and inspection process.
Online Permitting and Inspection Services: Online permit services can optimize the permit
application and plan review process by providing a digital method to submit applications, as well
as capture and track reviewer comments and feedback.
DCFC providers and developers are particularly encumbered by lengthy permitting processes. In
fact, a survey by the Northeast States for Coordinated Air Use Management (NESCAUM), a nonprofit
association of air quality agencies in the Northeast which supports states in the implementation of the
Clean Air Act, characterized the DCFC permitting process as, “fraught with delays due to unfamiliarity
with the technology, protracted zoning reviews, and undefined requirements for permitting DCFC.”48
In some extreme instances, station developers withdrew permit applications and went to neighboring
towns to develop new charging station sites.
To help local governments overcome these challenges, NESCAUM outlines specific recommendations to
streamline permitting processes for DCFC. The report, Preparing our Communities for Electric Vehicles:
Facilitating Deployment of DC Fast Chargers, details tactics as varied as amending zoning ordinances to
clarify that DCFC is an accessory use that does not require further zoning board approval, to offering pre-
permitting meetings during the siting phase for DCFC stations to help identify potential issues for station
developers to consider.
48 O’Grady and Way, Preparing Our Communities for Electric Vehicles, 4.
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Leveraging Public Assets
Local governments own and control key assets that help hasten the transition to electric vehicles. They
can transition public fleets to electric vehicles and encourage EVSE installation at public facilities and
garages. Cities may also choose to charge fleet vehicles through solar powered EV infrastructure, as has
been piloted by the city of Ft. Lauderdale.49
TRANSITIONING PUBLIC FLEET
A number of local governments in Southeast Florida have begun to incorporate EV into their fleet. For
example, Coral Gables, which owns one of the largest municipal government electric vehicle fleets in
the State of Florida, has committed to a goal of owning 78 electric vehicles by the fiscal year 2021.50
Broward County aims to purchase only zero-emissions electric fleet and transit vehicles by 2030.51
Miami-Dade County, which recently purchased 33 electric buses, found that every zero-emission bus
could help eliminate 1,690 tons of carbon dioxide, equivalent to taking 27 cars off the road, over its
12-year lifespan.52 By transitioning public fleets to EVs and aligning with fleet replacement schedules,
local governments can advance cleaner, more sustainable, innovative transportation systems, reduce
exposure to fuel volatility, and attain cost savings.
Consider that a light-duty EV with electricity costs only 3 to 5 cents per mile, whereas fueling a gasoline
car that has a fuel economy of 27.5 mpg would incur costs of 14 cents per mile. One estimation by the
National Renewable Energy Laboratory shows that if an EV travels 15,000 miles per year in all-electric
mode, savings could range from $1,300 to $1,600 in annual fuel costs.53
ALTERNATIVE FUEL LIFE-CYCLE COSTS TOOL
Local governments can examine the environmental and economic costs and benefits of alternative fuel
and advanced vehicles using the Clean Cities Coalition’s Alternative Fuel Life-Cycle Environmental and
Economic Transportation (AFLEET) tool.
49 “City of Fort Lauderdale Selects Envision Solar’s EV ARC™ Product for Fleet,” January 17, 2019, Bloomberg, https://www.bloomberg.com/
press-releases/2019-01-17/city-of-fort-lauderdale-selects-envision-solar-s-ev-arc-product-for-fleet-services.
50 Maria Rosa Higgins Fallon, “City has largest municipal EV fleet in state of Florida,” July 22, 2019, Miami’s Community Newspapers, https://
communitynewspapers.com/coral-gables-news/city-has-largest-municipal-ev-fleet-in-state-of-florida/.
51 “County Joins Under2 Coalition; Announces Ambitious Electric Vehicle Goals,” Broward County, September 12, 2018, https://webapps.
broward.org/NewsRelease/View.aspx?intMessageId=11286.
52 “Miami-Dade County to acquire its first electric buses,” Miami-Dade County, November 4, 2019, http://www.miamidade.gov/releases/2019-
11-04-dtpw-electric-buses.asp.
53 Clean Cities, Plug-In Electric Vehicle Handbook for Fleet Managers (Washington, DC: U.S. Department of Energy, 2018), accessed December
2012, https://afdc.energy.gov/files/pdfs/pev_handbook.pdf
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Assessing Feasibility
While not every fleet application is a good fit for electrification today, a few key factors of fleet operating
profiles optimize fleet electrification:
• “Return-to-base,” when fleet vehicles are charged at their own facilities instead of relying on
limited public charging infrastructure;
• Fleets that operate fixed routes with relatively short daily mileage and enough downtime to
allow for the battery to charge;
• High annual mileage fleets, as this helps to maximize fuel costs savings to achieve a favorable
total cost of ownership.54
CASE STUDY
B roward County Transit Electric Bus Program
Broward County Transit (BCT) intends to transition more than 300 of its bus fleet to all electric as part
of the county’s ambitious commitment to electrify its entire fleet by 2030. To date, BTC has purchased
5 electric buses, using funds from the Federal Transit Administration’s Low- or No-Emissions grant
program, and $4.7 million dedicated by Broward County.55 With the cost of electric buses ranging from
$800,000 to $1 million for a single bus, BTC understood the imperative of careful planning and analysis
to ensure quality of service to riders and long term maintainability of electric buses. To identify electric
buses and charging infrastructure that meets the unique demands of BTC bus service, whose routes
range from 188 to 288 miles, BTC completed a route analysis, considering length or route, layover and
bus stops, deadhead miles, and how this would impact selection of electric buses. BTC partnered with
electric bus manufacturers to test vehicles and observe impacts on services. BTC supplements depot
charging with en-route charging and is integrating 100% backup power.56
EV Charging Infrastructure
Though fleet operating profiles (miles driven per day, hours of operation, and hours available to charge)
look different, there are a few key steps that should be taken to estimate EV charging infrastructure
needs and costs, including paying for upgrades to electric infrastructure, as demonstrated in the chart
below. In consultation with the EV and EVSE provider, fleet managers should determine whether Level 2
or DC Fast Charging is required and identify current and future EV needs. From there they may conduct
an analysis of on-road times and expected charge times, which will determine the number of chargers
required.
54 Edison Electric Institute, the American Public Power Association, & the National Rural Electric Cooperative Association, Preparing To
Plug In Your Fleet 10 Things to Consider (Washington, DC: EEI, 2019), 5, accessed December 2019, https://www.eei.org/issuesandpolicy/
electrictransportation/Documents/PreparingToPlugInYourFleet_FINAL_2019.pdf
55 “Broward County Transit Awarded $2.25 Million to Buy Electric Buses,” Broward County, August 24, 2018, https://webapps6.broward.org/
newsrelease/View.aspx?intMessageId=11249.
56 Arethia Douglas, “Broward County Transit Electric Bus Program Implementation,” (presentation, Southeast Florida Regional Climate Change
Compact RCAP Implementation Workshop: Electric Vehicles, Miami, FL, September 19, 2019), https://southeastfloridaclimatecompact.org/wp-
content/uploads/2019/09/Broward-County-Transit-EV-Bus-Implementation.pdf.
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At the same time, fleet managers should engage their utilities to discuss EV rate structure, availability of
power, charging times, and load sharing options. It is also important to engage facilities managers in this
process, as they provide unique expertise given their familiarity with electric companies and rates, lead
times for new electrical service, and experience optimizing facility energy usage to minimize electricity
costs. The general process for installing EVSE at a fleet facility is outlined above.57
GENERAL PROCESS FOR INSTALLING EVSE AT A FLEET FACILITY58
57 Clean Cities, Plug-In Electric Vehicle Handbook for Fleet Managers, 2018.
58 Image adapted from Clean Cities, Plug-In Electric Vehicle Handbook for Fleet Managers, 14, 2018.
FLEET MANAGER
CONSIDERS PEV
UTILITY CONSIDERATIONS
1. PEV Rate Structure
2. Availability of Power
3. Plan Charging Times
4. Load Sharing Options
5. Other Requirements?
Consultation
with Utility
Consultation
with PEV and
EVSE Suppliers
OEM CONSIDERATIONS
1. Level 2 or DC Fast Charging
2. Current and Future PEV Needs
3. Analysis of On-Road Times
4. Analysis of Expected Charge Times
5. Determination of Number of
Charges Required
CONTRACTOR CONSIDERATIONS
1. Proximity to Utility Service Panel
2. Standing Water/Flood Issues
3. Safety and Accessibility Considerations
4. Avoidance of Tripping Hazard
5. Installation Meets Building Code
Requirements
6. Installation Meets Local Zoning
Requirements
7. Additional Lighting Requirements
8. Load Sharing Options
CONTRACTOR CONSIDERATIONS
1. Drawing of EVSE Location
2. Electrical Plan Including New Circuit
3. Additional Meter Requirements if
Necessary
4. Concrete Cutting, Trenching, Landscape
Considerations
5. Contractor Estimate
APPROVING AUTHORITY
CONSIDERATIONS
1. All Building Codes Satisfied
2. Qualified and Certified Contractor
Fleet Manager
Consults with Electrical
Contractor
Electrical
Service Plan
Site Plan
Developed
Obtain Permits
Conduct
Installation
Installation Completed
- Final Inspection
and Approval
Utility Service
Upgrade
Completed
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The Edison Electric Institute, the American Public Power Association, and the National Rural Electric
Cooperative Association, in their 2019 report, Preparing To Plug In Your Fleet: 10 Things to Consider,
recommend that when selecting EVSE and designing charging facilities, facility and fleet managers should
consider:
Matching power levels to meet operational needs: The peak power at which an EV may be
charged is a function of both the vehicle’s battery management system and the charging station
that is supplying the electricity. Charging stations should be right sized to meet the operational
needs of the fleet, which may not be the maximum power that the EV can accept.
Future-proofing with interoperability: Standardization between vehicles and charging
connectors is still evolving, as are communication protocols between charging stations and
backend networking services. Interoperability is a factor to consider, as it may give fleet owners
optionality in the future to interchange EVs, charging stations, and charging network services
from different vendors.
Designing the site for vehicle and electricity infrastructure access: Where vehicles park may
not be near an existing electrical panel, potentially requiring additional behind-the- meter
investments. Furthermore, space constraints may influence the choice of charging equipment
and how it is arranged at the site.59
EV Procurement
Once set on the path for fleet electrification, local leaders have a number of tools at their disposal to
direct local agencies to acquire EVs. They can set specific electric vehicle procurement goals for fleets,
prioritize consideration of electric vehicles first for light-duty vehicles, or set preferences for low/
no emission vehicles. “Total Cost to Own”60 models may also support in making the financial case to
purchase electric vehicles.61 Local governments may choose to acquire electric vehicles through direct
purchase, leasing options, or by converting existing vehicles to electric.
TOTAL COST OF OWNERSHIP MODEL, CITY OF SEATTLE62
Comparing the City's vehicles over a 10-year period.
Vehicle Ford Focus Toyota Prius Nissan LEAF Nissan LEAF + Tax
Incentives*
Acquisition Cost $21,284 $28,773 $32,466 $21,649
Fuel Cost $8,000 $4,000 $1,872 $1,872
Maintenance Cost $11,790 $6,890 $6,030 $6,030
Salvage Value ($2,128)($2,877)($2,165)($2,165)
Total $38,946 $36,786 $38,203 $27,386
*Tax incentives include $7,500 federal tax credit and WA state sales tax exemption
59 EEI, Preparing To Plug In Your Fleet 10 Things to Consider, 2019.
60 For more information see The Carbon-Free Regions Handbook: Finance, Rocky Mountain Institute, 2018, https://rmi.org/insight/carbon-free-
regions-handbook-finance/.
61 “Policies for Local Governments to Accelerate Electric Vehicles Toolkit,” Electrify the South, accessed December 2019, https://www.
electrifythesouth.org/fleet-goals.
62 “Member Spotlight: City of Seattle,” Western Washington Clean Cities Coalition, January 2018, https://pscleanair.gov/DocumentCenter/
View/3063/Member-Spotlight-City-of-Seattle-PDF.
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Public entities that wish to purchase a new EV may buy vehicles directly from the vendor using the
$7,500 federal EV tax credit.63 They may also fund the purchase with debt through a bond issuance or
third-party financing. “Leasing is possible, and in some cases preferred, as an ownership structure for
some state and local fleets,” according to Atlas Public Policy, however “some public agencies may have
specific policies dictating whether a public agency can use bond financing for operating expenses, which
is how vehicles leases may be treated.”64
Some local governments, such as the city of Austin, Texas, have acquired EVs by converting current
gasoline vehicles in its fleet into electric through a process in which engines are removed and a battery
pack, electric motor, charging equipment, and control equipment are installed. Key candidates for
conversion included older vehicles, vehicles with low daily mileage or high lifetime mileage, and SUVs
and minivans deemed expensive to operate.65
For a more detailed discussion on EV procurement accounting structures, lease options, third party
financing, price negotiation, and bid solicitation, refer to Section II Evaluation of Procurement Elements
of the 2017 Atlas Public Policy report Electric Vehicle Procurement for Public Fleet. Atlas Public Policy
also provides case studies of EV fleet procurement for the public sector.
DECISION SUPPORT TOOLS FOR FLEET PROCUREMENT
The Fleet Procurement Analysis Tool, developed by Atlas Public Policy, allows fleet managers to
develop models of net present value of cash flow and environmental impact analysis. Users can analyze
scenarios for gasoline, plug-in hybrid, and battery electric vehicles, under various leasing and purchasing
procurement arrangements, with and without tax incentives. Additionally, users can customize inputs
to incorporate fleet specific usage and costs, the vehicle pricing structure, incentives and discounts, and
optional electric vehicle charging infrastructure. Local governments may also refer to the Alternative
Fuel Data Center’s tool, the Alternative Fuel and Advanced Vehicle Search, to find up-to-date listing of
currently available light-, medium-, and heavy duty EVs and vehicles available for conversion.
EVSE AT PUBLIC PARKING FACILITIES
Many governments in Southeast Florida are installing public charging in their public garages and other
public parking facilities. Communities like Boca Raton, Boynton Beach, Broward County, Coral Gables,
Delray Beach, Fort Lauderdale, Hollywood, Key West, Miami Beach, and West Palm Beach are helping to
expand access to EVSE to both government employees and the general public by installing Level 1, Level
2, and at times, DCFC stations. They have found that success requires attention to site selection and
design, hardware and network selection, as well as operations and maintenance.
63 While local governments cannot directly take advantage of the $7,500 federal tax credit for purchasing an electric vehicle, the federal tax code
allows auto dealers and third-parties to transfer the credit’s value to public agencies, helping to improve cost savings for public agencies. For
more information see the Atlas Public Policy Institute report Electric Vehicle Procurement for Public Fleet.
64 Nick Nigro and Alexander Walsh, Electric Vehicle Procurement for Public Fleet (Washington DC: Atlas Public Policy Institute, 2017), 24, accessed
January 2020, https://atlaspolicy.com/wp-content/uploads/2017/10/Electric-Vehicle-Procurements-for-Public-Fleets.pdf.
65 “Fleet Electrification Study and Plan,” City of Austin, October 5, 2016, http://www.austintexas.gov/edims/document.cfm?id=264039
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Site Selection and Design
When selecting a site for EVSE installation, local governments should consider how actively the site
might be used, based on surrounding traffic patterns and likelihood of the public to use the equipment.
They should also examine whether the proposed facilities have access to sufficient power for the EVSE
and what trenching/boring, panel work, and repaving might be required to connect EVSE to the electrical
service. Additionally, they should verify that the location has adequate telecommunications networks
such as wi-fi, ethernet, or cellular connections to allow EVSE users to pay charging fees. For a full
discussion, see the report, Siting and Design Guidelines for Electric Vehicle Supply Equipment.
EV Charge Type
There are several important considerations when selecting an EV charger, most prominently, facilities
managers should understand the type of charging they wish to provide. Level 1 chargers, which provide
2-5 miles of range per hour of charge, typically cost a few hundred dollars and have negligible installation
costs. They are often used for workplace charging, where employees have longer idle times. Level 2
chargers, which provide 10-20 miles of range per hour of charge, cost anywhere from $500 -$8,000.
Typical installation costs range from $600-$13,000 per charger. Level 3 chargers, which are not typically
installed in publicly owned facilities, provide 60-80 miles of range per hour of charge and cost $15,000-
$40,000. Installation costs range from $8,000-$50,000 per charger.66
THE CHARGING PYRAMID67
66 City of Mount Shasta, Siskiyou County Economic Development Council, Redwood Coast Energy Authority, Schatz Energy Research Center, the
Local Government Commission/Civic Spark, Electric Vehicle Charger Selection Guide (Eureka, CA; Redwood Coast Energy Authority, 2018), 3,
accessed December 2019, https://afdc.energy.gov/files/u/publication/EV_Charger_Selection_Guide_2018-01-112.pdf.
67 Image adapted from City of Mount Shasta, Electric Vehicle Charger Selection Guide, 2018.
Power Level Vehicle Dwell Time Cost to Charge
DC Fast
Charging $$$$
HIgh Power AC $$$
Mid Power AC $$
Low Power AC $
Travel20 min
Public0.5-3 hours
Workplace4-8 hours
Residential8-10 Hours
LOW POWER AC (LEVEL 1)MID-HIGH POWER AC (LEVEL 2)DC FAST CHARGING (DCFC)
• 120 Volts AC, 12-16 A
• 2-3 miles of range per hour of
charge
• Typical EVC cost: a few
hundred dollars
• Typical installation cost: $0
• 208/240 Volts AC, up to 80 Amps
• 10-20 miles of range per hour of
charge
• Typical EVC cost: $500-$8,000
• Typical installation cost: $600-
$13,000 per charge
• 200-500 VDC, up to 350 A
• 60-80 miles of range per hour
of charge
• Typical EVC cost: $15,000-
$40,000
• Typical installation cost: $8,000-
$50,000 per charge
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It is also important to consider operations and maintenance costs of the charger, which include:
• Electricity consumption and demand charges
• EVSE network subscription to enable additional features
• Management time
• Billing transaction costs
• Preventative and corrective maintenance on EVSE unit
• Repairs (scheduled and unscheduled)
Other factors to consider include meeting open standard protocols for network communication, pay-by-
credit card capabilities, data logging capabilities, durability and reliability, kW charging capacity, ability
to serve more than one vehicle per charging unit, ease of use, aesthetics, and a retractable cord set to
deter theft and minimize cord handling requirements.68
EVSE PRODUCT OPTIONS SELECTION TOOL
For a listing of EVSE product options, searchable by charging level and network type, see the
GoElectricDrive Foundation..
Network Communication
Once the charging type is determined, facilities managers should decide whether to install stand-alone
or “dumb” chargers, which do not have network access, or networked chargers. Stand-alone charges
are unable to track usage or bill consumers, and are therefore typically reserved for residential or fleet
applications. These chargers have lower installation costs and lack recurring fees such as payment
processing and cloud connectivity. For sites with poor cell reception, or at low-use, where network fees
(ranging from $100-$900 annually, depending on the type of EVSE unit, the EVSE unit features, and
the EVSE manufacturer or provider) would likely outweigh the cost of allowing free access, stand-alone
chargers may be the preferred option.69
For those who wish to install a networked charger, they may choose between subscription-only or open
access service networks. With subscription-only access, electric vehicle owners subscribe to the service
network and charge their vehicles using a dedicated RFID70 card or smart phone app. EV owners pay a
subscription fee, charging session fees, an incremental fee based on the amount of electricity consumed,
or some combination of the above. Open access networks also offer subscription services, but also
accept universal payment methods such as credit cards. Many local governments push for open access
payment so that drivers can access EVSE, regardless of network subscription. Interoperability of billing
standards has been identified as a key opportunity for reducing range anxiety.71
68 Redwood Coast Energy Authority, North Coast Readiness Plan (Eureka, CA; Redwood Coast Energy Authority , 2014), 10, accessed December
2019, https://redwoodenergy.org/wp-content/uploads/2019/02/North-Coast-Plug-in-Electric-Vehicle-Readiness-Plan.pdf.
69 City of Mount Shasta, Electric Vehicle Charger Selection Guide, 2018.
70 RFID refers to Radio-frequency identification, which uses electromagnetic fields to automatically identify and track tags attached to objects.
An RFID tag consists of a tiny radio transponder; a radio receiver and transmitter. When triggered by an electromagnetic interrogation pulse
from a nearby RFID reader device, the tag transmits digital data, usually an identifying inventory number, back to the reader. This number can be
used to inventory goods.
71 “Electric Vehicle Charging Interoperability,” MJ Bradley & Associates, May 13, 2019,
https://mjbradley.com/sites/default/files/MJB%26A%20Interoperability%20Issue%20Brief%20May%202019.pdf
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Ownership Models
EV charging station ownership models vary. Some charging station hosts may choose to purchase, install,
and operate stations themselves, which enables the host to keep all revenue from service and occupancy
parking fees and advertising revenue. Others may contract with a third party who pays the station
equipment, installation, and maintenance costs and manages the logistics in return for lease payments
or a share of the station’s revenue.72 For example, the city of Miami Beach contracted with Blink
Charging, the owner and operator of the Blink Network, to provide turnkey services to purchase, install,
and maintain the EVSE at four city owned parking garages, and to coordinate logistics. In exchange, the
city provides lease payments or a share of the station’s revenue. User fees allowed the city to recoup
15% of net expenditures.73 The city’s RFP is available for reference.
Policies and Procedures for EVSE Parking Use
As local governments deploy EVSE for public use, they are developing policies and procedures for the
use of EVSE and the parking spots associated with it. They may institute customer payment policies and
programs in which users are charged per event, billed according to time-of-use rate, or use a subscription
model. In addition to setting user fees and structures, EVSE hosts often develop EVSE reservation policies
and plans and policies for removing cars that are illegally parked in an EVSE spot. They also develop EVSE
monitoring and usage plans and EVSE troubleshooting and diagnostics plans.74
Conclusion
Local governments have a number of tools they may employ to electrify the transportation sector. By
working collaboratively with other cities and counties, local governments can pool resources to plan
for EVSE and to acquire electric vehicles for fleet use. Local governments can also develop plans and
policies to support strategic deployment of EV charging infrastructure within their communities. They
can even leverage publicly-owned assets by installing EV charging at public facilities or by transitioning
fleet vehicles to electric. Success in this work will require Southeast Florida communities to consider
the resilience of its infrastructure and how EV networks can be developed strategically to best achieve
emissions reduction goals.
72 Clean Cities, Plug-In Electric Vehicle Handbook for Fleet Managers, 14, 2018.
73 Saul Frances, “Resiliency and Sustainability Electric Vehicle Charging (presentation, Southeast Florida Regional Climate Change Compact
RCAP Implementation Workshop: Electric Vehicles, Miami, FL, September 19, 2019), https://southeastfloridaclimatecompact.org/wp-content/
uploads/2019/09/City-of-Miami-Beach-EVSE-and-private-sector-partnerships.pdf.
74 Texas River Cities, Texas River Cities Plug-In Electric Vehicle Initiative regional Plan and Final Report (Texas; Texas River Cities, 2018), 2-12 ,
https://cleancities.energy.gov/files/u/projects_and_partnerships/project_material/supporting_material/252/texas_river_cities_readiness_plan.
pdf.
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SOUTHEAST FLORIDA
REGIONAL COMPACT
CLIMAT ECHANGE
Implementation support
provided by:
With funding
support from:
For more information, visit:
www.climatecompact.org
For more on the Institute for Sustainable Communities: sustain.org
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1
An act relating to essential state infrastructure; 2
amending s. 337.401, F.S.; specifying permit 3
application timeframes required for the installation, 4
location, or relocation of utilities within rights-of-5
way; creating s. 338.236, F.S.; authorizing the 6
Department of Transportation to plan, design, and 7
construct staging areas as part of the turnpike system 8
for the intended purpose of staging supplies for 9
prompt provision of assistance to the public in a 10
declared state of emergency; requiring the department, 11
in consultation with the Division of Emergency 12
Management, to select sites for such areas; providing 13
factors to be considered by the department and 14
division in selecting sites; requiring the department 15
to give priority consideration to placement of such 16
staging areas in specified counties; authorizing the 17
department to acquire property necessary for such 18
staging areas; authorizing the department to authorize 19
certain other uses of staging areas; requiring staging 20
area projects to be included in the department’s work 21
program; creating s. 339.287, F.S.; providing 22
legislative findings; requiring the department to 23
coordinate, develop, and recommend a master plan for 24
the development of electric vehicle charging station 25
infrastructure along the State Highway System; 26
requiring the department to submit the plan to the 27
Governor and the Legislature by a specified date; 28
providing responsibilities for the department and the 29
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Public Service Commission, in consultation with 30
specified entities, in developing the plan; providing 31
the goals and objectives of the plan; requiring the 32
commission, in consultation with specified entities, 33
to review certain emerging technologies; authorizing 34
the department, commission, and the Office of Energy 35
within the Department of Agriculture and Consumer 36
Services to explore other issues as necessary and 37
appropriate; requiring the department to file a status 38
report with the Governor and the Legislature by a 39
specified date containing any preliminary 40
recommendations, including recommendations for 41
legislation; amending s. 704.06, F.S.; providing 42
construction relating to the rights of an owner of 43
land that has been traditionally used for agriculture 44
and is subject to a conservation easement; providing 45
an effective date. 46
47
Be It Enacted by the Legislature of the State of Florida: 48
49
Section 1. Subsection (2) of section 337.401, Florida 50
Statutes, is amended to read: 51
337.401 Use of right-of-way for utilities subject to 52
regulation; permit; fees.— 53
(2) The authority may grant to any person who is a resident 54
of this state, or to any corporation which is organized under 55
the laws of this state or licensed to do business within this 56
state, the use of a right-of-way for the utility in accordance 57
with such rules or regulations as the authority may adopt. A No 58
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utility may not shall be installed, located, or relocated unless 59
authorized by a written permit issued by the authority. However, 60
for public roads or publicly owned rail corridors under the 61
jurisdiction of the department, a utility relocation schedule 62
and relocation agreement may be executed in lieu of a written 63
permit. The permit must shall require the permitholder to be 64
responsible for any damage resulting from the issuance of such 65
permit. The authority may initiate injunctive proceedings as 66
provided in s. 120.69 to enforce provisions of this subsection 67
or any rule or order issued or entered into pursuant thereto. A 68
permit application required under this subsection by a county or 69
municipality having jurisdiction and control of the right-of-way 70
of any public road must be processed and acted upon in 71
accordance with the timeframes provided in subparagraphs 72
(7)(d)7., 8., and 9. 73
Section 2. Section 338.236, Florida Statutes, is created to 74
read: 75
338.236 Staging areas for emergencies.—The Department of 76
Transportation may plan, design, and construct staging areas to 77
be activated during a declared state of emergency at key 78
geographic locations on the turnpike system. Such staging areas 79
must be used for the staging of emergency supplies, such as 80
water, fuel, generators, vehicles, equipment, and other related 81
materials, to facilitate the prompt provision of emergency 82
assistance to the public, and to otherwise facilitate emergency 83
response and assistance, including evacuations, deployment of 84
emergency-related supplies and personnel, and restoration of 85
essential services. 86
(1) In selecting a proposed site for a designated staging 87
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area under this section, the department, in consultation with 88
the Division of Emergency Management, must consider the extent 89
to which such site: 90
(a) Is located in a geographic area that best facilitates 91
the wide dissemination of emergency-related supplies and 92
equipment; 93
(b) Provides ease of access to major highways and other 94
transportation facilities; 95
(c) Is sufficiently large to accommodate the staging of a 96
significant amount of emergency-related supplies and equipment; 97
(d) Provides space in support of emergency preparedness and 98
evacuation activities, such as fuel reserve capacity; 99
(e) Could be used during nonemergency periods for 100
commercial motor vehicle parking and for other uses; and 101
(f) Is consistent with other state and local emergency 102
management considerations. 103
104
The department must give priority consideration to placement of 105
such staging areas in counties with a population of 200,000 or 106
fewer, as determined by the most recent official estimate 107
pursuant to s. 186.901, in which a multiuse corridor of regional 108
economic significance, as provided in s. 338.2278, is located. 109
(2) The department may acquire property and property rights 110
necessary for such staging areas as provided in s. 338.04. 111
(3) The department may authorize other uses of a staging 112
area as provided in the Florida Transportation Code, including, 113
but not limited to, for commercial motor vehicle parking to 114
comply with federal hours-of-service off-duty requirements or 115
sleeper berth requirements and for other vehicular parking to 116
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provide rest for drivers. 117
(4) Staging area projects must be included in the work 118
program developed by the department pursuant to s. 339.135. 119
Section 3. Section 339.287, Florida Statutes, is created to 120
read: 121
339.287 Electric vehicle charging stations; infrastructure 122
plan development.— 123
(1) The Legislature finds that: 124
(a) Climate change may have significant impacts to this 125
state which will require the development of avoidance, 126
adaptation, and mitigation strategies to address these potential 127
impacts on future state projects, plans, and programs; 128
(b) A significant portion of the carbon dioxide emissions 129
in this state are produced by the transportation sector; 130
(c) Electric vehicles can help reduce these emissions, 131
thereby helping to reduce the impact of climate change on this 132
state; 133
(d) The use of electric vehicles for non-local driving 134
requires adequate, reliable charging stations to address 135
electric vehicle battery range limitations; 136
(e) Having adequate, reliable charging stations along the 137
State Highway System will also help with evacuations during 138
hurricanes or other disasters; 139
(f) Ensuring the prompt installation of adequate, reliable 140
charging stations is in the public interest; and 141
(g) A recommended plan for electric vehicle charging 142
station infrastructure should be established to address changes 143
in the emerging electric vehicle market and necessary charging 144
infrastructure. 145
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(2)(a) The department shall coordinate, develop, and 146
recommend a master plan for current and future plans for the 147
development of electric vehicle charging station infrastructure 148
along the State Highway System, as defined in s. 334.03(24). The 149
department shall develop the recommended master plan and submit 150
it to the Governor, the President of the Senate, and the Speaker 151
of the House of Representatives by July 1, 2021. The plan must 152
include recommendations for legislation and may include other 153
recommendations as determined by the department. 154
(b) The department, in consultation with the Public Service 155
Commission and the Office of Energy within the Department of 156
Agriculture and Consumer Services, and any other public or 157
private entities as necessary or appropriate, shall be primarily 158
responsible for the following goals and objectives in developing 159
the plan: 160
1. Identifying the types or characteristics of possible 161
locations for electric vehicle charging station infrastructure 162
along the State Highway System to support a supply of electric 163
vehicle charging stations that will: 164
a. Accomplish the goals and objectives of this section; 165
b. Support both short-range and long-range electric vehicle 166
travel; 167
c. Encourage the expansion of electric vehicle use in this 168
state; and 169
d. Adequately serve evacuation routes in this state. 170
2. Identifying any barriers to the use of electric vehicles 171
and electric vehicle charging station infrastructure both for 172
short-range and long-range electric vehicle travel along the 173
State Highway System. 174
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3. Identifying an implementation strategy for expanding 175
electric vehicle and charging station infrastructure use in this 176
state. 177
4. Quantifying the loss of revenue to the State 178
Transportation Trust Fund due to the current and projected 179
future use of electric vehicles in this state and summarizing 180
efforts of other states to address such revenue loss. 181
(c) The Public Service Commission, in consultation with the 182
department and the Office of Energy within the Department of 183
Agriculture and Consumer Services, and any other public or 184
private entities as necessary or appropriate, shall be primarily 185
responsible for the following goals and objectives in developing 186
the plan: 187
1. Projecting the increase in the use of electric vehicles 188
in this state over the next 20 years and determining how to 189
ensure an adequate supply of reliable electric vehicle charging 190
stations to support and encourage this growth in a manner 191
supporting a competitive market with ample consumer choice. 192
2. Evaluating and comparing the types of electric vehicle 193
charging stations available at present and which may become 194
available in the future, including the technology and 195
infrastructure incorporated in such stations, along with the 196
circumstances within which each type of station and 197
infrastructure is typically used, including fleet charging, for 198
the purpose of identifying any advantages to developing 199
particular types or uses of these stations. 200
3. Considering strategies to develop this supply of 201
charging stations, including, but not limited to, methods of 202
building partnerships with local governments, other state and 203
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federal entities, electric utilities, the business community, 204
and the public in support of electric vehicle charging stations. 205
4. Identifying the type of regulatory structure necessary 206
for the delivery of electricity to electric vehicles and 207
charging station infrastructure, including competitive neutral 208
policies and the participation of public utilities in the 209
marketplace. 210
(d) The Public Service Commission, in consultation with the 211
Office of Energy within the Department of Agriculture and 212
Consumer Services, shall review emerging technologies in the 213
electric and alternative vehicle market, including alternative 214
fuel sources. 215
(e) The department, the Public Service Commission, and the 216
Office of Energy within the Department of Agriculture and 217
Consumer Services may agree to explore other issues deemed 218
necessary or appropriate for purposes of the report required in 219
paragraph (a). 220
(f) By December 1, 2020, the department shall file a status 221
report with the Governor, the President of the Senate, and the 222
Speaker of the House of Representatives containing any 223
preliminary recommendations, including recommendations for 224
legislation. 225
Section 4. Subsection (11) of section 704.06, Florida 226
Statutes, is amended to read: 227
704.06 Conservation easements; creation; acquisition; 228
enforcement.— 229
(11)(a) Nothing in This section or other provisions of law 230
may not shall be construed to prohibit or limit the owner of 231
land, or the owner of a conservation easement over land, to 232
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voluntarily negotiate the sale or use utilization of such lands 233
or easement for the construction and operation of linear 234
facilities, including electric transmission and distribution 235
facilities, telecommunications transmission and distribution 236
facilities, pipeline transmission and distribution facilities, 237
public transportation corridors, and related appurtenances, nor 238
does shall this section prohibit the use of eminent domain for 239
said purposes as established by law. In any legal proceeding to 240
condemn land for the purpose of construction and operation of a 241
linear facility as described above, the court shall consider the 242
public benefit provided by the conservation easement and linear 243
facilities in determining which lands may be taken and the 244
compensation paid. 245
(b) For any land that has traditionally been used for 246
agriculture, as that term is defined in s. 570.02, and is 247
subject to a conservation easement entered into at any time 248
pursuant to s. 570.71, this section or s. 570.71 may not be 249
construed to limit the owner of the land to voluntarily 250
negotiating the use of the land for any public or private linear 251
facility, right of access, and related appurtenances, and 252
reasonable compensation based on diminution in value of its 253
interest in the conservation easement shall be the only remedy 254
to the owner of the conservation easement for the construction 255
and operation of any public or private linear facilities and 256
related access and appurtenances. 257
(c) This section does not preclude the applicability of any 258
environmental permitting requirements applicable to a linear 259
facility pursuant to chapters 369-380 or chapter 403 or any 260
agency rules adopted pursuant to those chapters. 261
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Section 5. This act shall take effect July 1, 2020. 262
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