HomeMy Public PortalAbout04.19.2022 Work Session Packet Posted 5/29/2009 Page 1 of 1
WORK SESSION AGENDA
MEDINA CITY COUNCIL
Tuesday, April 19, 2022
6:00 P.M.
Medina City Hall
2052 County Road 24
Meeting to be held telephonically/virtually
Pursuant Minn. Stat. Sec. 13D.021
I. Call to Order
II. Discuss ARPA Funds
III. Electric Vehicle Charging Ordinance Discussion
IV. Discuss BWSR Funds for Proposed Wolsfeld Woods Project
V. Adjourn
Posted 4.15.2022
Telephonic/Virtual Meeting
Call-in Instructions
Join via Microsoft Teams to view
presentations at this link:
https://medinamn.us/council/
For audio only dial: +1 612-517-3122
Enter Conference ID: 299 862 115#
MEMORANDUM
TO: Mayor Martin and Members of the City Council
FROM: Erin Barnhart, Finance Director
DATE: April 12, 2022
SUBJ: American Rescue Plan Act Funds - ARPA
Background
Signed into law on March 11, 2021, The American Rescue Plan Act of 2021 (“ARPA”) provides $350 billion in
additional funding for state and local governments. The state funding portion is distributed equally among the
50 states and the District of Columbia, and the remaining amount is distributed according to a formula based on
unemployment.
The local funding portion is equally divided between cities and counties. Localities received/will receive the
funds in two tranches–the first after the U.S. Treasury certifies the proceeds to each jurisdiction and the second
one year later.
Medina’s Allocation
In July 2021, the City of Medina received its first installment $355,122 and a supplemental installment of
$11,629 in November of the same year. It is anticipated that the second installment will be around the same
amount, totaling ~$721,873.
Eligible Uses
1. Responding to the public health emergency.
2. Responding to the negative economic impacts of the pandemic.
3. Premium pay for essential workers
4. Revenue replacement for the provision of government services to the extent the reduction in revenue is
due to the COVID-19
5. Investments in water, sewer, and broadband infrastructure.
Final Rule
On January 6, 2022, the Secretary of the Treasury released rule provisions to provide flexibilities and
simplifications.
Replace lost public sector revenue, using this funding to provide government services up to the amount of
revenue loss due to the pandemic.
• Recipients may determine their revenue loss by choosing between two options:
o A standard allowance of up to $10 million in aggregate, not to exceed their award amount,
during the program;
o Calculating their jurisdiction’s specific revenue loss each year using Treasury’s formula, which
compares actual revenue to a counterfactual trend.
WS Agenda Item II
2
• Recipients may use funds up to the amount of revenue loss for government services; generally, services
traditionally provided by recipient governments are government services, unless Treasury has stated
otherwise.
Eligible Government Services
✓ Construction of schools and hospitals ✓ Road building and maintenance, and other infrastructure ✓ Health services ✓ General government administration, staff, and administrative facilities ✓ Environmental remediation ✓ Provision of police, fire, and other public safety services (including purchase of fire trucks and police
vehicles)
Government services is the most flexible eligible use category under the program, and funds are subject to
streamlined reporting and compliance requirements.
Staff Recommendation
Staff and Council discussions prior to the Final Rule were focused on water infrastructure due to the guideline
limitations at the time. Upcoming water infrastructure projects have been planned and budgeted for through our
long-term financial management plan. The flexibility provided by the Final Rule allows the funds to be
widespread for all Medina residents. Staff recommends implementing the Final Rule and allocating funds in
their entirety to the Road Fund to benefit all Medina residents.
EV Readiness Report Page 1 of 7 April 12, 2022
Planning Commission Meeting
TO: Mayor Martin and Members of the City Council
FROM: Colette Baumgardner, Planning Intern
DATE: April 13, 2022
MEETING: April 19, 2022 - City Council Work session
SUBJECT: Electric Vehicle Parking Requirements
Background
One of the Planning Department’s 2022 Goals is to research an electric vehicle (EV) charging
ordinance to promote orderly and efficient development in the City. The production and use of
electric vehicles is expected to increase significantly in the near future. The Minnesota
Department of Transportation predicts that 20% of light-duty vehicles will be electric vehicles by
2030.1 The automotive industry is investing billions of dollars in electric vehicle production, and
many of the world’s biggest companies have made commitments to transition their vehicles to
100% zero-emission vehicle production by 2040. For more information on the current electric
vehicle market, see Attachment A.
Supporting EV charging infrastructure is aligned with the City’s goal to “encourage and incent
innovative and environmentally friendly approaches to planning, engineering, and development”
in the 2040 comprehensive plan. Electric vehicles are a leading technology available to reduce
greenhouse gas emissions in transportation. Additionally, accommodating EV charging
infrastructure during construction can significantly reduce costs and resources needed compared
to retrofitting after construction. A 2016 study in San Francisco estimated that installing EV
infrastructure during development can be 64-75% less expensive than post-construction
retrofits.2 Proactive planning and preparation can encourage future installation, even if it is not
constructed immediately.
The Planning Commission discussed the potential regulatory methods presented in this report
during their meeting on April 12. In general, the Commission expressed support of implementing
some kind of EV charging recommendation, requirement, or incentive moving forward.
Charging Types
There are three kinds of electric vehicle charging stations: Level 1, Level 2, and DC Fast
Charging (DCFC). A summary of the different charging types is given in this section. For more
background information and details on how the different charging stations are used, see
Attachment B.
1 MN DOT. March 2021. Electric Vehicles in Minnesota. Electric Vehicles in Minnesota (state.mn.us)
2 NRDC. 2018. Model Ordinance Related to EV Charging Infrastructure
MEMORANDUM
WS Agenda Item III
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Planning Commission Meeting
Figure 1: Charger Levels Overview 3
Level 1 chargers use a standard 120-volt outlet with a charging cord and is the lowest cost
charging solution. The charging cord typically comes with the vehicle, and it can be used in any
outlet on its own dedicated circuit. However, Level 1 charging takes a relatively long amount of
time with only about 3-5 miles of range added to a vehicle per hour of charging. Assuming a 10-
hour overnight charge, most Medina residents would probably be able to meet their commuting
needs with a Level 1 charger at home. In 2019, about 92% of residents commuted less than 50
miles round trip to work, so it is likely that they could recharge completely with a Level 1
charger. This assumes charging speeds at the upper end of the 3-5 mile/hour range, and no
additional trips are taken outside of a commute.
Level 2 chargers require a 240-volt outlet, typically used in homes for large appliances like
dryers or electric water heaters. Level 2 chargers are the most versatile and can be used in both
commercial, residential, and workplace settings. A Level 2 charger can recharge a vehicle at
about 25 miles/hour of charge on average. A typical Medina resident with Level 2 charging at
home would not need charging access in other settings.
DC Fast Chargers (DCFC) provide charging access in a method most like current gas stations.
DCFC can typically charge a vehicle to 80% within 30 minutes of charging. DCFCs have high
infrastructure requirements to accommodate the large amount of power being transferred. The
site selection for DCFC is typically more based on the site’s access to freeways and electrical
needs rather than the building’s use.
3 Combination of information from Quick_Guide_to_Fast_Charging.pdf (chargepoint.com) and An Overview of Electric Vehicles
and Charging Stations (advancedenergy.org)
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Planning Commission Meeting
Electric Vehicle Charging Requirement Standards
Many cities and states across the country have adopted requirements for EV charging in new
construction. While the requirements differ between government entities, three readiness levels
are generally used: EV-Capable, EV-Ready, and EV-Installed (see Table 1).
EV-Capable requires the installation of a raceway (or conduit) to future EV parking spaces and
an electrical panel with capacity for the future EV parking spaces. Installing the raceway at the
time of construction allows for the installation of EV supply equipment without having to
reconstruct the parking lot. Staff see this as the most important component to plan for at this
time. The need for installing EV charging stations will likely come before newly constructed
parking lots would need to be repaved.
EV-Ready spaces build on EV-Capable spaces by adding an installed outlet. For a Level 1
charging space, this could be all the installation required because EV owners could use their own
charging cord. However, for some Level 1 chargers or Level 2 chargers, a charging station would
need to be installed after the outlet. This charging station is called the “electric vehicle supply
equipment,” and once it is added the parking space would then be categorized as “EV-Installed.”
EV-Installed spaces are designed such that no additional cords or equipment are needed, and a
driver can simply pull in and charge.
Table 1: EV Installation Standards for Level 1 or Level 2 Charging
Types of Installation Includes
EV – Capable Listed Raceway (conduit)
Panel service capacity
EV – Ready EV-Capable
+ wiring
+ overcurrent protection device
+ 240-volt receptable
(or 120-volt, depending on
charging install)
EV – Installed EV-Ready
+ EV Supply Equipment
Definitions and images from www.swenergy.org
Justification for Action
The two most common reasons for municipalities to require EV charging stations are
environmental sustainability and cost-effectiveness. Approximately 17% of the United States
greenhouse gas emissions are from light-duty vehicles, which are mostly comprised of personal
EV Readiness Report Page 4 of 7 April 12, 2022
Planning Commission Meeting
vehicles.4 Electric vehicles provide a zero-emission driving option for individuals and could
eventually eliminate greenhouse gas emissions from personal transportation. Access to charging
for EVs is seen as a hindrance to individuals adopting EV technology. If a local government
requires EV charging readiness, then individuals could feel more confident in their purchase of an
electric vehicle.
As for cost-effectiveness, it is widely agreed upon that installation is much cheaper at the time of
construction than retrofitting afterward. Retrofitting requires labor expenses for demolition,
trenching and boring, balancing the circuits, and new permitting costs.5 The exact amount of
savings changes from project to project. Some estimates from projects are listed below.
- A 2016 study in San Francisco estimated that it can be four times more expensive to
retrofit a parking space to EV-Ready than to construct it with EV-Ready equipment.
Table 2: Cost of Retrofit vs New Construction in San Francisco for Enclosed Parking Space 6
- A study for the City of Denver showed that EV-Ready installation at new construction
can save $5,000 per space retrofitted, shown in Table 4. This is higher than the other
study’s estimates. This difference could be because the Denver study is for surface
parking. The Denver study does not specify parking space type.
Table 3: Cost of Retrofit vs New Construction in Denver per Parking Space7
- A report in 2020 by the City of Oakland studied the cost of retrofits compared to
including at the time of construction shown in Figure 2. The costs of retrofitting a surface
parking spot were much higher than enclosed spaces due to the need to put in conduit
underground. Additionally, they found that the costs per space reduced as more spaces
were converted.
4 Center for Climate and Energy Solution. 2021. https://www.c2es.org/content/regulating-transportation-sector-carbon-
emissions/
5 City of Denver EV-Ready Infastructure. CE217-19 Part 2_EV Ready Residential.pdf
6 Energy Solutions. 2016. PEV Infrastructure Cost-Effectiveness Report for San Francisco Final.pdf
7 MnDOT Electric Vehicle Guidance. 2021. MnDOT Electric Vehicle Guidance (state.mn.us)
Per EV-Ready Parking Space
Total Incremental
Cost
New Retrofit Savings New Retrofit
10 Parking Space Building with
2 EV-Ready Spaces $920 $3,710 $2,790 $1,840 $7,420
60 Parking Space Building with
12 EV-Ready Spaces $860 $2,370 $1,510 $10,320 $28,440
EV Infrastructure Requirement
During New
Construction
During
Retrofit Savings
EV-Capable (panel capacity + raceway) $300 $2,500 $2,200
EV-Ready (full circuit) $1,300 $6,300 $5,000
EV Readiness Report Page 5 of 7 April 12, 2022
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Figure 2: City of Oakland Costs of Retrofitting8
Additionally, encouraging EV charging infrastructure is aligned with the City’s goal to “encourage
and incent innovative and environmentally friendly approaches to planning, engineering, and
development” in the 2040 comprehensive plan.
Regulatory Options
Method 1: Requiring Percent During Construction
The most common way to advance EV charging access by local governments is to require a
certain percentage of parking spaces to be EV-Capable, EV-Ready, or EV-Installed at the time of
construction. A report by the NRDC in 2018 recommends that 20% of all parking spaces be at
least EV-Capable at the time of construction.9
The quantity of spaces varies by locality, and a list of cities and states that have adopted a policy
with a required quantity is found in Attachment C.
A requirement like this that is attached to building construction may currently be challenged
within the State of Minnesota. The requirement could introduce claims that a local building code
more stringent than the state building code, which is not allowed. However, it is potentially
8 California Energy Commission. 2020. City of Oakland Plug-in Electric Vehicle Readiness Grant (ca.gov)
9 NRDC. 2018. Model Ordinance Related to EV Charging Infrastructure
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Planning Commission Meeting
allowable to attach a requirement with the construction of a parking lot, which is not covered
under the state building code.
The City of St. Louis Park requires a certain amount of EV-Capable and EV-Installed spaces to
be constructed with all new, expanded, and reconstructed parking areas, as shown in Table 2.
They adopted this ordinance in 2019, and thus far it has not been challenged by the State of MN.
Table 4: City of St. Louis Park EV Parking Requirements
Parking Area EV-Capable EV-Installed
14 or fewer spaces No requirement, but EV is permitted use
15 – 49 spaces
Residential 10% of spaces 5% Level 1 station
Non-Residential 10% of spaces At least 1 space with Level 2 station
50 or more
Residential 10% of spaces
10% Level 1 station
At least 1 guest parking with Level 2 station
Non-Residential 10% of spaces 1% Level 2 station, minimum of 2 spaces
Adding EV-capable at the time of construction is significantly cheaper than retrofitting a space
after construction, but it does still cost money. It is important to consider what implications a
requirement could have in terms of affordable construction. More details about the cost of EV
parking are provided in the following section on the justification for action.
Method 2: Recommending Percent During Construction
A more similar, but more conservative, approach is to recommend in the city code that
developers add EV parking during construction. This is done in the City of Auburn Hills in
Michigan and Kane County in Illinois. Staff has not been able to talk with representatives from
either one of these local governments to know its effectiveness. However, staff believes that this
could be a reasonably good option that aligns with the Comprehensive Plan’s goal to “encourage
and incent innovative and environmentally friendly…development.”
This encouragement could also be supported by adding a requirement in the City’s Site Plan
Review requirements that the applicant describe how the applicant proposes to prepare for EV-
charging infrastructure. Adding such a consideration to the submittal requirements calls special
attention to the subject among the long list of things an applicant is considering when planning a
construction project. Even if the City does not have a specific requirement for EV-charging
preparation, it would at least make an applicant consider the cost-benefit of including some level
of preparation during their design process.
Method 3: Overlay District for City Buildings
The City of Saint Paul has a sustainable building overlay district that requires any new
construction or major renovation of city buildings or buildings receiving city funding to add EV
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charging capacity.10 They do not have requirements for the quantity of charging capability
needed. Staff believes there is merit in the City participating in transitioning buildings to be EV
ready as renovations are completed.
Method 4: Permitted Use
Some EV charging stations would require a building permit in addition to an electrical permit to
be installed. To help avoid any confusion in approving permits, some cities have added EV
charging as a permitted use in all zoning districts.
Method 5: Reduce Parking Minimum with EV Charging Installation
Some cities will reduce the number of parking spaces required for a building if an EV charging
station is installed. Parking can be a large expense with new construction and reducing the
number of parking spaces needed can help offset the cost of adding EV charging. Indianapolis,
IN has an option like this, and they state “for each electric vehicle charging station provided, the
minimum number of required off-street parking spaces may be reduced by two. Each charging
station counts toward the minimum number of required parking spaces.”
Summary of Planning Commission
On April 12th, the Planning Commission held a public hearing on methods for regulating EV
charging. No members of the public spoke during public hearing. The Planning Commissioners
were generally in favor of the City taking an active role in increasing access to EV charging.
Half of the members of the Commission stated they would be in favor of a requirement, if this
option was allowed by the state building code. All members expressed support for at least
recommending EV-charging preparedness, and most expressed support for having an incentive
opportunity for developers to add EV-charging to their projects.
The Planning Commission asked for staff to consider what kind of incentive opportunities could
be effective in Medina (similar to Method 5). Staff hopes to have some additional
recommendations to build on this request by the Council work session on April 19.
An excerpt of the meeting minutes from the April 12 discussion is in Attachment E.
Staff Recommendation
Staff recommends adding EV charging as a permitted accessory use in all zoning districts
(Method 4) and adding EV charging recommendations (Method 2) in the following sections:
- Site Plan Review – Section 825.55 of the City Code
- Concept Plan Review – Section 825.61
To limit changes needed to other sections, staff recommends adding standards and
recommendations in a new section, Section 828.52, following the Off-Street Parking Standards.
The section would be modeled after the City of Auburn Hills (in Attachment D). It would define
the terms for EV, permit in all zoning districts, and make recommendations for the amount of EV
parking by zoning district.
10 Chapter 81 – Sustainable Building. City of St. Paul. City Code.
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Planning Commission Meeting
Staff also recommends including a requirement that applicants describe their extent of EV-
charging readiness as part of the land use application (Method 2+).
Staff encourages the Council to discuss whether there is an appetite to take the more proactive
step of requiring some level of EV-charging readiness to be incorporated in new and expanded
parking lots. If there is support for including such requirements in the ordinance, feedback
should be provided whether it should be to an EV-capable or EV-ready standard.
Attachments
A. Electric Vehicle Market
B. Electric Vehicle Charging Station Types
C. Building and Parking Lot Requirement
D. City of Auburn Hills Readiness Recommendation
E. Excerpt from April 12th Planning Commission Meeting Minutes
EV Readiness Report Attachment A April 12, 2022
Planning Commission Meeting
Attachment A: Electric Vehicle Market
There are currently three primary kinds of electric vehicles: hybrid-electric vehicles (HEVs),
plug-in hybrid-electric vehicles (PHEVs), and battery electric vehicles (BEVs or EVs). HEVs,
like a Toyota Prius, have a small electric motor that assists an internal combustion engine (gas-
powered engine) and do not require external charging capabilities. PHEVs vary in design, but
generally they can operate using either an all-electric mode or an internal combustion engine.
PHEVs, like the Prius Prime or Mitsubishi Outlander, are not as popular as the other kinds of
electric vehicles, and their sales have been declining in recent years. Battery electric vehicles,
like the Tesla Model 3 or BMW iX, are powered by an electric battery, and they require the
highest amount of charging capacity.
Figure A-1: Types of Electric Vehicles
The production and adoption of EVs have grown significantly over the past decade, shown in
Figure A-2. In 2010, EVs accounted for less than 0.1% of total light-duty vehicle (or “car”) sales
in the United States. By 2020, EVs expanded to 1.7% of total car sales with an average annual
growth of 42.2%. As of 2021, approximately 11,000 BEVs were registered in the State of
Minnesota. About 45% of them were in Hennepin County, and 34 BEVs were registered in the
City of Medina.11
Figure A-2: Battery Electric Vehicle Growth from 2011 - 2020 12
11 Minnesota Public Utility Commission. Electric Vehicles / Minnesota.gov (mn.gov)
12 Oak Ridge National Laboratory, https://tedb.ornl.gov/data/
EV Readiness Report Attachment A April 12, 2022
Planning Commission Meeting
It is expected that the market for EVs will grow at an even faster rate in the next decade with
U.S. automakers projecting 40-50% of all car sales to be all-electric vehicles by 2030.13 A report
by the Edison Foundation in 2018, projected that 9.6 million new charging stations will be
required by 2030.14 This projection is likely an underestimate. In 2021, world leaders met at the
UN Climate Convention’s Conference of Parties (COP26), and 11 automotive manufacturers
signed an agreement saying that they would transition to 100% zero-emission vehicle production
by 2040.15 EV technology is currently the leading option for zero-emissions vehicles, and many
companies are committed to investing billions of dollars in making EVs more feasible. For more
information on the automotive industry’s commitment to EV production, see Table A-1.
Figure A-3: Edison Prediction by 203016
13 White House Briefing. 2021. FACT SHEET: President Biden Announces Steps to Drive American Leadership
Forward on Clean Cars and Trucks
14 Edison Foundation. 2018. IEI_EEI-EV-Forecast-Report
15 COP26 declaration on accelerating the transition to 100% zero emission cars and vans - GOV.UK (www.gov.uk)
16 Edison Foundation. 2018. IEI_EEI-EV-Forecast-Report
EV Readiness Report Attachment A April 12, 2022
Planning Commission Meeting
Table A-1: EV Production Commitment by Auto Manufacturer
Automaker 2020 EV Models Electrification Commitment Investment
Audi E-Tron 20 new EV models by 2025. 800,000 EV
sales annually (1/3 of all sales).
$15.5 billion by 2023
BMW i3 25 electrified vehicle models by 2025. 15 -
25% of annual sales are electric.
Daimler
(Mercedes
Benz)
Mercedes 350e 10 electric models by 2022. $22.5 billion in 2019
Fiat-
Chrysler
Pacifica PHEV,
Fiat 500e
More than 30 electrified models by 2022. $10.5 billion by 2022
Ford Mustang Mach-E 40 EVs by 2022: 16 BEVs, 24 PHEVs $11 billion by 2022
General
Motors
(GM),
Cadillac
Bolt 20 electric cars by 2023
Honda Fit Every car in the lineup to be EV or hybrid by
2022. 2/3 of all sales to be electric by 2030.
Hyundai
Motor
Group
Kona EV, Ioniq 44 EV models by 2025 $87 billion
Jaguar -
Land Rover
I-Pace Pledge to manufacturer only EVs and
hybrids after 2020
$1 billion
Jeep 4 plug-in hybrid electric models by 2022
Kia Niro 11 EV models by 2025 $25 billion by 2025
Nissan Leaf 8 new EVs by 2022. EVs make up 20-30%
of US sales by 2025.
Renault-
Mitsubishi
Outlander PHEV Sell 1 million EVs per year by 2022 (12 new
BEVs)
Tesla Model 3, S, X,
Cybertruck
Tesla sales accounted for 78% of total EV
sales in the US in 2019
Toyota* Prius Prime,
RAV4 Prime
3.5 million BEV sales by 2030. 30 BEV
models by 2030.
$70 billion by 2030
Volkswagen
Group
eGolf 70 new electric models by 2028. 1 million
EVs sold by end of 2023.
$91 billion
Volvo XC40 50% of sales are electric by 2025 (5 new
BEVs by 2021)
Source: Building Codes || SWEEP (swenergy.org) from 2019, accessed in 3/30/2022
*Updated by city staff on 3/30/2022
EV Readiness Report Attachment B April 12, 2022
Planning Commission Meeting
Attachment B: Electric Vehicle Charging Station Types
There are three general types of charging stations: Level 1, Level 2, and DC-Charging. A
summary of their charging speeds and average installation costs is in Figure B-1 below.
Figure B-1: Types of EV Charging Stations17
Level 1 Charging
A Level 1 charger uses a standard 120-volt outlet (a typical
household electrical outlet) to charge an EV. The primary
installation requirements are to have an outlet with a dedicated
circuit near where the car is parked.
Most EVs can use an outlet like this, and it can provide
sufficient charging if the owner travels between 30 and 50
miles a day. A Level 1 charger can only recharge a battery at
about 3-5 miles per hour, so they generally work best for
places where people will be parked for an extended period of
time like a home or a workplace.
17 Combination of information from Quick_Guide_to_Fast_Charging.pdf (chargepoint.com) and An Overview of Electric
Vehicles and Charging Stations (advancedenergy.org)
Figure B-2: Level 1 Charging Cord
EV Readiness Report Attachment B April 12, 2022
Planning Commission Meeting
Residential
For single family homes or small apartment buildings, a Level 1 charger can be an easy, cost-
effective solution. A 2016 study by the U.S. Department of Energy found that having access to
Level 1 charging at home and at work could meet the charging needs of over 92% of U.S.
drivers’ workday travel.18 This shows to be true for most Medina residents as well. In 2019,
about 92% of Medina residents commuted less than 24 miles to their workplace, so a Level 1
charger at home and work would likely be sufficient.19 Depending on the vehicle and charger,
Level 1 charging at home could also be sufficient to cover their entire recharging needs.
Office/Workplace
Depending on the workplace, a Level 1 charger can be a
good charging option. Level 1 chargers can be significantly
cheaper to install than Level 2 or DC-Fast charges.
Additionally, they can allow for the charging time to be
spread throughout the day, so a workplace can still more
easily manage its electrical usage.
Employees can also prefer Level 1
chargers because they do not have to move
their cars in the middle of the day.
However, it can be more inconvenient for
an employee to need to bring their
charging cord to work and put a
potentially wet or dirty cord in their
vehicle at the end of the day.20 It is also
important to consider potential impacts on the accessibility of parking spots.
The cord from the plug to the vehicle can be a tripping hazard or hinder
wheelchair access to parking spaces. A workplace can get around this by
installing a Level 1 charging station (like shown in Figure B-4), but this can be
much more expensive. 21
Level 1 chargers also are not able to collect data on specific usage, so
employers are not able to directly transfer the fees to users. Employers can still
transfer some costs to users by charging an annual or monthly fee to people who have opted in.
Commercial/Retail
Level 1 charging is not an appropriate charging solution for commercial or retail spaces.
Generally, people typically do spend less than an hour in these spaces, and a Level 1 charger
would not be able to provide a useful amount of charging in that time.
18 US Department of Energy. 2016. WPCC_L1ChargingAtTheWorkplace_0716.pdf (energy.gov)
19 OnTheMap (census.gov)
20US Department of Energy. 2016. WPCC_L1ChargingAtTheWorkplace_0716.pdf (energy.gov)
21 US Department of Energy. 2016. WPCC_L1ChargingAtTheWorkplace_0716.pdf (energy.gov)
Figure B-3: Level 1 Workplace Charging Example
Source: WPCC_L1ChargingAtTheWorkplace_0716.pdf (energy.gov)
Figure B-4: Level 1
Charging Post
Source: Denver Clean Air
EV Readiness Report Attachment B April 12, 2022
Planning Commission Meeting
Level 2 Charging
Level 2 chargers use a 208-volt or a 240-volt outlet AC
circuit, which is the same kind of outlet typically used to
power large home appliances like dryers or electric water
heaters. Level 2 chargers are typically significantly more
expensive to install than Level 1 chargers, but they provide
faster charging. To recharge to 100 miles, it takes about 4
hours on a Level 2 charger compared to 18 hours on a
Level 1.22 Level 2 chargers can also collect data and charge
drivers based on usage, which a Level 1 charger cannot do.
Residential
Level 2 chargers can be suitable in residential spaces for people with long commutes or large
daily driving needs. They can also be useful in multifamily buildings where parking spaces for
electric vehicle charging may be more limited. Additionally, Level 2 charging may be necessary
at home if they do not have charging capacity at work.
Office/Workplace
Level 2 chargers are most commonly used at workplaces.23 Having access to a
Level 2 charger at work would provide sufficient charging capacity for most
drivers; therefore, drivers would not need to have charging access at their homes.
This allows Level 2 charging to be seen as a workplace amenity/perk.
Workplaces with Level 2 chargers often do need to create programs that
encourage employees to share the stations and move their cars during the day.24
A workplace can also install charging stations that have multiple connectors.
This would allow for owners to not have to move their cars, but these charging
stations are typically more expensive. Additionally, some stations with multiple
connections do not provide as reliable of a charge to drivers because the
charging occurs in succession, meaning one vehicle receives a full charge
before the next vehicle receives any charge. Therefore, if one vehicle is near
22 Accelerating Electric Vehicle Adoption: A Vision for Minnesota (state.mn.us)
23 Alternative Fuels Data Center: Workplace Charging for Plug-In Electric Vehicles (energy.gov)
24 Alternative Fuels Data Center: Workplace Charging for Plug-In Electric Vehicles (energy.gov)
Figure B-6: Level 2
Charging Post
Source: Alliant Energy's
Solar Power Stations
(prnewswire.com)
Figure B-5: Level 2 Charging Station
Source:Amazon.com: LEFANEV 32A EV Charger
Level 2 Station
EV Readiness Report Attachment B April 12, 2022
Planning Commission Meeting
empty, it may use all of the charging time before the next vehicles receive any charge.
Commercial/Retail
Level 2 chargers can be a feasible charging option for commercial spaces where people may
spend a long amount of time such as hotels, retail centers, major attractions like zoos and parks,
and public parking ramps.25 Installing a Level 2 charger at one of these sites can potentially
attract more people to the business, and it could help increase their customer base.
DC Fast Charging (Level 3)
DC fast-chargers (DCFC) or Level 3 chargers are the quickest option
available to charge an electric vehicle and are the closest to a pull-up
model, like a gas station. They have varying levels, but generally a DCFC
can charge a vehicle to 80% about 30 minutes.
DCFCs are the most expensive to install. A DCFC operates on a 60 amp or
higher breaker on a 480 volt or higher 3-phase circuit with special
grounding equipment. This configuration requires 25 kW of power at a
minimum, so an industrial grade line is required for installation. To help
reduce costs, it is recommended to install a DC charge by a transformer.26
DCFCs are recommended by major roadways, and they are mostly used by
people stopping to charge as quickly as possible.27
Residential – Office/Workplace – Commercial/Retail
The site selection for a DCFC is more based on the property’s proximity to highways and other
electrical infrastructure than the property’s use. This is because the driver does not need to be at
the site for very long and the high construction costs for these stations. Some commercial/retail
spaces can use the DCFC as an amenity to attract customers. Commercial/retail uses are also the
most likely to have excess parking and use EV charging as an alternative revenue stream for their
property.
Figure B-8: Busting DC Fast Charging Myths | ChargePoint
25 Drive Electric Minnesota - Drive Forward (driveelectricmn.org)
26 Site Selection Doc (driveelectricmn.org)
27 Site Selection Doc (driveelectricmn.org)
Figure B-7: Tesla Superchargers
EV Readiness Report Attachment C April 12, 2022
Planning Commission Meeting
Attachment C: Building and Parking Lot Requirements
Table C-1: Building and Parking Lot Requirements
Municipality State Year Single-family Multi-family Commercial
Flagstaff AZ 2019
1 EV-Ready Space per
dwelling Unit 3% EV-Ready 3% EV-Ready
Sedona AZ 2019
1 EV-Capable Space per
dwelling Unit 5% EV-Capable
Tucson AZ 2019
1 EV-Ready Space per
dwelling Unit
Oakland CA 2018
10% EV-Ready, 90% "Raceway
Installed", 20% total panel
capacity
10% EV-Ready, 10% "Raceway
Installed", 20% total panel
capacity
Palo Alto CA 2017
1 EV-Capable Space per
dwelling Unit
"1 EV-Ready Space per Unit, 20%
EV-Capable for Guest Parking
with 5% EV-Installed"
20% EV-Capable, 5% EV-
Installed
San Francisco CA 2017
1 EV-Ready Space per
dwelling Unit
10% EV-Ready, Panel Capacity
for 20%, Raceway for 100%
10% EV-Ready, Panel Capacity
for 20%, Raceway for 100%
San Jose CA 2019
1 EV-Ready Space per
dwelling Unit
10% EV-Installed, 20% EV-
Ready, 70% EV-Capable
10% EV-Installed, 40% EV-
Capable
Aspen CO 2017
1 EV-Capable Space per
dwelling Unit
3% EV-Capable (240V individual
circuit branch with EV CAPABLE
labelling)
Breckenridge CO 2020
1 EV-Ready Space per
dwelling Unit
Varies by number of parking
spaces:
1-2 EV-Installed
~20% EV Capable
Varies by number of parking
spaces:
1-2 EV-Installed
~20% EV Capable
Boulder County CO 2015
1 EV-Ready Space per
dwelling Unit
2% EV-Ready (for new
construction and 50% or 5,000 SF
additions)
2% EV-Ready (for new
construction and 50% or 5,000 SF
additions)
City of Boulder CO 2020
1 EV-Ready Space per
dwelling Unit
5% EV-Installed, 15% EV-Ready,
40% EV-Capable (25+ spaces)
5% EV-Installed, 10% EV-Ready,
10% EV-Capable
EV Readiness Report Attachment C April 12, 2022
Planning Commission Meeting
Municipality State Year Single-family Multi-family Commercial
Denver CO 2020
1 EV-Ready Space per
dwelling Unit
5% EV-Installed, 15% EV-Ready,
80% EV-Capable
5% EV-Installed, 10% EV-Ready,
10% EV-Capable
Fort Collins CO 2019
1 EV-Capable Space per
dwelling Unit 10% EV-Capable
Golden CO 2019
1 EV-Installed Space per 15
parking space, 15% EV-Capable
1 EV-Installed Space per 15
parking space, 15% EV-Capable
Lakewood CO 2019
1 EV-Capable Space per
dwelling unit
2% EV-Installed, 18% EV-
Capable (10+ spaces)
2% EV-Installed, 13% - 18% EV-
Capable (10+ spaces)
Summit County CO 2020
1 EV-Ready Space per
dwelling Unit
5% EV-Installed, 10% EV-Ready,
40% EV-Capable (10+ spaces)
5% EV-Installed, 10% EV-Ready,
40% EV-Capable (25+ spaces)
Hartford CT 3% EV-Installed (if 35+ spaces) 3% EV-Installed (if 35+ spaces)
New Castle
County DE 2021
1 EV-Capable Space per
dwelling Unit 50% EV-Capable
Atlanta GA 2017
1 EV-Capable Space per
dwelling Unit 20% EV-Capable 20% EV-Capable
Honolulu HI 2020
1 EV-Capable Space per
dwelling unit 25% EV-Ready (8+ spaces) 25% EV-Ready (12+ spaces)
Chicago IL 2020 20% EV-Ready (5+ spaces) 20% EV-Ready (30+ spaces)
Kane County IL 2012
Recommended in Code:
1 EV-Ready Space per
dwelling Unit
Recommended in Code:
1 EV-Ready Space per dwelling
Unit
Recommended in Code:
2% EV-Ready
Howard County MD 2018
1 EV-Capable Space per
dwelling Unit
1 EV-Installed Space for every 25
parking spaces
Auburn Hills MI 2011
Recommended in Code:
1 EV-Ready Space per
dwelling Unit
Recommended in Code:
1 EV-Ready Space per dwelling
Unit
Recommended in Code:
2% EV-Ready
St Louis Park MN 2019
10% Level-1 Required, and one
Level-2 station (15+ spaces)
Greater of 1% or 2 spaces Level-2
(15+ spaces)
EV Readiness Report Attachment C April 12, 2022
Planning Commission Meeting
Municipality State Year Single-family Multi-family Commercial
Richfield MN 2022
1 EV-Installed Level 1
charger
Varies by number of parking
spaces:
10% Level 1 EV-Installed
20% Level 2 EV-Installed
All EV-Ready Level 1
Varies by number of parking
spaces:
1 – 5% EV-Installed
1 – 10% EV-Ready
City of St. Louis MO 2022
1 EV-Ready Space per
dwelling Unit
Varies by number of parking
spaces:
1- 2% EV-Installed
1- 5% EV Ready
Varies by number of parking
spaces:
1- 2% EV-Installed
1- 5% EV Ready
New York City NY 2013 20% EV-Capable
Salt Lake City UT 2019
1 EV-Installed Space for every 25
parking spaces
Seattle WA 2019
1 EV-Ready Space per
dwelling Unit
100% EV-Ready up to 6 spaces,
20% for parking lots with 7+
spaces 10% EV-Ready
State Building Codes
State Year Single-family Multi-family Commercial
Washington
WA 2015 For Group B, Group R-1 hotel and
motel only, Group R-2
occupancies: 5% of parking spaces
shall be EV Capable. Size
electrical room to serve 20% of
spaces.
For Group B, Group R-1 hotel and
motel only, Group R-2
occupancies: 5% of parking spaces
shall be EV Capable. Size
electrical room to serve 20% of
spaces.
Massachusetts
MA 2019 1 EV-Ready space (if 15+ spaces)
Oregon
OR 2017 5% EV-Ready 5% EV-Ready
California
(CalGreen)
CA 2010 1 EV-Capable Space per
dwelling Unit
10% EV-Capable 10% EV-Capable
Source: Adapted from SWEEP List of Building Codes
City of Auburn Hills Zoning Ordinance
2. Step Two: Citizen Participation Report
The applicant shall provide a written report to the Community Development Department stating
the results of their citizen participation effort no later than seven (7) days prior to the public
meeting. This report will be attached to the informational packet provided to the Planning
Commission and City Council. At a minimum, the citizen participation report shall include the
following information:
A. Details of techniques the applicant used to involve the public, including:
1. The date the letter was mailed, how many letters were mailed, and who responded to
the letter.
2. If contact is made with an interested person, provide the date and nature of
communication.
3. If an informational meeting is conducted, provide the date and location of the meeting
and who attended.
B. A summary of concerns, issues, and problems expressed during the process, including:
1. The substance of the concerns, issues, and problems.
2. How the applicant has addressed or intends to address concerns, issues, and
problems expressed during the process.
3. Concerns, issues, and problems the applicant is unwilling or unable to address and
why.
(Added: 1-06-03 per Ordinance No. 714)
(Amended: 3-03-03 per Ordinance No. 720)
(Amended: 8-04-08 per Ordinance No. 809)
SECTION 1834. ELECTRIC VEHICLE INFRASTRUCTURE
1. Intent.
The intent of this section is to facilitate and encourage the use of electric vehicles and to expedite
the establishment of a convenient, cost-effective electric vehicle infrastructure that such use
necessitates.
2. Definitions:
For the purposes of this Section, the following definitions shall apply.
A. Accessible electric vehicle charging station means an electric vehicle charging station
where the battery charging station is located within accessible reach of a barrier -free
access aisle and the electric vehicle.
B. Battery charging station means an electrical component assembly or cluster of component
assemblies designed specifically to charge batteries within electric vehicles.
C. Battery electric vehicle means any vehicle that operates exclusively on electrical energy
from an off -board source that is stored in the vehicle's batteries, and produces zero tailpipe
emissions or pollution when stationary or operating.
D. Charging levels means the standardized indicators of electrical force, or voltage, at which
an electric vehicle's battery is recharged. The terms 1, 2, and 3 are the most common
charging levels, and include the following specifications:
1. Level -1 is considered slow charging. Voltage including the range from 0 through 120.
2. Level -2 is considered medium charging. Voltage is greater than 120 and includes 240.
3. Level -3 is considered fast or rapid charging. Voltage is greater than 240.
F. Electric vehicle means any vehicle that is licensed and registered for operation on public
and private highways, roads, and streets; either partially or exclusively, on electrical energy
from the grid, or an off -board source, that is stored on -board via a battery for motive
purpose. "Electric vehicle" includes: (1) a battery electric vehicle; and (2) a plug-in hybrid
electric vehicle.
G. Electric vehicle charging station means a public or private parking space that is served by
battery charging station equipment that has as its primary purpose the transfer of electric
energy (by conductive or inductive means) to a battery or other energy storage device in an
electric vehicle. An electric vehicle charging station equipped with Level -1 or Level -2
charging equipment is permitted outright as an accessory use to any principal use.
H. Electric vehicle charging station — private restricted use means an electric vehicle charging
station that is (1) privately owned and restricted access (e.g., single-family home, executive
Article XVIII. General Provisions 18-57
City of Auburn Hills Zoning Ordinance
parking, designated employee parking) or (2) publicly owned and restricted (e.g., fleet
parking with no access to the general public).
Electric vehicle charging station — public use means an electric vehicle charging station that
is (1) publicly owned and publicly available (e.g., Park & Ride parking, public library parking
lot, on -street parking) or (2) privately owned and available to visitors of the use (e.g.,
shopping center parking).
J. Electric vehicle infrastructure means conduit/wiring, structures, machinery, and equipment
necessary and integral to support an electric vehicle, including battery charging stations
and rapid charging stations.
K. Electric vehicle parking space means any marked parking space that identifies the use to
be exclusively for the parking of an electric vehicle.
L. Non -electric vehicle means any motor vehicle that does not meet the definition of electric
vehicle.
M. Plug-in hybrid electric vehicle means an electric vehicle that (1) contains an internal
combustion engine and also allows power to be delivered to drive wheels by an electric
motor; (2) charges its battery primarily by connecting to the grid or other off -board electrical
source; (3) may additionally be able to sustain battery charge using an on -board internal-
combustion -driven generator; and (4) has the ability to travel powered by electricity.
3. Permitted Locations
A. Level -1 and Level -2 electric vehicle charging stations are permitted in every zoning district,
when accessory to the primary permitted use. Such stations located at one -family,
multiple -family, and mobile home park dwellings shall be designated as private restricted
use only. Installation shall be subject to permit approval administered by the Community
Development Department.
B. Level -3 electric vehicle charging stations are permitted in the B-2, T&R, 1-1, and 1-2
districts, when accessory to the primary permitted use. Installation shall be subject to
permit approval administered by the Community Development Department.
C. If the primary use of the parcel is the retail electric charging of vehicles, then the use shall
be considered a gasoline service station for zoning purposes. Installation shall be subject
to Special Land Use approval and located in zoning districts which permit gasoline service
stations.
4. Readiness Recommendations
A. Residential
In order to proactively plan for and accommodate the anticipated future growth in market
demand for electric vehicles, it is strongly encouraged, but not required, that all new one -
family and multiple -family homes with garages be constructed to provide a 220 -240 -volt /
40 amp outlet on a dedicated circuit and in close proximity to designated vehicle parking to
accommodate the potential future hardwire installation of a Level -2 electric vehicle charging
station.
Commentary: Industry experts have advised the City of Auburn Hills that 60% to
70% of electric vehicle charging will occur at the owner's home at night. Retrofitting a
home for electric vehicle charging is considerably more expensive than the cost of
including the capacity at the time of construction. To minimize the unnecessary cost
to retrofit a home, the City considers electric vehicle readiness in new home
construction a high priority.
B. Non -Residential
In order to proactively plan for and accommodate the anticipated future growth in market
demand for electric vehicles, it is strongly encouraged, but not required, that all new and
expanded non-residential development parking areas provide the electrical capacity
necessary to accommodate the future hardwire installation of Level -2 electric vehicle
charging stations. It is recommended that a typical parking lot (e.g., 1,000 or less parking
spaces) have a minimum ratio of 2% percent of the total parking spaces be prepared for
such stations.
It is noted and understood that large -sized parking areas (e.g., Chrysler Group, LLC
Headquarters, Great Lakes Crossing Outlets, The Palace of Auburn Hills, Oakland
Article XVIII. General Provisions 18-58
City of Auburn Hills
Zoning Ordinance
University, etc.) may require less electric vehicle charging stations than recommended
above to accommodate the anticipated market demand.
Commentary: If the property owner decides not to install the battery charging
stations at the time of initial construction, this approach allows for the stations to be
installed in the future without costly or cost -prohibitive retrofits. The intent of this
subsection is encourage sites to be "roughed -in" with the installation of electrical
stubs at planned electric vehicle charging station locations and conduit run from the
power source to the station location to support future installation.
OVERHANG PROPOSED_
3" ELECTRICAL CONDUIT
FOR FUTURE VEHICLE
—PROPOSED_ RECHARGE.
LOADING/UNLOADING
AREA
70.00'
PROPOSED_
A.D.A. SIGN (TYP)
r '':' a•'a
8.00'
0
VAN
8.00'
8.00'
55.52'
1
Example Site Plan - "Rough -In" of Electric Vehicle Charging Stations
R5 --
6. General Requirements for Multi -Family Residential and Non -Residential Development
A. Parking
1. An electric vehicle charging station space may be included in the calculation for
minimum required parking spaces required in accordance with Section 1804.
2. Public electric vehicle charging stations are reserved for parking and charging electric
vehicles only. Electric vehicles may be parked in any space designated for public
parking, subject to the restrictions that would apply to any other vehicle that would park
in that space.
B. Accessible Spaces
It is strongly encouraged, but not required, that a minimum of one (1) accessible electric
vehicle charging station be provided. Accessible electric vehicle charging stations should
be located in close proximity to the building or facility entrance and connected to a barrier -
free accessible route of travel. It is not necessary to designate the accessible electric
vehicle charging station exclusively for the use of disabled persons.
C. Lighting
Site lighting shall be provided where an electric vehicle charging station is installed, unless
charging is for daytime purposes only.
D. Equipment Standards and Protection
1. Battery charging station outlets and connector devices shall be no less than 36 inches
and no higher than 48 inches from the surface where mounted. Equipment mounted on
pedestals, lighting posts, bollards, or other devices shall be designed and located as to
not impede pedestrian travel or create trip hazards on sidewalks.
2. Adequate battery charging station protection, such as concrete -filled steel bollards,
shall be used. Curbing may be used in lieu of bollards, if the battery charging station is
Article XVIII. General Provisions 18-59
City of Auburn Hills Zoning Ordinance
setback a minimum of 24 inches from the face of the curb.
E. Usage Fees
The property owner is not restricted from collecting a service fee for the use of an electric
vehicle charging station made available to visitors of the property.
F. Signage
1. Information shall be posted identifying voltage and amperage levels and any time of
use, fees, or safety information related to the electric vehicle charging station.
2. Each electric vehicle charging station space shall be posted with signage indicating the
space is only for electric vehicle charging purposes. For purposes of this subsection,
"charging" means that an electric vehicle is parked at an electric vehicle charging
station and is connected to the battery charging station equipment. Restrictions shall
be included on the signage, if removal provisions are to be enforced by the property
owner pursuant to Chapter 70. Traffic and Vehicles, Article III. Uniform Traffic Code of
the Auburn Hills City Code.
G. Maintenance
Electric vehicle charging stations shall be maintained in all respects, including the
functioning of the equipment. A phone number or other contact information shall be
provided on the equipment for reporting when it is not functioning or other problems are
encountered.
(Added: 7-11-11 per Ordinance No. 836)
SECTION 1835. OIL AND GAS WELLS
The drilling, completion, or operation of oil or gas wells or other wells drilled for oil or gas exploration
purposes shall only be permitted in the 1-1, Light Industrial, 1-2, General Industrial, and 1-3, Heavy
Industrial districts subject to the terms and conditions of this section and shall not be permitted in any
other districts. Further, hydraulic fracturing and/or fracking shall be expressly prohibited within the City.
1. Application. The petitioner shall file an application with the City describing the proposed location
and activities. No drilling, completion, or operation of oil or gas wells or other wells drilled for oil
or gas exploration purposes shall occur until the Community Development Department has
issued a permit.
2. Compliance with Laws and Permit Issuance. The drilling, completion, or operation of oil or gas
wells or other wells drilled for oil or gas exploration purposes shall be done in conformity with all
State and Federal laws, statutes, rules, and regulations pertaining thereto and particularly with
the State of Michigan and the regulations of its Supervisor of Wells. This shall include obtaining
the required permit from the Supervisor of Wells, which permit shall be provided to the City before
the City issues a permit under this section. Conformance with State and Federal laws, statutes,
rules, and regulations including obtaining the required permit from the Supervisor of Wells shall
also apply to, but are not limited to, the plugging of wells and all material used and work done in
connection with the exploring for, producing, marketing, and transporting of petroleum products
as well as the disposition and removal of any byproducts utilized and associated with said
activities.
3. Associated Permits and Approvals. The permit required by this section for the drilling,
completion, or operation of oil or gas wells or other wells drilled for oil or gas exploration purposes
is in addition to and are not in lieu of any permit or plan which may be required by any other
provision of this Zoning Ordinance, Auburn Hills City Code, Building and Fire Codes, or by any
other governmental agency, unless expressly outlined.
4. Spacing and Well Setbacks. In addition to the spacing and setback requirements of the State of
Michigan and the regulations of its Supervisor of Wells, the drilling, completion, or operation of oil
or gas wells shall not be located within 1,000 feet of a residential zoned building used for the
purposes of residing in, religious institution, public or private school, child care facility, or hospital.
The measurement of the setback shall be made from the center of the wellhead in a straight line,
without regard to intervening structures or objects, to the closest exterior point of the adjacent
building. This section shall not be construed to prohibit directional or horizontal drilling under said
property where lawfully permitted by the Michigan Department of Environmental Quality (MDEQ).
The edge of the well pad site shall meet the minimum building setback requirements of the district
or Building and Fire Codes, whichever is greater.
Article XVIII. General Provisions 18-60
Medina Planning Commission Excerpt from Draft 04/12/2022 Minutes
1
Public Hearing – Ordinance Amendment – Chapter 8 of the City Code Pertaining to Provisions for
Electrical Vehicle Charging
Baumgardner stated that tonight they will be discussing a potential electrical vehicle charging ordinance,
noting that tonight is meant to be a discussion and a vote in not necessary. She provided background
information and information on the different levels of charging and EV charging standards. She reviewed
different regulatory methods and related success in implementation. She stated that staff recommends
that a percentage of spaces be allocated during construction and to also have a permitted use to allow EV
charging in all zoning districts.
Piper commented that she feels uninformed for this discussion as she has not had an electric vehicle. She
asked if patrons are charged to use charging stations found at gas stations.
Baumgardner stated that if the charging is provided at a service station, users are charged using their
credit card.
Piper asked how units in parking lots charge.
Baumgardner commented that the cost varies from facility to facility. She noted that some locations offer
charging at no cost as an amenity, while others require payment for that service.
Popp asked if the difference between EV ready and EV capable for new construction ranges in cost by
about $1,000.
Baumgardner commented that would be a reasonably accurate estimate. She stated that cost would vary
on the type of readiness; for example, whether they were preparing for level one, level two, or level three
charging.
Grajczyk asked if there were potential grants, subsidies, or other funds available for charging stations.
Baumgardner commented that there are programs some cities have opted into, using the example of a
company leasing space from a city to install and maintain an EV charging station. She noted that is more
of a public/private partnership. She stated that she was not aware of grants, but perhaps that may come
forward in the future.
Sedabres referenced the comparable city analysis and asked the view of staff on residential construction.
Baumgardner stated that it would be fitting in both residential and commercial development. She noted
that the chart was broken down between single-family, multi-family, and commercial development and
provided a brief overview.
Nielsen opened the public hearing at 8:35 p.m.
No comments.
Nielsen closed the public hearing at 8:36 p.m.
Sedabres stated that he loves this and is in favor of this. He stated that he could support recommending as
that sets the tone that Medina cares about sustainability and planning for the future but would also support
requiring EV capable in all single-family to ensure infrastructure is in place. He stated that it appears that
based on the year of adoption, the number of EV stalls required increases for multi-family or commercial.
Medina Planning Commission Excerpt from Draft 04/12/2022 Minutes
2
He commented that the cost is so marginal for single-family EV capable and EV ready or capable in
commercial of multi-family that he would support that to ensure infrastructure is in place but at minimum
would recommend those things.
Rhem echoed the comments of the previous speaker. He referenced the study which mentions 20 percent
of spaces recommended. He asked why the City would not consider including method five as well, which
would allow parking reductions for EV ready developments.
Baumgardner stated that she does not have too much information on either side of that to determine how
useful that would be for Medina.
Finke commented that there is a rationale for the parking minimums and therefore would not want to see a
reduction in that to provide an EV charging station. He did not believe those two things serve the same
interest. He stated that if the Commission wanted to encourage EV ready stalls, other incentives could be
considered which could provide flexibility to other zoning standards.
Rhem stated that he would want to go above recommending, using incentives to encourage developers.
Piper asked how this would fit in a townhome development and whether it would be recommended or
required within those garages.
Baumgardner commented that given the current contrast between the City building standards and State
building code, she did not believe the City could require that as it would be more restrictive than the State
building code. She stated that it could be a recommendation and a requirement could be made for parking
lots.
Sedabres asked if Richfield would be challenged for its requirement.
Baumgardner confirmed that she would expect that requirement would be challenged.
Popp commented that there is an appetite for this type of discussion and thanked staff for bringing it
forward. He stated that he supports the comments of Sedabres. He stated that he would support method
one if it were not going to be challenged by the State. He stated that he would also support incentivizing
an EV ready space for level two charging.
Grajczyk stated that he recently purchased a vehicle and reviewed electric vehicles but did not choose
one. He stated that if he purchased an electric vehicle, he would want to be able to charge it at his home
and therefore wondered who would use the higher-level charging stations. He agreed that the stations
will be needed as more electric vehicles are added to the roads. He was unsure that Medina had a parking
issue where an incentive related to the number of parking stalls would be desired. He appreciated the
desire for people to be ready and ahead of the curve, but from his construction experience it does not
work well to place conduit that may or may not be used in ten years. He stated that he tends to move at a
slower pace and is more concerned with infrastructure and appropriate locations for charging stations. He
stated that he would personally prefer to leave that to businesses and other groups to plan ahead. He
stated that affordability is also a consideration as the average electric vehicle is $64,000 compared to the
average gas-powered vehicle which is around $40,000. He recognized that may not be a factor for
Medina as there is a higher household income level. He stated that he supports the staff recommendations
for methods two and four. He noted that in the near future the State will update its building codes and the
City could follow at that time.
Medina Planning Commission Excerpt from Draft 04/12/2022 Minutes
3
Nielsen was happy that Medina is starting to look at this as there will be a need. She supported the
recommendation of staff and also supported looking at incentives, although not linked to the number of
parking stalls.
Baumgardner commented that staff will be discussing this with the Council at its worksession the next
week and then it could come back to the Commission as early as May or June to consider potential
ordinance language.
Wolsfeld Ravine Page 1 of 1 April 19, 2022
BWSR Funding City Council Work Session
TO: Mayor Martin and Members of the City Council
FROM: Dusty Finke, Planning Director
DATE: April 13, 2022
MEETING: April 19, 2022 City Council Work Session
SUBJECT: Wolsfeld Ravine Stabilization BWSR Grant
Background
In early 2021, the City of Medina, in partnership with Minnehaha Creek Watershed District
(MCWD), was granted approximately $230,000 from the Board of Water and Soil Resources
(BWSR) toward a potential ravine stabilization within the Wolsfeld Woods Scientific and
Natural Area (SNA).
This project did not come to fruition because of restrictions on work within an SNA, but it
showed the potential of the group to work together to secure grant funding.
Over the last several months, City and MCWD staff have visited numerous sites and worked
together to investigate multiple other opportunities to see if there was another opportunity in
Medina which could be presented to BWSR to request that the funding be transferred.
The funding comes from a pool of funds allocated to a group of local watersheds and needs to be
expended by 2023. City and MCWD staff are investigating one final opportunity.
If this project does not look viable within a year, staff would recommend that the City offer the
funding back to the group of watersheds to see if there is an alternative project in another
community which could realistically be implemented in the next year.
There will likely need to be more a formal release which will be presented to the City Council if
the funding was to be released. Before proceeding, staff is requesting City Council feedback.
MEMORANDUM
WS Agenda Item IV