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02-08-17 Planning and Economic Development Committee Meeting Agenda
PEDC Meeting Planning and Economic Development Committee Ithaca Common Council DATE: February 8, 2017 TIME: 6:00 p.m. 3rd Floor City Hall Council Chambers AGENDA ITEMS Item Voting Item? Presenter(s) Time Start 1) Call to Order/Agenda Review 2) Public Comment and Response from Committee Members 3) Updates, Announcements, Reports a) Electric Cars 4) Action Items (Voting to Send on to Council) a) Allowing Dogs in Stewart Park b) Temporary Altar in Dewitt Park c) Memorandum of Understanding (MOU) with the Downtown Ithaca Alliance 5) Action items (Voting to Circulate) a) Amendment to Zoning to Allow Brewpubs and Other Uses b) Temporary Mandatory Planned Unit Development (TMPUD) Application – 323 Taughannock Boulevard 6) Discussion a) Changes to Project Review Criteria ‐ Plant Material and Maintenance b) Maguire Interest in Southwest Park 7) Review and Approval of Minutes a) January 2017 8) Adjournment No No No Yes Yes Yes Yes Yes No No Yes Yes Seph Murtagh, Chair Nick Goldsmith, Sustainability Coordinator Megan Wilson, Senior Planner Megan Wilson, Senior Planner Jennifer Kusznir, Senior Planner Jennifer Kusznir, Senior Planner Jennifer Kusznir, Senior Planner Jeanne Grace, City Forester Maguire 6:00 6:05 6:15 6:20 6:30 6:45 7:15 7:30 7:45 8:15 8:45 8:50 If you have a disability and require accommodations in order to fully participate, please contact the City Clerk at 274‐6570 by 12:00 noon on Tuesday, February 7, 2017. CITY OF ITHACA 108 East Green Street Ithaca, New York 14850-5690 MAYOR’S OFFICE NICK GOLDSMITH, SUSTAINABILITY COORDINATOR Telephone: 607-274-6562 Email: ngoldsmith@cityofithaca.org Fax: 607-274-6558 To: Members of Planning and Economic Development Committee From: Nick Goldsmith, Sustainability Coordinator Date: February 2, 2017 Re: City participation in Electric Vehicle projects Dear Planning and Economic Development Committee, Below is information related to the Electric Vehicle agenda item at your February 8th meeting. I’m happy to provide additional information on this issue; please don’t hesitate to reach out to me. There are two grant‐ funded electric vehicle (EV) projects to speak about. The City has been participating in one for about a year. The other, a direct continuation of the first, is an upcoming opportunity. Electric Vehicle Infrastructure Plan In early 2016, City representatives Frank Nagy (Director of Parking) and Nick Goldsmith (Sustainability Coordinator) joined the advisory board for the NYSERDA‐funded Electric Vehicle Infrastructure Plan project. This project is being led by Ithaca Tompkins County Transportation Council (ITCTC), in collaboration with Clean Communities of Central New York, consultants Energetics Incorporated, and a variety of local partners. The project is a planning effort to develop an EV Infrastructure Plan for the County. Included in today’s meeting agenda are the completed reports from this project. The Existing Conditions and Best Practices report summarizes the current conditions of EV use in the County and best practices in the establishment of a charging station network. The Site Suitability Report was based on the use of the Site Suitability Criteria Tool, which is an Excel‐based tool available for download on the project website: www.ccofcny.com/tompkins‐ county.html. The Tool was used to guide a site evaluation process, comparing the feasibility of installing charging stations at various specific locations. City parking garages scored very well among the 90+ candidate sites examined. The latest document from the project, the Charging Station Installation Analysis, is still in draft form. It provides preliminary engineering and cost analysis of potential charging station installations at seven locations identified as good candidates in the previous report. The final document, the EV Infrastructure Plan will be completed in the coming months. Electric Vehicle Deployment Project Energetics, the consultant selected for the EV Infrastructure Project, recently won another large grant from NYSERDA to promote EV use, which could make Tompkins County an EV Deployment Community. This two‐ year project would fund (completely or mostly) 11 public charging station installations in the County, at the sites which scored best in the reports described above. At least one City garage would be included. The project would also provide a high level of marketing and publicity to increase interest in EVs. While Tompkins County has agreed to be the local project sponsor, the City is being asked to join on as a partner. To enable the project, the Tompkins County community would have to come up with a $50,000 in‐ kind contribution, which could include contributions from municipalities, car dealerships, educational institutions and others. If Frank Nagy and Nick Goldsmith continued as advisory board members, their time spent there would account for a good portion of the in‐kind contribution necessary for the City’s. This seems to be an exceptional and well‐timed opportunity to continue promoting the use of EVs. The City’s Energy Action Plan recommends to “develop alternative fuel opportunities” and “incentivize innovations in goods and people transportation.” This project would address both of these actions. On a larger scale, all indications point to widespread adoption of EVs in the coming years, and these planning efforts will help ensure that the development happens in a sensible way that best benefits our population. We will continue to explore the idea of participating in this project in the coming weeks. I am happy to discuss the items above in more detail with any of you. Please feel free to contact me at your convenience. I look forward to sharing the highlights of this document with you in person next week. Plug-in Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices Contract No. 57495 Prepared by: Energetics Incorporated Clean Communities of Central New York The Ithaca-Tompkins County Transportation Council Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices ii NOTICE This report was prepared by Energetics Incorporated, Clean Communities of Central New York, and the Ithaca-Tompkins County Transportation Council (hereafter “contractors”) in the course of performing work contracted for and sponsored by the New York State Energy Research and Development Authority (hereafter “NYSERDA”). The opinions expressed in this report do not necessarily reflect those of NYSERDA or the State of New York, and reference to any specific product, service, process, or method does not constitute an implied or expressed recommendation or endorsement of it. Further, NYSERDA, the State of New York, and the contractors make no warranties or representations, expressed or implied, as to the fitness for particular purpose or merchantability of any product, apparatus, or service, or the usefulness, completeness, or accuracy of any processes, methods, or other information contained, described, disclosed, or referred to in this report. NYSERDA, the State of New York, and the contractors make no representation that the use of any product, apparatus, process, method, or other information will not infringe privately owned rights and will assume no liability for any loss, injury, or damage resulting from, or occurring in connection with, the use of information contained, described, disclosed, or referred to in this report. NYSERDA makes every effort to provide accurate information about copyright owners and related matters in the reports we publish. Contractors are responsible for determining and satisfying copyright or other use restrictions regarding the content of reports that they write, in compliance with NYSERDA’s policies and federal law. If you are the copyright owner and believe a NYSERDA report has not properly attributed your work to you or has used it without permission, please email print @nyserda.ny.gov. Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices iii Contents Plug-In Electric Vehicles .............................................................................................................................. 1 Existing PEV Fleet and Users ................................................................................................................... 2 Tompkins County Resident’s Current PEV Knowledge ............................................................................ 5 PEV Charging Stations ................................................................................................................................. 6 Charging Station Types ........................................................................................................................... 6 Existing Charging Stations and Lessons Learned ..................................................................................... 9 Existing Electrical Grid Considerations .................................................................................................. 15 Consumer Opinion of Charging Stations ............................................................................................... 16 Charging Station Networking Options ................................................................................................... 18 PEV Charging Station Deployment Barriers and Opportunities................................................................. 19 Charging Station Risk Assessment ......................................................................................................... 19 Charging Station Locations.................................................................................................................... 20 PEV Planning Best Practices ...................................................................................................................... 24 Zoning ................................................................................................................................................... 24 Charging Station Permitting and Codes ................................................................................................ 25 Parking Enforcement ............................................................................................................................ 26 Charging Station Ownership Models and Funding Sources ................................................................... 27 Key Stakeholders for PEV Readiness ..................................................................................................... 28 Appendix A ................................................................................................................................................ 29 Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices iv List of Acronyms AC alternating current, which is available in houses and distributed by the electrical grid AC Level 1 plug-in vehicle charging at 120 volts of alternating current (1.4-1.9 kW) AC Level 2 plug-in vehicle charging at 240 volts of alternating current (up to 19.2 kW, usually 6.6 kW) BEV battery electric vehicle, which relies entirely on electric power CO2 carbon dioxide, a significant contributor to greenhouse gas emissions DC direct current, which is stored and provided by batteries DMV department of motor vehicles EVSE electric vehicle supply equipment, which is more commonly called a charging station HEV hybrid electric vehicle, which has a battery and electric motor to increase efficiency, but does not have a plug to charge from the electrical grid kW killowatt kWh kilowatt-hour PEV plug-in electric vehicle, which offsets petroleum fuel with electricity PHEV plug-in hybrid electric vehicles, which can run on electric power, but also have an engine NYS New York State NYSEG New York State Electric and Gas NYSERDA New York State Energy Research and Development Authority MSRP manufacturer’s suggested retail price MWh megawatt-hour MY model year SAE Society of Automotive Engineers VAC volts of alternating current VIN vehicle identification number ZEV zero emission vehicle, which produces no emissions during vehicle operations Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 1 PPLUG-IN ELECTRIC VEHICLES Plug-in electric vehicles (PEV) reduce or eliminate the petroleum fuel typically used as a fuel in most vehicles by using a motor powered by electricity stored in a battery pack to propel the vehicle. The electricity stored in the battery pack is primarily obtained by connecting the vehicle to a charging station on the electrical grid (a small portion of electricity may be obtained from regenerative braking while the vehicle is being slowed down or excess power from the engine if it has one). Hybrid electric vehicles (HEV) have been popular for several years (introduced in the U.S. in 1999) which can also use a motor powered by electricity stored in a battery pack to propel the vehicle or add to the power provided by the engine. However, an HEV has no plug-in option and cannot charge its batteries from the electrical grid, so it only relies on regenerative braking and excess power created by the engine. The Toyota Prius is the best-selling HEV which is not offered as a conventional model with only a combustion engine, but almost all major automobile manufacturers offer an HEV model (primarily as a powertrain option for a major model that also has a non-HEV powertrain). PEVs include plug-in hybrid electric vehicle (PHEV) and battery electric vehicle (BEV) models. The PHEV operates similarly to an HEV, but has a larger battery pack and can connect to a charging station to get electricity from the grid. The Toyota Plug-in Prius is an example of an HEV with these enhanced features to become a PHEV, while the Chevrolet Volt is an example of a BEV with an added engine to provide back- up power once the batteries are depleted. The Volt has a much larger battery pack and thus can go farther on electric power (the 2015 and earlier models had 38 miles of electric range and the new 2016 model will have 53) than the Plug-in Prius (the 2014 and earlier models only had 10 miles of electric range, although the new 2017 model will have 22). BEVs typically have a larger battery pack for more electric miles, but have no back-up option when the battery is depleted. The Nissan Leaf is the best-selling BEV and offers a typical electric range for most lower-cost BEVs available today (the 2015 and earlier models had 84 miles of electric range and the new 2016 model has an option for 107). Another popular BEV is the Tesla Model S which has a much greater electric range between 230 and 253 miles depending on the configuration, but it is also much more expensive ($70,000 to over $100,000 as compared to $30,000 to $40,000 for the Nissan Leaf). Some new BEV models announced for availability in late 2016 are expected to have an electric range around 200 miles per charge with starting costs less than $40,000 (e.g., Chevrolet Bolt and Tesla Model 3). Specifications for PEVs available in Tompkins County are included in Appendix A. Compared to gasoline-powered cars, PEVs are more energy efficient and cost 50-70% less to operate per mile. The average efficiency of a PEV is 0.32 kilowatt hours (kWh) per mile, so to travel 100 miles the PEV will use 32 kWh which costs $4.16 at a typical New York State (NYS) electricity cost of $0.13 per kWh. Conventional gasoline engine cars average around 25 miles per gallon, so 4 gallons of gasoline is needed to travel 100 miles which costs $10.00 with gasoline at $2.50 per gallon. Electric motors require less maintenance than gasoline engines and have no oil to change, so PEVs typically have lower maintenance costs. Average annual electric miles for a group of Chevrolet Volt and Nissan Leaf drivers through the EV Project was 9,111 and 9,696 respectfully (note that the Volts also had an additional 3,126 miles per year using their gas engine).1 Driving 9,000 electric miles per year will save a driver $435.60 using the rates 1 Idaho National Laboratory. How many electric miles do Nissan Leafs and Chevrolet Volts in The EV Project travel? May 2014. https://avt.inl.gov/sites/default/files/pdf/EVProj/eVMTMay2014.pdf Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 2 mentioned above because they used 2,880 kWh instead of 360 gallons of gasoline. If all charging was done at home, the driver’s electricity bill would be 240 kWh higher each month or $31.20 (about $1 per day). A large portion of the NYS electricity grid is powered by clean low-carbon energy sources (not oil or coal), allowing PEVs to reduce greenhouse gas emissions and pollutants that cause smog and acid rain. In 2013, the main sources for electricity generation in NYS were natural gas (33%), nuclear (27%), and hydro (16%) which resulted in an average greenhouse gas emission rate of 528 pounds (lbs.) of carbon dioxide (CO2) per megawatt-hour (MWh) of electricity.2 Thus, one PEV driving 9,000 electric miles per year will result in net savings of 5,535 lbs. of CO2 per year.3 PEVs have a long history dating back to some of the first vehicles on the road, however, due to the availability of low-cost and high energy density petroleum, PEVs have traditionally been niche products. Now, several automakers have produced or are planning PEV models and some, such as Nissan, are betting their futures on an automobile market with a significant PEV component. Renault-Nissan accounts for half of the PEVs sold worldwide and is committed to being the world’s leading maker of full-electric vehicles. The Volkswagen Group plans to deliver 30 PEV models by 2025 as part of a sweeping plan to overhaul its global strategy. Ford is investing an additional $4.5 billion in electrified vehicle solutions by 2020, adding 13 new electrified vehicles to its product portfolio so that more than 40 percent of Ford’s nameplates globally will be electrified by the decade’s end. General Motors has boosted the battery capacity of the Volt and will soon release the 200 mile fully-electric Bolt. Tesla is planning to reach a much broader market of buyers with their lower cost Model 3 and there is a lot of speculation that Apple is developing an electric vehicle. A significant number of PHEV and BEV models are available in NYS due to its participation in the multi- state zero emission vehicle (ZEV) initiative led by California. The mandate requires all major car manufacturers to sell increasing percentages of ZEVs. In addition, NYS has prioritized PEV market development support through its ChargeNY initiative. ChargeNY aims to reach 3,000 PEV charging stations to support an expected 30,000-40,000 PEVs in NYS by 2018. Since the program’s inception in 2013, ChargeNY has supported the installation of nearly 500 charging stations (bringing the statewide total to more than 1,100), revised regulations to clarify charging station ownership rules, and supported research and demonstration projects on new PEV technologies and policies. Ongoing and additional ChargeNY efforts will continue to promote and incentivize PEV or EVSE ownership. EExisting PEV Fleet and Users The market for PEVs is growing, with only 18,000 for the first full year of U.S. sales in 2011 to around 115,000 sold nationwide for each of the past two years. In 2015, PEVs accounted for 23% of the combined sales for all vehicles with an electric motor (which includes PEVs as well as HEVs which do not plug-in), but still only 0.7% of all vehicle sales.4 Ten light-duty BEV models and 12 PHEV models are currently available in the Tompkins County region. These are listed in Appendix A, along with their electric-only range and 2 NYSERDA. 2013 New York State Energy Fast Facts. www.nyserda.ny.gov/-/media/Files/Publications/Energy- Analysis/2013-New-York-State-Energy-Fast-Facts.pdf [39.2 million metric tons of carbon dioxide emissions from the electricity generation of 163,514 gigawatt-hours] 3 Gasoline: 360 gallons * 19.6 lbs. of CO2 per gallon = 7,056 lbs. of CO2. Electric: 2.88 MWh * 528 lbs. of CO2 per MWh = 1,521 lbs. of CO2 4 Electric Drive Transportation Association. Electric Drive Sales Dashboard. http://electricdrive.org/index.php?ht=d/sp/i/20952/pid/20952 Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 3 manufacturer’s suggested retail price (MSRP) after federal tax credit. The federal tax credit for PEVs is up to $7,500 with the actual amount based on the capacity of the battery used to power the vehicle. After a manufacturer has sold 200,000 eligible PEVs, the credit will phase out to 50% of the credit amount, then 25% of the credit amount (to date no manufacturer has hit this mark). Tompkins County has a diverse mix of PEVs owned by residents with models from most of the major PEV manufacturers as shown in Figure 1.5 PEVs in the “Other PEVs” category include some recently released models (Volkswagen e-Golf, Ford C-MAX Energi), as well as some older, less common models (Tesla Roadster, Toyota Rav4 PEV, and Mitsubishi iMiEV). Figure 2 shows the number of registered PEVs by model year (MY). This analysis was conducted on data as of December 31, 2015, so not all model year 2015 PEVs may have been sold yet. However, the most popular PEV model in Tompkins County, the Toyota Prius Plug-in, was not offered as a 2015 model which impacted new PEV sales. In addition, some manufacturers have announced significant improvements for PEV models (longer electric ranges for the Chevrolet Volt and Nissan Leaf) or new models (Chevrolet Bolt and Tesla Model 3) that will come out in 2017 which may have persuaded some buyers to hold off on their PEV purchase. Similarly to many other areas around the country, Tompkins County’s early PEV adopters have likely contributed to most of the purchases to date, but that should start to change with new offerings, lower MSRPs, and NYS incentives. 5 PEV ownership was determined through an analysis of NYS department of motor vehicles (DMV) data available at https://data.ny.gov/Transportation/Vehicle-Snowmobile-and-Boat-Registrations/w4pv-hbkt which lists all vehicle, snowmobile, and boat registrations. PEV models must be identified by the first eight values in the vehicle identification number (VIN) which were obtained from existing lists compiled by the California Air Resources Board and other sources because the DMV data does not list a vehicle model and the fuel type designation is not accurate. Results shown are based on registration data as of December 31, 2015. Toyota Prius Plug-in PHEV; 59 Chevrolet Volt PHEV; 27 Nissan Leaf BEV; 20 Tesla Model S BEV; 11 Other PEVs; 19 Figure 1. PEV Make & Model Distribution in Tompkins County as of December 31, 2015 MY 2010; 1 MY 2011; 2 MY 2012; 30 MY 2013; 35 MY 2014; 38 MY 2015; 26 MY 2016; 4 Figure 2. PEV Registration Data by Model Year (MY) in Tompkins County as of December 31, 2015 Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 4 Tompkins County has high PEV ownership rates as compared to the rest of the state. There were 136 PEVs registered in Tompkins County as of December 31, 2015, which represents 0.27% of all registered vehicles. In the entire state, PEVs are only 0.16% of all registered vehicles and only two other counties have a higher percentage than Tompkins County (New York at 0.30% and Suffolk at 0.28%). The distribution of PEV registrations throughout the county is shown in Figure 3. Of all registered PEVs in the County, 70% list Ithaca as the owner’s city of residence. However, there are some PEVs throughout most of the county even though some areas are rural where driving patterns do not typically favor widespread PEV use. Figure 3: Tompkins County PEV Population Density as of December 31, 2015 PEV owners are also likely among the nearly 1 million visitors annually to Tompkins County. These visitors tend to be highly educated and have high disposable incomes which likely corresponds with the PEV owner profile. Arriving primarily by car from other locations within the state, almost half make the trip for a university- or college-related purpose with many others are coming for the state parks and gorges (environmentally focused people that would also likely be interested in driving PEVs). Half of Tompkins County overnight visitors lodge at a hotel, motel, or resort which supports the installation of charging stations at these locations for guests.6 6 Profile of Visitors to Tompkins County. http://tompkinscountyny.gov/files/tourism/docs/TompkinsCountyVisitorProfile.pdf Number of PEVs Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 5 Tompkins County dealerships that currently offer PEV models are shown in Figure 4. These locations provide residents with opportunities to view, test drive, and purchase new and used PEVs. Maguire dealerships with access to order new PEV models include Audi, Kia, Volkswagen, Chevrolet, Fiat, Nissan, Ford, and Hyundai. Honda has stopped selling previous PEV models (Fit PEV, Accord Plug- in), but is expected to come out with a new one in late 2016 (Clarity) which would be offered by Honda of Ithaca. Toyota temporarily stopped manufacturing the Prius Plug-in PEV, but will resume selling a 2017 Prius Plug-in, now called the Prius Prime. In addition to new PEVs, many local dealers may also have used PEVs that are coming off a lease and only a few years old. TTompkins County Resident’s Current PEV Knowledge As a county with a higher level of educated citizens and a long history of environmental activism; the level of PEV awareness in Tompkins County is currently quite high as compared to NYS in general, particularly the smaller cities and towns in Upstate NYS. The education level specifically in Ithaca (the largest city in Tompkins County) is quite high, which is typically correlated with higher PEV knowledge and ownership. Over 93% of the Ithaca’s residents have at least a high school education, 62% have a bachelors or higher, and 37% earned a graduate degree.7 7 City-Data.com. Ithaca, New York. www.city-data.com/city/Ithaca-New-York.html Figure 4: Tompkins County PEV Dealerships Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 6 A survey conducted with the project’s steering committee members, advisory group, and other residents in Tompkins County captured their view on PEVs and overall knowledge and interest. The small pool of survey participants (26) prohibits any statistically relevant conclusions to be drawn from the survey results, but it does provide some insight about EVs from those living in Tompkins County. All 26 survey participants knew about PEVs to some extent with most having a little (10) or some knowledge (14) on the subject. Only two felt they had a lot of PEV knowledge. Most survey participants (64%) learned about PEVs online. No one listed dealerships or event exhibit booths as their primary source for PEV information. Three participants received their information through broadcast media (newspaper or TV), while others listed sources such as work interactions, conversations with friends, personal experience, and independent research. Survey participants estimated in their opinion, the level of PEV knowledge by all Tompkins County residents. Their responses are based on previous discussions or interactions they had with neighbors and colleagues on this topic. Most felt that more residents had little to no existing knowledge of this technology as shown on Figure 5. PPEV CHARGING STATIONS PEVs replenish their batteries (electrical fuel) by connecting to charging stations at home, work, or public locations. BEVs are dependent on charging to extend their range, so drivers must plan ahead to park at available stations if a charge is needed during their trip. If they cannot get a charge as planned due to a broken station or it being occupied by another vehicle, they could experience “range-anxiety” as they become unsure whether their BEV can make it to the next charging opportunity or leave them stranded on the road. PHEVs rely on the back-up combustion engine once the batteries are depleted so they won’t leave a driver stranded, however, it is less costly to drive electric so PHEV drivers seek out charging opportunities whenever they are available. Charging Station Types PEV drivers have various options available to plug in and replenish their batteries at charging stations, which are also referred to as electric vehicle supply equipment (EVSE). For the majority of users, a home charger can fulfill almost all of their charging needs. Public charging stations are used to charge PEVs while drivers are at work, shopping, or at other destinations, and help expand the functionality of electrification technology for many owners. For many PEV owners, the vehicle they select will accommodate their normal daily driving needs without needing to charge during the day. However, if that owner needs to run extensive errands one day, wants to take their PEV to a recreational destination in the evening or on weekends, or is pushing the limits of their PEV’s battery range in the winter when it operates less efficiently, they will want to find an opportunity to get an additional charge during the day. For some PEV owners, installing a charger at their 0% 5% 10% 15% 20% 25% 30% 35% 40% A lot of knowledge Some knowledge A little knowledge No knowledgePercent of RespondentsFigure 5: Perceived County Wide PEV Knowledge Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 7 primary residence may be challenging (e.g. if they are renting or have an older house with insufficient electrical capacity to add more load) and will need charging infrastructure at their workplace or a public venue to feasibly use a PEV. Charging stations are classified by their approximate charge rates and the form of power delivered (alternating current [AC] or direct current [DC]). Charging times for each specific vehicle vary depending on power electronics, state of charge, battery capacity, and level of charging station used. AC Level 1 Charging is limited to 120 volts of alternating current (VAC) and uses a typical household three- prong plug. All current PEVs are sold with AC Level 1 capabilities and only need a dedicated 20 amp outlet to charge. A portable AC Level 1 EVSE (Figure 6, left) is included in the initial vehicle purchase price. AC Level 1 stations charge slowly (up to 2 kilowatts [kW]), and are generally used in home or workplace charging applications where PEVs will be parked for long periods of time. AC Level 1 charging adds 2 to 5 miles of electric range per hour of charging time. The hardware cost for a mounted AC Level 1 station (Figure 6, right) can cost up to $1,000. AC Level 2 Charging provides electrical energy at either 240 VAC (typical for residential applications) or 208 VAC (typical in commercial and industrial applications). This level of charging is viable for both residential and public charging locations. Unlike AC Level 1 charging, AC Level 2 charging requires additional hardware that can be mounted on the wall, to a pole, or as a stand-alone pedestal (Figure 7). The increased charging rate and affordability of AC Level 2 charging stations make them the most popular choice for all PEV charging applications. These stations provide up to 7.2 kW for residential applications and up to 19.2 kW for commercial applications, which typically results in 10 to 20 miles of additional range per hour of charging time. The hardware cost for an AC Level 2 charging station is $450-$5,000, not including installation or any required electrical upgrades. The range in hardware costs are due to the features that come with a station. A wall-mounted AC Level 2 station that is non-networked (only provides power to charging and doesn’t track usage, collect payment, or other useful features for the host and driver) will be a low-cost station. A networked (has cellular communication to connect with a service provider that provides information and features to the host and driver) pedestal-type AC Level 2 station with a system to retract the charging cord (keeping it off the ground) and an electronic display for messages will be a much higher cost station. Figure 6: AC Level 1 Charging Cord (left) are typically sold with a PEV or an AC Level 1 Charging Station (right) can be mounted where a PEV parks Figure 7: AC Level 2 Charging Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 8 DC Fast Charging utilizes DC energy transfer and a 480 VAC input to provide extremely rapid recharges at heavily used public charging locations. The type of station is generally cost prohibitive for home applications. However, depending on the PEV, DC fast charge stations can provide an 80% recharge in as little as 20 minutes. This option is only available on certain PEVs. Hardware cost: $7,000 - $40,000. Costs vary based on the charging rate provided by the station, the number and type of connectors offered, and the number of stations per deployment (multiple DC fact charge stations in one location can use one larger and more cost effective electrical system to convert AC to DC that is shared among all the stations, whereas a single DC fast charging station must have its own electrical hardware). Tesla’s Supercharger Network offers DC fast charge for free, but is only available for Tesla owners (shown in Figure 8). The network currently covers many major travel corridors across North America. Each Supercharger offers 120 kW charging (about 140 miles of range in 20 minutes). Connectors, or plugs, for AC Level 1 and Level 2 charging stations have been standardized to allow owners of all PEV models to utilize the same charging infrastructure. The industry standard for AC Level 1 and AC Level 2 charging is the Society of Automotive Engineers (SAE) J1772 connector, which provides significant safety and shock-proof design elements. Up until 2013, the Japanese CHAdeMO connector was the only DC fast charge standard connector, available on both the Nissan Leaf and Mitsubishi i-Miev. In early 2013, the SAE J1772 connector standard was expanded to include DC fast charge with the SAE J1772 Combo connector, which is available on the Chevrolet Spark, Volkswagen e-Golf, and BMW i3. Tesla uses a different proprietary connector, but includes a SAE J1772 compliant adapter cable with each vehicle sold and offers adapters for CHAdeMO and SAE J1772 Combo connections for an additional price. The four connectors currently available for PEV charging in the Tompkins County area are shown in Figure 9.8 8 Graphic sources: http://m.eet.com/media/1200053/sae-j1772c.jpg, http://m.eet.com/media/1200054/sae- combo.jpg, www.ryot.org/tesla-motors-releases-secrets-hopes-innovate/733589, and http://circarlife.com/sites/default/files/conector_chademo.png Figure 8: Tesla DC Fast Charge Stations Figure 9: EVSE Connector Types Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 9 EExisting Charging Stations and Lessons Learned Charging stations currently installed throughout Tompkins County include a wide variety of location types, venues, and intended uses. Lessons learned from the planning, deployment, utilization, and acceptance of these existing stations can be applied to future installations. Figure 10 shows the locations of existing charging stations within Tompkins County. As detailed in Table 1, the majority of these stations are available to the public and free. PEV drivers may even be able to use some of the private stations after business hours or in a pinch if needed. In total, Tompkins County has 1 DC fast charging port (with 2 connector options available), 1 Tesla AC Level 2 charging port, 20 AC Level 2 charging ports, and 11 AC Level 1 charging ports (several AC Level 2 charging station locations also have a 120 VAC outlet available). The majority of these chargers are in and around the Ithaca area at various business and social areas. However, several are located outside of the downtown area at apartment complexes, colleges, and businesses. As of December 31, 2015, New York State has just over 1,200 total public PEV charging outlets or ports. This number represents the number of PEVs that could plug in at one time and differs from the number of charging stations, since many charging stations have two charging ports. Some locations have multiple charging stations, so there are even fewer charging locations than the number of stations. Figure 10: Existing Tompkins County PEV Charging Stations Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 10 Table 1. PEV Charging Stations in Tompkins County Map ID Station Name Access Connector AC Level 1 Ports AC Level 2 Ports DC Fast Charge Ports 1 Ithaca Yards Public SAE J1772 2 2 Diane’s Downtown Automotive Public (Fee) SAE Combo or CHAdeMO 1 3 Taitem Engineering Public (Fee) SAE J1772 2 4 The William Henry Miller Inn Public Tesla 1 5 Three Hills Properties Private SAE J1772, 120V Outlet 1 1 6 Maguire Nissan Public SAE J1772, 120V Outlet 1 1 7 Honda of Ithaca Public SAE J1772 1 8 Maguire Volkswagen/Toyota Public SAE J1772 2 9 Hoy Garage (Cornell) Public SAE J1772 2 10 Forest Home Garage (Cornell) Private SAE J1772 3 11 Cayuga Medical Center Public SAE J1772 2 12 BJs Public SAE J1772 2 13 Cornell Business Park Public 120V Outlet 6 14 Emma's Acres Private SAE J1772, 120V Outlet 1 1 15 La Tourelle Private 120V Outlet 1 16 Three Hills Properties Private SAE J1772, 120V Outlet 1 1 17 Ithaca College Public SAE J1772 (not activated) Diane’s Downtown Automotive This location offers a DC fast charge station with capabilities to charge PEVs that have either the SAE Combo and CHAdeMO connectors. Nissan provided the station free of cost to Diane’s provided they covered the installation and operational charges. However, due to the high power requirements of the unit, the installation was still quite costly. The charger, shown in Figure 11, was recently installed in spring 2016 and has seen limited use thus far. There is a cost of $10 per hour (prorated for durations shorter than one hour) to use this station, but it offers the convenience of a significant battery charge in 15 minutes. The owners are still finishing up the signage and removing the old gas pumps nearby. They expect increased use as they increase public awareness of the station’s installation. Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 11 Figure 11: DC Fast Charger Installed at Diane’s Downtown Automotive Cornell University Cornell University is dedicated to sustainable practices and aims to encourage PEV use on campus by offering multiple charging points and incorporating PEV charging into their construction plans for future parking structures. They have three AC Level 2 chargers on the third level of the Forest Home parking garage (permit required on weekdays before 5 pm) and two on the first level of the Hoy Road parking garage (paid parking on weekdays before 5 pm), as shown in Figure 12. The Forest Home parking garage is one of the first LEED Certified parking structures in the nation and was given points for installing these charging stations. To date, Cornell has not seen extremely heavy use of these stations but are planning additional outreach and public education efforts which are expected to increase the awareness of the chargers and PEVs in general. Figure 12: Cornell University PEV Chargers NYSERDA EVSE Project Installations Three of Ithaca’s charging stations were installed under a NYSERDA project in 2014 to deploy public PEV chargers throughout the state. These include the dual port AC Level 2 charging stations at Ithaca Yards, Taitem Engineering, and the Cayuga Medical Center. The Ithaca Yards location is located near the waterfront off Cascadilla Street which is near Purity Ice Cream (the owner of both installed this station and chose this location because of parking limitations at the Ice Cream Shop). Taitem Engineering is a local engineering firm that specializes in sustainable, energy-efficient design for new construction and existing buildings. They chose to place a charger in front of their office in central Ithaca which is often used by Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 12 employees. The Cayuga Medical Center installed the EVSE for hospital employees as well as visitors. Each of these locations are shown in Figure 13. The station at Taitem Engineering has a fee of $1.00 per hour to charge, while the other stations are free. Figure 13: NYSERDA-funded EVSE at Cayuga Medical Center (left), Taitem (center), and Ithaca Yards (right) The number of new users to a charging station each month can be a good indication of the accessibility and awareness of a station. More new users shows station use is by the general public whereas stations with few new users are primarily used by onsite employees. The cumulative new users per month for the three NYSERDA- supported EVSE are shown in Figure 14. Taitem Engineering has the highest variability of users with over 70 different drivers to date having used this station. 0 10 20 30 40 50 60 70 80 Cumulative New UsersCayuga Medical Center Ithaca Yards Building Taitem Engineering Figure 14: Cumulative New EVSE Users Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 13 The overall use of these chargers from January 2015 through March 2016 is shown in Figure 15. Seasonal fluctuations in use may be due to tourism or events that draw PEV drivers downtown during the summer. Figure 15: NYSERDA EVSE Project Charging Station Usage The William Henry Miller Inn Tesla provided a single AC Level 2 charger for The William Henry Miller Inn in February 2016 and offers free charging for local Tesla drivers. The station, which can only accommodate Tesla PEVs, typically experiences 5 to 10 users per month according to the Inn personnel. This installation, shown in Figure 16, was paid for by Tesla Motors but the ongoing electrical fees are billed to the Inn. Figure 16: Tesla PEV Charger at the William Henry Miller Inn 0 100 200 300 400 500 600 700 800 900 0 100 200 300 400 500 600 Plug-In Events Since 2015Monthly Energy Use (kWh)Cayuga Medical Center Ithaca Yards Taitem Engineering Cumulative Events Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 14 Ithaca Area Dealerships Several car dealerships in Ithaca have installed EVSE to support the sale of their PEV models. These stations, shown in Figure 17, are primarily installed for customer PEVs and PEVs on the lot for sale, but they are not restricted to this group and can be used by other PEV drivers when available. The dealerships with AC Level 2 charging stations include Maguire’s Ford-Nissan, Maguire’s Audi-Volkswagen-Toyota, and Honda of Ithaca. Some of these locations also offer an outlet for PEV charging is the station is occupied. Figure 17: Dealership Chargers in Ithaca BJs and Ithaca College A dual port AC Level 2 charging station was installed at BJs Wholesale Club next to the Shops at Ithaca Mall off N Triphammer Road for customers or public use. An additional PEP brand charger was installed the same time at the Ithaca College Circle Apartments Community Center but has never been activated and has gone unused for several years. These stations are shown in Figure 18. Figure 18: PEV Chargers Located at BJs (left) and Ithaca College (right) Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 15 Three Hills Properties Three rental properties owned by Three Hills Properties, LLC offer AC Level 2 charging, including 7 Pheasant Walk, 317 South Aurora Street, and Emma’s Acres at 882 West Dryden Road in Freeville. These stations shown in Figure 19, were installed primarily for residents but other PEV drivers may be permitted to use the chargers as needed if they call first to obtain permission. Figure 19: Three Hills Properties Chargers at Their Rental Locations Level 1 Charging Locations There are a few AC Level 1 charging locations throughout Tompkins County. The Cornell Business Park (Figure 20) and La Tourelle’s Spa only have outlets where a PEV driver can use their own portable cord to charge, but they are offering parking spaces and electricity to tenants and visitors. Several locations with AC Level 2 charging stations also have an outlet that can be used for AC Level 1 charging if the station is occupied. EExisting Electrical Grid Considerations Electric utilities are the energy supplier for PEVs, but supporting the transportation industry is a market in which they have not traditionally been involved. While the increased demand from charging stations can be concerning, providing electricity to vehicles is also a growth opportunity for electric utilities. The electric utilities are involved in PEV adoption every time a charging station is installed or a vehicle draws power to Figure 20: Outlets Available for Charging at Cornell Business Park Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 16 charge its battery. To date, the utilities in the Northeast have taken a very passive role in PEV readiness. Collaborating and partnering with the electric utilities on PEV initiatives could be very effective at promoting this technology and helping to maximize benefits for both consumers and the utility itself. Many PEV drivers adopt this technology to have a positive impact on the environment and a key factor in that is how the electricity to charge the batteries is generated. Clean electricity is clearly used in a PEV when the owner has solar panels on their house and they charge at home, but most others are unaware of the electricity source during charging. Electricity generation is tracked and published at the state level, but sharing the electricity sources and its impact on PEV use to current or potential PEV owners is valuable. The electric utilities are logical candidates to lead by example with PEV adoption. Their fleet, where appropriate, could include PEVs and some of their facilities or buildings could host public charging stations. There are no specific electricity rates for PEV owners offered by New York State Electric and Gas (NYSEG), the local electric utility, but charging at night under time-of-use rate schedules may result in cost savings for the consumer and benefit the utility as well. Consultation or guidelines issued by the electric utility specifically for PEV owners (e.g., rate options or PEV emissions benefits based on the local electricity generation) would help them make better informed decisions on optimizing their PEV purchase. NYSEG, who provides power and gas for all of Tompkins County, offers two separate time-of-use plans in addition to their regular energy plans, which could provide cost savings for flexible energy users. NYSEG’s Time-of-Use Rate is for customers with at least 35,000 kWh of electricity use per year who opt for a time varied rate structure with lowest energy costs during off-peak periods, highest costs during on-peak periods, and a mid-peak cost period.9 NYSEG’s Day-Night Service provides cheaper energy between the hours of 11:30 pm and 7:00 am and a slightly higher rate during daytime hours.10 Residential customers that use at least 1,000 kWh per month with over 20% of their energy use during these nighttime hours would likely experience cost savings with this rate plan. Currently, NYSEG does not foresee any issues with increased charging station deployment throughout Tompkins County as the impact on the grid is expected to be relatively minor. Even high load systems such as DC fast chargers do not have significant enough demand to warrant a demand study from the utility (NYSEG has experience with these from the installation at Diane’s Automotive). Throughout Tompkins County, NYSEG’s grid is very robust and has the capacity to support additional chargers. Charging stations powered from electrical panels in existing buildings would not require consultation with NYSEG. However, if a service with a new grid tied meter is required, the utility must be involved in the planning and installation. New service costs vary from approximately $390 if connecting to an existing transformer without any system modifications to over $5,000 if additional transformers or conduit runs are required. This cost is solely for the cost to get power from the pole and does not include the cost to install the charging station.11 CConsumer Opinion of Charging Stations From a consumer’s viewpoint, there are still many misconceptions about PEVs and the necessity to support existing and planned public charging infrastructure. Tompkins County, and the City of Ithaca in particular, have a long history of environmental awareness and activism supporting climate improvement 9 NYSEG. Time-of-Use Service Rate. www.nyseg.com/YourHome/pricingandrates/timeofuserate.html 10 NYSEG. Day-Night Service Rate. www.nyseg.com/YourHome/pricingandrates/daynighrate.html 11 NYSEG Supervisor of Electric Integrated Field Design, Dennis Kuhn, DKuhn@nyseg.com, (607) 347-2501 Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 17 initiatives. It is critical to understand residents’ concerns and leverage the environmental benefits of PEVs for the general public to generate support for charging station initiatives. Many organizations throughout the county are either directly involved in transportation sustainability efforts or support and encourage the continued advancement of this technology. The survey mentioned in the previous section that gathered PEV perspective from a few Tompkins County residents included questions pertaining to the number of stations that were deemed viable, where the stations should be placed, and what charging station issues could potentially arise. Given a list of potential venues for future charging station installations, the following ranking was obtained by averaging the responses. There was a clear prioritization for the top three venues on this final ranking. 1) Workplaces (average rank of 2.0) 2) Colleges or Universities (average rank of 2.7) 3) Municipal Parking Lots (average rank of 2.8) 4) Medical Facilities or Offices (average rank of 5.0) 5) Retail Stores (average rank of 5.4) 6) Parks or Recreational Areas (average rank of 5.8) 7) Entertainment Venues (average rank of 5.9) 8) Restaurants (average rank of 6.3) The predicted utilization level of public charging stations by the 26 survey participants is shown in Figure 21. Most expect that ⅕th to ⅓rd of PEV charging will occur away from home, reinforcing the belief that public charging stations are valuable and needed. On average, the survey participants felt that a ratio of 1 public charging station to every 20 PEVs would be sufficient to handle the charging needs of PEV drivers. For 130 PEVs registered in Tompkins County, there should be 7 public charging stations to match this expressed ratio. Currently, there are 8 active public AC Level 2 charging stations, although 3 of these are at dealerships which are not ideal for longer parking. There is also one DC fast charger for PEVs with that capability (DC fast charging ports are becoming a standard feature on most new PEVs, but in the past it has been an option that many elected not to pay for because there were very few chargers) and one Tesla-only charger. A few other AC Level 1 outlets and private charging stations are also available if necessary, but less convenient. In general, the charging network may be sufficient to serve the current population of PEVs in Tompkins County, but more public charging stations, particularly in key locations where PEV drivers would park, are needed to encourage and support expanded PEV use. 0% 5% 10% 15% 20% 25% 30% 35% 10% 20% 30% 40% 50% More than 50% Percent of Respondents Figure 21: Percentage of Charging Expected to Occur at Public Chargers Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 18 A list of potential or perceived concerns regarding PEV charging stations were given to the 26 survey participants, who expressed whether they felt that was a big concern (assigned a score of 4), a concern (3), somewhat of a concern (2), or not a concern (1). The final ranking of concerns (led by concerns about cost) with their average score were: 1) Cost to purchase and install the station (3.1) 2) Cost for station maintenance (2.7) 3) Cost for electricity to charge PEVs (2.6) 4) Managing how the station is used (2.5) 5) Vandalism or damage (2.3) 6) Loss of a parking space that may not be often occupied (2.1) 7) Permitting requirements to install the station (1.7) 8) Finding a good electrician to install the station (1.6) 9) Being a hazard or obstruction to cars or pedestrians (1.3) Two additional potential or perceived concerns regarding PEV charging stations that were mentioned by survey participants included: 1) Handling the liability associated with multiple entities involved with installing, maintaining and owning station components 2) Ticketing and towing when an PEV needs access to the charger CCharging Station Networking Options Most AC Level 2 and DC fast chargers come with an option to purchase a subscription to a charging network that can collect payments from users and limits use of the station to charging network members. There is often no fee for PEV drivers to become a member of any particular charging network, and there is also an option to activate the station using a toll-free number for anyone that does not have a network RFID card. In addition to listing the station on its network maps for PEV drivers and provide the option to require a fee for charging, the network will track station usage so you know when and how long it is being used among many other networking features. Network subscriptions typically cost the station owner about $20 to $30 per month per charging outlet. The charging stations located at Ithaca Yards, Taitem Engineering, Cayuga Medical Center and Maquire Volkswagen are on ChargePoint’s network (https://na.chargepoint.com/charge_point). The General Electric stations used by Cornell University can be networked through WattstationTM Connect (www.gewattstation.com/connect/). Other charging station networks used in NYS include EV Connect (www.evconnect.com/management-services/) and Blink (www.blinknetwork.com/network.html). All of these networks provide an interactive online map to locate their charging stations (and sometimes additional stations not on their network), as well as mobile phone applications that help the driver find a location to charge. There are also some third-party station location map/tool operators that add charging station information to their applications using a data pull from multiple charging station network providers or input provided by individual station owners or PEV owners. Two of examples of these are the US Department of Energy’s Alternative Fueling Station Locator (www.afdc.energy.gov/locator/stations/) and PlugShare (www.plugshare.com/). Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 19 PPEV CHARGING STATION DEPLOYMENT BARRIERS AND OPPORTUNITIES Charging Station Risk Assessment PEV charging station installation requires an investment on behalf of the host and many are accessible to the public, so any potential risks to hosts, users, pedestrians, vehicles, or the station itself, should be fully understood before implementation. The stations themselves, with the special SAE J1772 connectors, have multiple safety features (including a control pin that must communicate with a PEV before it is energized) to protect the user. Each station is also rated for various environmental settings that will keep it protected in almost all conditions as long as it was properly installed and maintained. As with everything, there are external factors or extreme situations that can compromise the safe operation of the charging station and put users, hosts, or others at potential risk. Some considerations addressed below should be understood and properly mitigated as best possible before installing or operating a charging station. Numerous streams and rivers flow throughout Tompkins County and some areas are prone to flooding. This is particularly true in portions of the City of Ithaca where many rivers and streams empty into Cayuga Lake. The risk for flooding should be considered when planning a charging station installation as the high powered electronics could prove hazardous if submerged and would likely require replacement after such an event. The potential Tompkins County flood hazard zones outlined by the Federal Emergency Management Agency are shown in Figure 22.12 In addition to potential flooding, snow accumulation and parking lot management methods can impact the use and proper operation of the charging station. Snow plowing can damage the EVSE if the cords were not properly coiled up or the station itself was obscured by snow drifts. Stations placed in the middle of a parking lot could disrupt where the plow would like to pass and result in unplowed PEV spaces that do not allow the station to be used. Charging stations completely buried in snow have the 12 Tompkins County. Flood Hazard Zones. http://tompkinscountyny.gov/files/gis/maps/pdfs/TCFlood_Zones.pdf Figure 22: Tompkins County Flood Hazard Zones Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 20 potential to malfunction due to lack of ventilation. Particularly during winter, but really throughout the year, regular cleaning of the station and the surrounding area will improve the usability of the charging station and likely prevent damage. Similar to other equipment, charging station parts will occasionally fail or break and maintaining a maintenance/repair budget to fix the station when needed is a good practice. Most charging stations offer extended warrantees on the equipment as an option to consider. The location of charging stations can also impact the risk of vandalism or other damage caused from accidental vehicle contact. To reduce the potential of intentional vandalism, stations should situated in well-lit areas, ideally within view of security cameras if those are used by the host. Units should be set back from primary vehicle travel areas and protected by a curb, bollard, or tire stop to reduce the risk of collision from inattentive motorists maneuvering around the parking area. Also, consider the path of the charging cord when in use as it should not cross a walkway where a pedestrian might trip on it. CCharging Station Locations Successful charging station installations are located where they will experience regular use and provide a valuable benefit to PEV drivers. Offering charging can help businesses attract new clientele or keep customers for longer durations. PEV drivers often seek out charging locations as they go about their everyday routines at, for example, restaurants, stores, and entertainment venues. Installing PEV charging stations at workplaces can be very successful at the right business and have benefits for employers and their employees alike. PEV charging stations can attract and retain desirable employees. PEV drivers are typically tech-savvy and highly educated13; qualities many employers seek in prospective employees. For public installations, consider the time a PEV driver would typically spend parked at that location, because short durations may offer fewer benefits to PEV drivers. Other important factors include, but are not limited to: patterns of travel in an area; an area’s demographics, which may be correlated with characteristics typical of PEV owners; and the nature of a potential PEV charging station location, whether it is public property, private businesses such as retail companies, multifamily housing or other institutions. Building leases or third-party operated parking can complicate charging station installations and all parties should work out arrangements to clarify ownership, operation, and revenue in advance. Charging stations visibly demonstrate an organization’s commitment to sustainable energy consumption and complement other environmentally friendly initiatives. Some workplace charging locations are able to serve employees and visitors, as well as the general public. Two key examples are colleges or universities and medical campuses. Other examples of public venues that have successful charging station installations include regional transit (commuter lots), downtown multi-purpose parking lots or garages, retail destinations (malls or outlets with multiple stores) and popular year-round leisure destinations. A Charging Station Cluster Analysis was previously developed to help planning agencies evaluate types of locations and focus deployment efforts where best suited.14 This analysis walks through the location types where PEV charging infrastructure might be installed and informs decision-makers and prospective PEV charging station hosts of which factors make a good PEV charging location. Targeting locations for PEV charging infrastructure rollout through this cluster approach can help create a system of PEV charging in 13 NYSERDA. Assessment of current electric vehicle use and charging station installations. November 2012. www.nyserda.ny.gov/-/media/Files/Programs/ChargeNY/Assessment-of-Current-EVSE-and-EV.pdf 14 NYSERDA. EVSE Cluster Analysis. December 2012. www.nyserda.ny.gov/- /media/Files/Programs/ChargeNY/EVSE-Cluster-Analysis.pdf Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 21 the critical early stages of PEV adoption. Figure 23 shows data gathered during a NYSDERDA deployment in 2012 and 2013 which included approximately 700 charging outlets in total. Retail locations tend to experience shorter charging event durations, but have more charging events per day. Multi-family dwellings and parking lots or garages in New York City (which may serve as the primary parking location for residents) average much longer charging event durations with fewer charging events per day. University or Medical Campuses show the highest overall utilization due to a successful combination of charging event durations and charging events per day. Figure 23: Comparison of Public NYS PEV Charging Station Usage by Venue Tompkins County has some highly regarded venues that fit into several of the recommended locations for charging stations. Cornell University and Ithaca College are the two largest higher education venues, while the downtown Ithaca-Commons is the most popular retail area. There are currently 1,759 hotel rooms in Tompkins County (including a new Marriot opening downtown in August 2016) with an additional 200 coming online by the end of 2017 with the addition of a Holiday Inn Express and Hilton Canopy. There are also several small inns and Bed & Breakfasts that serve the large visitor population. There are several great opportunities for expanding the PEV Charging infrastructure in the County. 1% 2% 4% 6% 8% 10% 12%Parking Lot/Garage (non-NYC) Multi-Family Workplace Transit Station Parking Lot/Garage (NYC) Retail Location University or Medical Campus Hotel Leisure Destination 0.0 0.1 0.2 0.3 0.4 0.5 024681012Average Charging Events per Port per DayAverage Connection Time per Event (hours) Profile curves represent the connection utilization percentage for each PEV outlet Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 22 Tompkins County Road Use Traffic in Tompkins County is concentrated around Ithaca, including the major routes heading into and out of the city as shown in Figure 24. Highly travelled routes include NY-34 (North and South), NY-13 (South and East), NY-96 (Northwest), and NY-79 (West and southeast). While Ithaca is the largest population center in Tompkins County, chargers placed in smaller towns throughout the area, along these major travel corridors, may prove beneficial as well. This would help create a network of charging locations to eliminate “range anxiety” for current and future PEV drivers traveling throughout the County. Charging Station Site Placement In addition to the PEV charging station’s location, where it is placed onsite and how it is installed will also impact the ease of use for PEV drivers and station cost effectiveness. Charging station installation costs can exceed the cost of the hardware itself and are influenced by a number of factors that should be considered when determining if a site is good and where to install the charging station on the property. The largest factor can be the currently available electrical service. All new charging station installations should have a load analysis performed on the facility’s electrical demand to determine if there is capacity to add PEV charging stations. Upgrading electrical service would add significant cost to the installation. A longer distance between the electrical panel and the PEV charging station means increased installation costs because it increases the amount of necessary trenching (and repair), conduit, and wire. Although it is desirable to minimize the distance between the electrical panel and PEV charging station as much as possible, you also need to consider the impact of placing the station at that location on the property. For example, placing charging station parking spaces in the back of a building might discourage their use, but other customers may be upset if a charging station is installed in prime parking spaces that often remain vacant because there are few PEV drivers. Optimal PEV charging station installations are close to the building and convenient for PEV drivers, but not in the most premium parking spaces. Figure 24: Tompkins County Major Roadways and Average Traffic Volumes Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 23 Figure 25. Example of Ideal Siting for a Charging Station Other considerations have less impact on installation costs, but can impact how effective the station is at benefiting PEV drivers and other clients. Be sure to think about the path of the charging cord when in use (so it is not a tripping hazard), parking lot management practices (will the charging station get in the way of pavement cleaning or snow plowing, or is it a space where snow is piled in the winter or where equipment might be stored), and signage (for PEV drivers to easily find the station). A NYSERDA published document “Siting and Design Guidelines for Charging Stations” identifies and diagrams key siting and design issues that are relevant to local governments as well as developers, homeowners, businesses, utility providers, and other organizations interested in best practices for PEV charging infrastructure implementation.15 Another valuable resource, the “Site Design for Electric Vehicle Charging Stations”, highlights best practices for designing PEV parking spaces, and provides several illustrated design scenarios.16 Effective signage helps PEV drivers navigate to charging station spaces and helps to prevent those spaces from being occupied by a non-PEV. The “Charging Station Signage Overview” covers general service (guidance), regulatory (enforceable), and special (information/trailblazer) signage.17 Another effective strategy for distinguishing the PEV charging space is to paint the entire space green or mark the pavement with an PEV charging symbol. Signage helps onsite marketing and promotion of the charging stations, but the most effective strategies use a broad marketing plan that advertises this resource to employees and guests. Environmental sustainability benefits associated with PEVs can be promoted through social media and company websites because of the investment in charging infrastructure. PEV drivers find charging stations through apps and websites that should be used to list any new installations. 15 NYSERDA. Siting and Design Guidelines for Charging Stations. November 2012. www.nyserda.ny.gov/- /media/Files/Programs/ChargeNY/Siting-and-Design-Guidelines-for-EVSE.pdf 16 NYSERDA. Site Design for Electric Vehicle Charging Stations. July 2012. www.nyserda.ny.gov/-/media/Files/Programs/ChargeNY/Site-Design-for-PEV-Charging-Stations.pdf 17 NYSERDA. Charging Station Signage Overview. October 2013. www.nyserda.ny.gov/-/media/Files/Programs/ChargeNY/EVSE-Signage-Overview.pdf Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 24 PPEV PLANNING BEST PRACTICES Although gasoline-powered vehicles will be around for many years, a shift in the transportation industry toward electrification will change how people drive and fuel vehicles. PEVs can be very beneficial to communities and their residents. Unlike gasoline-powered vehicles, PEVs are quiet, emit no direct air pollution, and do not require imported fuel that must be transported with the risk of spills or leaks. To enjoy these benefits and support residents who make the investment in cleaner cars, communities can promote the use of PEVs by becoming PEV-ready. Municipalities can prepare for PEVs and the infrastructure that is used to charge them with the following best practices guides for amending local rules and regulations to be PEV-friendly. Understanding which level and how many charging stations are feasible for different settings based on expected PEV use is critical. The type and number of PEVs in a community will help shape how many and what kind of charging station an PEV owner might need. The different types of charging stations will charge PEV batteries at different rates. The type of PEV charging infrastructure at each site should correspond with the amount of time a vehicle might be parked there while the driver is shopping, working, or enjoying entertainment. As a municipality, zoning laws must permit the installation of each charging station type in an appropriate setting. Examples of zoning and parking policies from across the country can be found in the published document “Planning Policy Tool Guide”, which also addresses local permitting practices and building codes.18 This guide highlights best practices, some of which are highlighted below, and introduces policy options for public officials and private-sector leaders to prepare their communities, jurisdictions, states, or organizations for PEVs. Zoning Zoning is a form of local ordinance that governs the use of property within local jurisdictions. Zoning for electric vehicle supply equipment (EVSE, or more commonly referred to as charging stations) will need to consider the existing methods and technologies available for PEV charging, and potentially think ahead to proactively address developing technologies and installation scenarios. As a tool for local governments in infrastructure planning, zoning ordinances are used to indicate where EVSE is allowed or prohibited. Zoning is a long-term tool, not a shortcut to accelerating infrastructure deployment. Because of the long-term nature of zoning changes and the development process, jurisdictions should prioritize zoning changes that may be necessary to allow charging stations in appropriate locations in order to achieve timely results. Zoning should function to support any applicable plans that may be in place. A comprehensive plan or PEV agenda could be used to indicate where PEV charging stations should be allowed, where they should be concentrated, and where they should be required. In general, zoning ordinances should account for projected development over a long period of time, and guide EVSE deployment. 18 NYSERDA. Planning Policy Tool Guide. November 2012. www.nyserda.ny.gov/-/media/Files/Programs/ChargeNY/Planning-and-Policy-Tool-Guide.pdf Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 25 Planners and other officials can use zoning to allow, incentivize or require PEV charging stations either throughout a municipality’s zoning districts, or in specific areas. Allow Charging Stations - Defining EVSE in the local city planning and land use context is a good first step that a handful of jurisdictions have taken to ensure that EVSE installations are allowed. By incorporating language specific to EVSE and/or battery swap stations in the local zoning ordinance, local planning offices can help clear barriers to installation by answering a simple question in the zoning text: What is EVSE? New York City’s Department of City Planning reviewed PEV charging and battery swap stations and determined that a clear distinction was needed—creating clarity in the zoning text to ensure vehicle battery charging was codified as a use distinct from gasoline filling stations. In the NYC Zoning Resolution, this pointed to a need to include battery charging in a distinct use group. The city’s “Zone Green” zoning text amendments, enacted by New York City Council in April 2012 defines “electric vehicle charging in conjunction with parking facilities” as an accessory use in the New York City Zoning Resolution. It places PEV charging stations and battery swap facilities in a use group for “Auto Service Establishments.” This includes such facilities as automobile glass and mirror shops or tire sales establishments but not petroleum fuel filling stations, which allows EVSE in any drive-in property/use in a commercial district. For New York City, this designation supported city efforts to deploy infrastructure without being overly prescriptive. New York City provides an instructive example, but the type of zoning district and use group categories will differ from place to place. Local resolutions will account for permissible uses, based on zoning districts (e.g. residential, commercial, industrial), special districts and potentially on the level of charge. Including clear definitions and provisions for where EVSE is allowable as-of-right (or by right) will limit barriers associated with development review. These definitions will allow the developer to avoid the costs of seeking special approvals for changes such as by rezoning, special permit or variance, all of which require a public review process. Incentivize Charging Stations - Incentive zoning provides a bonus, such as in the form of additional floor area, in exchange for the provision of a public amenity or community improvements. In New York City, for example, bonuses are provided for: public plazas, cultural venues, subway improvements, theater preservation, food stores in particular areas and affordable housing units. In the case of EVSE, a developer incentive might be exchanged for EVSE pre-wiring or charging station installation. Typical developer incentives include an increase in allowable floor area or a reduction of required parking provided. The EVSE is the public benefit, and the incentive would be the increased density, reduced parking, or other incentive to encourage the inclusion of EVSE in new construction. Zoning ordinances could define priority areas where EVSE may be required and/or supported by programmatic incentives to install EVSE. The nature of the incentive would be outlined in the zoning ordinance as well. CCharging Station Permitting and Codes Simple and consistent PEV charging station permitting processes can make installing PEV infrastructure much easier. Current national building and electrical codes neither inhibit nor facilitate the implementation of PEV charging stations. But at a municipal level, the adoption of certain provisions in local codes has successfully encouraged PEV-readiness in some jurisdictions. Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 26 “PEV Ready Codes for the Built Environment” provides current codes for charging stations and what code provisions could be incorporated into local code to encourage a basic or advanced level of PEV-readiness.19 It highlights best practices from around the world to make recommendations for jurisdictions in the Northeast and mid-Atlantic. How charging station installation work is classified within a jurisdiction can impact the time and cost of the permitting process. An overview on “Permit Process Streamlining” reviews best practices for charging station permitting and presents sample application forms.20 While residential installations were the focus on this investigation, the results and findings also apply to commercial charging station installations. The popularity and widespread deployment of PEVs is relatively new and the installation of required charging infrastructure is often not yet addressed in existing planning, zoning, and permitting regulations. In general, municipalities in Tompkins County demonstrated knowledge of EVSE technology and the major city and towns were familiar with the process of installing a charging station. However, no municipalities currently have specific regulations in place for the siting of this technology so each installation would require a case by case approval process. Including EVSE in a new-build plan would streamline the installation process and would not require any additional permitting once the site plan was accepted. Many smaller municipalities throughout the county are not very familiar with PEV technology or charging station installations. To the best of their knowledge, an EVSE installation would only require an electrical permit. However, it might be possible that an inspector or town official would have questions or raise additional concerns when approached on this topic because of the uncertainty expressed during our inquiry. There are no reported limitations on zoning or placement of the stations, but they must adhere to local building and electrical codes which could present potential limitations based on interpretation. The City of Ithaca is most familiar with PEV charging infrastructure since they have the most experience, but there is still limited regulatory information as to the placement and installation of the technology. The electrical installation of the station itself does not have any specific limitations other than it must meet NEC Article 625. There is no provision for a charger in the permitting process so each application must be reviewed on an individual basis. Overall, the installation of a charging station in a parking lot appears to require a similar process as a light pole or other electrical infrastructure. However, there may be some limitations on the signage and ability to charge for the station use depending on the station’s zoning location within the City of Ithaca. PParking Enforcement Many organizations do not have formal policies to address potential charging station parking space conflicts. Currently there are limited PEVs, however, as more individuals purchase PEVs or organizations 19 NYSERDA. PEV Ready Codes for the Built Environment. November 2012. www.nyserda.ny.gov/-/media/Files/Programs/ChargeNY/PEV-Ready-Codes-for-the-Built-Environment.pdf 20 NYSERDA. Permit Process Streamlining. April 2013. www.nyserda.ny.gov/-/media/Files/Programs/ChargeNY/Permit-Process-Streamlining.pdf Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 27 add PEVs to their fleet, the potential for conflicts will increase. In general, PEV drivers are usually willing to work together to address the needs of other PEV drivers, especially if they are encouraged to do so. In a workplace setting, improperly managed charging stations could create unnecessary problems. Poorly designed policies could inconvenience PEV drivers, negating their intended benefit. For instance, if employees have to move their PEVs in the middle of the workday to free up chargers this can disrupt their work. Also, having to move a car midday means they may need to park in a more remote part of the parking lot, which can be a disincentive to follow the rules or even charge in the first place. If non-PEV drivers view PEV charging as too great an incentive for a select group of employees (providing free fuel and preferential parking spaces), the PEV charging stations might lead to disgruntled employees. Organizations have found that properly communicating the business’ reasoning for installing the charging stations and distributing information about the societal benefits of PEVs helps increase PEV awareness and reduce parking conflicts with non-PEV drivers. Parking ordinances will apply to publicly accessible charging stations. Parking regulation and enforcement is typically a shared responsibility in municipalities, requiring participation of law enforcement, departments of transportation, public works, permitting, and others. Thus, there is a need to establish a clear process, and determine which agencies will handle the logistics of EVSE charging spaces in the public realm—and in publicly accessible lots and garages. Similar to all traffic statutes, statutes prohibiting parking by non-PEVs or non-charging PEVs can be enforced in any publicly accessible lot or garage in most municipalities, if such a statute is approved in a jurisdiction. Specifically, statues can make it illegal for a non-PEV to park in a PEV-designated space with fines or towing as penalties for those that violate this. Signage clearly designating charging spaces appropriately and enforcement of the statues is critical to ensuring that the charging station is available for PEVs. CCharging Station Ownership Models and Funding Sources Different ownership options exist for charging stations with the most common model of a charging station host owning it. However, third-party charging station service providers may pay for the installation, operate the station, and share some of the profits with the host site. Some charging station manufacturers, third-party charging station service providers, or charging station network providers are considering offering the option to lease charging stations as well. As of 2013, New York State provides an income tax credit for 50% of the cost, up to $5,000, for the purchase and installation of alternative fuel vehicle fueling and PEV charging stations. The New York State Alternative Fueling Infrastructure Tax Credit for commercial and workplace charging stations is available through December 31, 2017.21 Federally, the Alternative Fuel Infrastructure Tax Credit provides an additional incentive. Fueling equipment for electricity (along with other alternative fuels) installed between January 1, 2015, and December 31, 2016, is eligible for a tax credit of 30% of the cost, not to exceed $30,000. Permitting and inspection fees are not included in covered expenses.22 21 U.S. DOE Alternative Fuels Data Center. Alternative Fueling Infrastructure Tax Credit. www.afdc.energy.gov/laws/11180 22 U.S. DOE Alternative Fuels Data Center. Alternative Fuel Infrastructure Tax Credit. www.afdc.energy.gov/laws/10513 Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 28 KKey Stakeholders for PEV Readiness Collaboration among numerous stakeholders in Tompkins County is needed to support the growing PEV population and prepare the area for the future of electric drive technology. First and foremost, this must include the municipalities, who must ensure that regulations and policies do not limit the installations of charging stations at the homes of PEV drivers or other locations where they need to charge. As described above, there are several opportunities to facilitate and encourage residents to embrace PEVs. Due to its size and location, the City of Ithaca will likely be on the forefront of pursuing PEV-friendly policies and practices that other municipalities can replicate. However, the flexibility and motivation of smaller municipalities might allow them to position their jurisdiction PEV-friendly. From a planning perspective for developing a roadmap to support PEVs in Tompkins County, several organizations involved in this project as well as other active entities in related transportation, energy, or environmental fields should come together with a common message and vision. These stakeholders include, but are not limited to; x Ithaca-Tompkins County Transportation Council x Tompkins County x Town of Ithaca x City of Ithaca x Cornell University x Cornell Cooperative Extension x NYSEG / Avangrid x Ithaca College x Downtown Ithaca Alliance x Sustainable Tompkins x Get Your GreenBack Tompkins x Tompkins Community Action x Ithaca Neighborhood Housing Services x Tompkins-Cortland Community College x Tompkins Consolidated Area Transit (TCAT) x Tompkins County Chamber of Commerce x Tompkins County Council of Governments (TCCOG) x Tompkins County Area Development (TCAD) x Ithaca-Tompkins County Convention & Visitors Bureau x McGuire Auto Other stakeholders critical to making Tompkins County PEV-ready are entities that are willing to host an PEV charging station. Several entities have already taken the initiative and are pioneers in supporting PEVs in this area: Cornell University, Diane’s Automotive, Purity Ice Cream, Taitem Engineering, Cayuga Medical Center, BJ’s Wholesale, William Henry Miller Inn, Three Hills Properties, La Tourelle, and Cornell Business and Technology Park. However, several more employers, popular attractions, common parking lots, and other entities throughout Tompkins County will need to share this vision and install charging stations for PEV adoption to flourish. Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 29 AAPPENDIX A PHEVs Available, or Soon to be Available in Tompkins County Audi A3 Sportback e-tron Honda Accord PHEV Starting MSRP: $37,900 Starting MSRP: $39,780 Federal Tax Credit: $4,168 Federal Tax Credit: $3,626 MPG Equivalent: 95 MPG Equivalent: 115 Electric Range (miles): 31 Electric Range (miles): 13 BMW i3 w/ Range Extender Hyundai Sonata PHEV Starting MSRP: $46,250 Starting MSRP: $34,600 Federal Tax Credit: $7,500 Federal Tax Credit: $4,919 MPG Equivalent: 117 MPG Equivalent: 93 Electric Range (miles): 81 Electric Range (miles): 22 BMW i8 Mercedes-Benz S-Class PHEV Starting MSRP: $136,500 Starting MSRP: $95,650 Federal Tax Credit: $3,793 Federal Tax Credit: $4,168 MPG Equivalent: 76 MPG Equivalent: 58 Electric Range (miles): 15 Electric Range (miles): 20 BMW X5 xDrive40e Porsche Cayenne S E-Hybrid Starting MSRP: $62,100 Starting MSRP: $77,200 Federal Tax Credit: $4,168 Federal Tax Credit: $5,335 MPG Equivalent: 59 MPG Equivalent: 47 Electric Range (miles): 13 Electric Range (miles): 14 Chevrolet Volt Porsche Panamera S E-Hybrid Starting MSRP: $33,170 Starting MSRP: $96,100 Federal Tax Credit: $7,500 Federal Tax Credit: $4,751 MPG Equivalent: 106 MPG Equivalent: 50 Electric Range (miles): 53 Electric Range (miles): 16 Ford C-Max Energi Toyota Prius Prime (2017) Starting MSRP: $31,770 Starting MSRP: $29,990 Federal Tax Credit: $4,007 Federal Tax Credit: $2,500 MPG Equivalent: 88 MPG Equivalent: 95 Electric Range (miles): 21 Electric Range (miles): 11 Ford Fusion SE Energi Starting MSRP: $33,900 Federal Tax Credit: $4,007 MPG Equivalent: 88 Electric Range (miles): 21 Electric Vehicle Infrastructure Plan in Tompkins County: Existing Conditions and Best Practices 30 BEVs Available, or Soon to be Available in Tompkins County BMW i3 BEV Nissan Leaf Starting MSRP: $42,400 Starting MSRP: $29,010 Federal Tax Credit: $7,500 Federal Tax Credit: $7,500 MPG Equivalent: 124 MPG Equivalent: 115 Electric Range (miles): 81 Electric Range (miles): 84 Chevrolet Bolt (2017)Smart Electric Drive Starting MSRP: N/A Starting MSRP: $25,000 Federal Tax Credit: $7,500 Federal Tax Credit: $7,500 MPG Equivalent: N/A MPG Equivalent: 107 Electric Range (miles): 200 Electric Range (miles): 68 Ford Focus Electric Tesla Model S Starting MSRP: $29,170 Starting MSRP: $71,070 Federal Tax Credit: $7,500 Federal Tax Credit: $7,500 MPG Equivalent: 104 MPG Equivalent: 95 Electric Range (miles): 76 Electric Range (miles): 265 Kia Soul EV Tesla Model X Starting MSRP: $31,950 Starting MSRP: $80,000 Federal Tax Credit: $7,500 Federal Tax Credit: $7,500 MPG Equivalent: 112 MPG Equivalent: 89 Electric Range (miles): 105 Electric Range (miles): 230 Mercedes B Class Electric Drive Tesla Model 3 (2017) Starting MSRP: $41,450 Starting MSRP: $35,000 Federal Tax Credit: $7,500 Federal Tax Credit: $7,500 MPG Equivalent: 84 MPG Equivalent: N/A Electric Range (miles): 87 Electric Range (miles): 215+ Mitsubishi i MiEV Volkswagen e-Golf Starting MSRP: $22,995 Starting MSRP: $28,995 Federal Tax Credit: $7,500 Federal Tax Credit: $7,500 MPG Equivalent: 112 MPG Equivalent: 116 Electric Range (miles): 62 Electric Range (miles): 83 Plug-in Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis Contract No. 57495 Prepared by: Energetics Incorporated Clean Communities of Central New York The Ithaca-Tompkins County Transportation Council Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis ii NOTICE This report was prepared by Energetics Incorporated, Clean Communities of Central New York, and t he Ithaca-Tompkins County Transportation Council (hereafter “contractors”) in the course of performing work contracted for and sponsored by the New York State Energy Research and Development Authority (hereafter “NYSERDA”). 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Report Date: December 2016 Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis iii Contents Introduction .................................................................................................................................................. 1 Electric Vehicle Charging Stations ................................................................................................................. 2 EV Charging Station Protection and Signage ................................................................................................ 8 Installation Considerations ......................................................................................................................... 11 Operating Expenses .................................................................................................................................... 16 Installation Costs for Potential New Charging Stations in Tompkins County ............................................. 18 Cornell Cooperative Extension of Tompkins County .............................................................................. 18 Seneca Street Parking Garage ................................................................................................................. 22 Sciencenter ............................................................................................................................................. 26 Ithaca College .......................................................................................................................................... 30 Shops at Ithaca Mall ................................................................................................................................ 33 GreenStar Cooperative Market ............................................................................................................... 36 Taughannock Falls State Park ................................................................................................................. 39 Conclusions ................................................................................................................................................. 42 Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 1 Introduction The results of the site selection for new electric vehicle (EV) charging stations in Tompkins County were based on survey responses and answers to the Site Suitability Criteria Tool. The selection process and results are described in the previously published report titled Plug-in Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability and found on the Clean Communities of Central New York Webpage. The most highly suitable sites for new charging station installations are listed on Table 1 and geographically shown on the Figure 1 map along with the existing EV charging station in the county. Table 1. Ranking of potential sites for EV charging stations based on site suitability criteria tool Rank Possible sites Address Venue 1 Cornell Cooperative Extension 615 Willow Avenue, Ithaca Education 2 Seneca Street Parking Garage 215 N. Tioga Street, Ithaca Multi-use Parking 3 Sciencenter 601 1st Street, Ithaca Attraction 4 Ithaca College 953 Danby Road, Ithaca Education 5 Shops at Ithaca Mall 40 Catherwood Road, Lansing Retail 6 Dryden Road Parking Garage 120 Dryden Road, Ithaca Multi-use Parking 7 Green Street Parking Garage 120-126 E. Green Street, Ithaca Multi-use Parking 8 GreenStar Cooperative Market 301 W. Court Street, Ithaca Retail 9 Taughannock Falls State Park 1740 Taughannock Blvd, Trumansburg Parks/Recreation 10 All Pro Cayuga Street Garage 235 S. Cayuga Street, Ithaca Multi-use Parking Figure 1. Existing and highly suitable new sites for EV chargers in Tompkins County This report is a preliminary engineering and cost analysis for installing new EV charging stations at these sites. Specific recommendations and costs for seven different locations are included in this report (all four parking garages included in Table 1 have very similar characteristics so only Seneca Street Parking Garage was analyzed in detail). These analyses serve as case studies for which any other EV charging stations planned for Tompkins County would likely be similar to one of them. The other general installation information presented in this report is also applicable to any EV charging station project in the County. Taughannock Falls Shops at Ithaca Mall Ithaca College Sciencenter GreenStar Dryden Rd Garage Cornell Cooperative Extension Green St Garage Seneca St Garage All-Pro Cayuga St Garage Potential New AC Level 2 Charger Site Existing AC Level 2 Charging Site Existing DC Fast Charging Site Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 2 Electric Vehicle Charging Stations EV charging stations are classified by their approximate charge rates and the form of power delivered (alternating current [AC] or direct current [DC]). Charging times for each specific vehicle vary depending on power electronics, state of existing charge, battery capacity, and level of charging station used. These stations are technically referred to as electric vehicle supply equipment (EVSE). AC Level 1 EVSE (at 120 volts of alternating current [VAC] up to 2 kilowatts [kW]) and AC Level 2 EVSE (at 240 or 208 VAC up to 19.2 kW) provides power in the same capacity as it is supplied and the EV uses an onboard inverter to switch it to DC power that charges the batteries. DC EVSE uses an off-board inverter so it can supply DC power to the vehicle directly at higher amps for a faster charge. Connectors, or plugs, for Level 1 and Level 2 charging stations have been standardized to allow owners of EV models to utilize the same charging infrastructure. This standard Society of Automotive Engineers (SAE) J1772 connector provides significant safety and shock-proof design elements. There are two different connectors used for DC fast charging, CHAdeMO and SAE J1772 Combo, which is why DC fast charge stations like the one at Diane’s Downtown Automotive in Ithaca offers both. Tesla uses a different proprietary connector, but includes a SAE J1772 compliant adapter cable with each vehicle sold and offers adapters for CHAdeMO and SAE J1772 Combo connections for an additional price. Figure 2 shows the four common EV charging connectors.1 Figure 2: EV charging station connectors The most common station ownership model is for the site host to own the station. However, third-party charging station service providers offer a different business model, in which they pay for the installation, operate the station, and share some of the profits with the site host. Some charging station manufacturers, third-party charging station service providers, and charging station network providers offer a lease option as well. 1 Graphic sources: http://m.eet.com/media/1200053/sae-j1772c.jpg, http://m.eet.com/media/1200054/sae- combo.jpg, www.ryot.org/tesla-motors-releases-secrets-hopes-innovate/733589, and http://circarlife.com/sites/default/files/conector_chademo.png Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 3 The charging requirements at each location determine the type of charging station that should be installed. As illustrated by the charging pyramid in Figure 3, most EVs will charge at home (single- or multi-family) for the majority of the time. However, EV drivers also seek public charging infrastructure to use at work, around town, and on longer trips. Many of these chargers come with an option to purchase a subscription to a charging network that can collect payments from users and limits use of the station to charging network members. There is often no fee for EV drivers to become a member, and there is usually an option to activate the station using a toll-free number for anyone that does not have a network card. In addition to listing the station on its network maps for EV drivers, the network (for a subscription fee around $20 to $30 per month per charging outlet) will track station usage and enable the owner to bill for use. Level 2 charging stations are a popular choice for commercial public installations because they typically offer better durability and more features, such as a cord management system that keeps the cord off the ground when not in use (Figure 4) and network connections for tracking use, establishing payments, or making reservations. Listed on Table 2 are networked Level 2 stations that offer valuable features, but the stations are more expensive because of this capability and require a subscription fee for the owner. There are non-networked Level 2 charging station models available as shown in Table 3, but they cannot collect payments from the users or monitor station activity. Most manufacturers offer charging stations that can be wall mounted or installed as a stand-alone pedestal. They often have models with either a single or double charging port per station. Level 2 charging stations provide 10 to 20 miles of range per hour of charging, a sufficient boost for EV drivers parked for a few hours. In multifamily homes and workplaces (or longer term parking at airports and other transit hubs), EV drivers park for an extended period of time and may not require Level 2 charging. This is especially true for drivers of plug- in hybrid electric vehicles that have smaller battery packs or battery electric vehicle drivers that regularly charge at another location and don’t require a full charge each time they park at these locations. Figure 3: EV charging pyramid Figure 4: EV charging station with cord management Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 4 Table 2. Networked Level 2 EV charging stations Blink Chargepoint Delta EVBox Level II Charger CT4000 AC Charger Business Line 30 Amp 16-30 Amp 30 Amp 30 Amp 25ft. Cable 18-23ft. Cable 18ft. Cable 20-26ft. Cable 1 Port 1-2 Ports 1 Port 1-2 Ports Pedestal Mount Wall/Pedestal Mount Wall/Pedestal Mount Wall/Pedestal Mount $3,000-$4,000 $3,990 - $8,727 $9,995 GE GE Schneider Electric Tellus Power DuraStation WattStation EV230 EVSE 30 Amp 30 Amp 30 Amp 30 Amp 22ft. Cable 15.5ft. Cable 18ft. Cable 18ft. Cable 1 Port 1 Port 2 Ports 1-2 Ports Pedestal Mount Wall/Pedestal Mount Wall/Pedestal Mount Wall/Pedestal Mount $1,895-$2,095 $2,899-$5,307 $8,500 Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 5 Table 3. Non-networked Level 2 EV charging stations Aerovironment Bosch Clipper Creek JuiceBox EVSE-RS Power Xpress Chargers EVSE 30 Amp 12-32 Amp 20-48 Amp 40-75 Amp 15-25ft. Cable 18ft. Cable 25ft. Cable 24ft. Cable 1-2 Ports 1-2 Ports 1 Port 1 Port Wall/Pedestal Mount Wall/Pedestal Mount Wall/Pedestal Mount Wall Mount $599 - $3,275 $999 - $3,395 $469 - $1,750 $499 - $899 Schneider Electric Siemens Tesla WattZilla EV230 VersiCharge Charger EV Chargers 30 Amp 30 Amp 48-72 Amp 40-80 Amp 18ft. Cable 14-20ft. Cable 8.5-24ft. Cable 25ft. Cable 1-2 Ports 1 Port 1 Port 1-4 Ports Wall/Pedestal Mount Wall Mount Wall Mount Wall/Pedestal Mount $1,800-$4,600 $429-$775 $500 - $550 $699 - $7,795 Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 6 To reduce the costs for the stations and their installation, Level 1 stations, which provide 2 to 5 miles of range per hour of charging time, might be a better option. With the same electrical service and panel, two Level 1 stations (Figure 5) can be installed instead of one Level 2 station. Many EVs come with portable Level 1 cords that can be used as long as the parking lot provides a 120 volt outlet on a dedicated circuit for it to be plugged in. The power draw by Level 1 stations is much less, so there is less electrical expense to the host. However, because of their simplicity, most Level 1 stations do not have the option for a subscription on a charging network and cannot easily bill EV drivers for usage or track station activity. Examples of AC Level 1 charging products currently on the market are shown in Table 4. Table 4. Non-networked Level 1 EV charging stations and cords Aerovironment Aerovironment Clipper Creek Dostar TurboDock TurboCord Chargers Charging Cord 16 Amp 16 Amp 12-20 Amp 16 Amp 20ft. Cable 20ft. Cable 25ft. Cable 24ft. Cable 1-4 Ports 1 Port 1 Port 1 Port Wall/Pedestal Mount Cord only Wall/Pedestal Mount Cord only $1,798 - $5,695 $649 $379 - $469 $350 Figure 5: AC Level 1 charging cord (left) are typically sold with an EV or an AC Level 1 charging station (right) can be mounted where an EV parks Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 7 DC Fast Charging utilizes direct current energy transfer and a 480 volt of alternating current input to provide extremely rapid battery charging at heavily used public charging locations. DC fast charge stations can provide an 80% recharge in as little as 20 minutes if the EV comes with DC fast charge capability. With support from Nissan, Diane’s Downtown Automotive installed a DC fast charge station (Figure 6). This is a great convenience for EV drivers and a valuable asset to have in Ithaca. There is a $10 per hour fee to use this charger due to the expense incurred to install it and for covering the electricity costs to operate it. Unless this station was always being used and EV drivers were often waiting in line to use it, there is little need to install another DC fast charge station in Tompkins County. Therefore, the additional public charging sites proposed in this report are Level 2 charging stations that are typically used as secondary charging locations (with EV drivers primarily charging at home or work) that enable plug-in hybrid electric vehicles with smaller battery packs to drive more on cleaner electric power rather than needing to switch over to its gasoline engine. These Level 2 charging stations also allow battery electric vehicles (which do not have any backup gasoline option) to extend its driving range for additional errands or activities, or in the winter time when the electric components are less efficient and also needed to heat the passenger area. A more comprehensive network of charging stations throughout Tompkins County increases the comfort level of EV drivers who might unexpectedly find themselves without enough battery capacity to reach their destination and need to stop for a charge. Figure 6: DC fast charge station at Diane’s Automotive in downtown Ithaca Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 8 EV Charging Station Protection and Signage Some form of charging station protection should be used to prevent cars, snow plows, or sweepers from hitting the station or snagging the charging cords. Mounting the station above the bumper level on a wall or behind a curb is helpful, but an additional tire stop or bollard would provide additional protection (see Figure 7). A single tire stop is about $350 delivered to the installation site and a set of two bollards to protect the station can be constructed at the site for about $1,500 (or $1,000 if only one bollard is needed). Figure 7: Bollards, tire stops, and sign posts used for charging station protection It is also useful to install a post for signage while the station is being put in. If the location of the station on the property is not obvious to EV drivers, additional directional signage throughout the property can be useful, but will add additional cost. Typical signage and striping costs are around $500 per site. Regulatory Signs are required for enforcing what vehicles park in EV charging station parking spots, as well as the time duration that EVs are permitted to park and/or charge at public charging stations. Green/white regulatory parking signs are considered permissive signs and are intended to provide motorists with the allowable time and days to park. Red/black/white regulatory parking signs are prohibitive and are intended to advise motorists of an action that shall not be taken. Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 9 The Federal Highway Administration (FHWA) regulates the nation’s design and usage of traffic control devices using the Manual on Uniform Traffic Control Devices (MUTCD). The MUTCD approved signage only includes word legends, due to the lack of a symbol which can effectively convey regulations associated with EV charging stations and parking facilities. To be enforceable, Regulatory signs should be no smaller than 12” x 18” and placed immediately adjacent to the EVSE at a height of 7 feet as prescribed in Part 2, Chapter 2A.18 of the federal MUTCD. Permissive signs may be used in combination with a prohibitive sign, as long as they are installed below or to the right of the prohibitive sign. However, this can be confusing and should be avoided if possible. The example signs shown in Figure 8 are the FHWA recommended MUTCD compliant EV charging station signage. Signs in private parking facilities for public use are not required to meet MUTCD standards, but owners and operators are encouraged to do so. Signs with different shapes, colors, and messages than those listed in the MUTCD may be posted in private facilities, but cannot be legally enforceable. Parking spot stencils are not enforceable, but painting an EV charging station symbol or using a solid color on the parking surface as shown in Figure 9 can help to clearly identify EV charging station spaces more visibly. Figure 8: MUTCD recommended regulatory signage Figure 9. EV charging station space painting for easy identification Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 10 Trailblazing (Special) Signs are used at the EVSE or host facility to provide additional information for drivers and visitors (green program description, funding source, tourism or economic development info, sponsorship, etc.). These do not follow MUTCD design standards and are not intended to be enforceable. As a result, they may include other logos, shapes, and colors as part of the signage theme at the site . Special signs must not be prominent, and should be placed to the side or below the regulatory signs. Examples of Special Signs are pictured in Figure 10. Figure 10. Examples of trailblazing (special) signage Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 11 Installation Considerations A number of factors influence charging station installation costs, which can often exceed the cost o f the hardware itself. These factors should be considered when determining site viability and the ideal location to install the charging station on the property. The largest factor is usually the currently available electrical service. All new charging station installations should have a load analysis performed on the facility’s electrical demand to determine if there is capacity to add EV charging stations. Each Level 2 charging port will need a dedicated 240-volt (40 amp) circuit. If a site has to upgrade electrical service, this adds significant cost to the installation. The condition of the electrical panel can be observed; older, outdated panels (see Figure 11) may need to be replaced and updated before a charger can be safely added to the system. Figure 11: Older electrical panels may require upgrades to bring up to modern codes It is also good to note whether the electrical panel has available breaker slots (see Figure 12) or some marked as spares that could be used for the charging stations. A single port Level 2 charging station will require two breaker slots for its 240V circuit and a dual port charging station will need four (see Figure 12). Each Level 1 charging station will only require a single breaker slot for a 120V circuit. Figure 12: Level 2 charging station 240V-40A circuits breakers and examples of empty breaker slots Empty Slots Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 12 Available space in the electrical panel can indicate, but does not necessarily guarantee, whether there is sufficient capacity with the current electrical service to add the charging station(s) without requiring an upgrade from the utility. The electrical contractor will determine the available electrical capacity with a load calculation or reviewing the as-built electrical drawings and schedules and could simply add a small subpanel (see Figure 13) for the charging station circuit(s) if there is sufficient capacity with the existing service but no space in the main panel. In general, expect more complications and higher costs (ranging from $500 to $2,500, or possibly even higher) when installing charging stations at a facility that has an older and/or fully packed electrical panel, and if there is the option to select between two different locations or facilities, the one with a newer electrical panel is likely a better option. Identifying all electrical panels at the facility will help with planning the installation. These panels come in many shapes and sizes and can be tied directly to the grid or used as sub-panels to further distribute power from larger panels. The electrician may determine that one panel is better to work with than another, or one may offer a shorter electrical run to a good charging station location, reducing costs. A longer distance between the electrical panel and the EV charging station means increased installation costs because it increases the amount of necessary trenching (and repair), conduit, and wire. Example installations are shown in Figure 14 and Figure 15. Figure 14: Charging station installations sited in convenient, but not prime parking spaces that minimize conduit runs to reduce costs Figure 13: Added subpanel for charging station circuits Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 13 Figure 15: Charging stations at parking spaces away from a building require longer trenching trough pavement and could disrupt traffic flow during construction Although it is desirable to minimize the distance between the electrical panel and EV charging station as much as possible, where a charging station is located on a property can impact how it is used. For example, placing charging station parking spaces in the back of a building might discourage their use, but other customers may be upset if a charging station is installed in prime parking spaces that often remain vacant because there are few EV drivers. Charging stations in prime parking spaces are also more likely to be occupied by non-EVs, as shown in Figure 16. Figure 16: Charging stations installed in prime parking spaces may be used by non-EV Drivers who have traditionally used these spaces All externally run and most internally run electrical wire will have conduit for protection. It will be routed along ceilings and walls inside, pass through the building foundation or walls, and buried underground until it reaches the station. Inside the facility, the length of the run, obstacles (e.g., concrete walls, meta l I-beams, lights, or fire suppression systems), and accessibility should be noted. For outdoor routing, the length of the run, immovable objects (e.g., landscaping, tree roots, ponds, or buildings), manmade surfaces (e.g., concrete or pavement), utility lines (e.g., electrical, water, or gas), and any other obstacles that may complicate trenching should also be noted as best as possible. Trenching through grass, dirt, or gravel is easy to dig and repair. Most contractors will tunnel under a short concrete sidewalk, but some will cut into and repair it. Wire runs across parking lot pavement are typically longer and could be accomplished by tunneling under or cutting and repairing. Samples of trenching work are shown in Figure 17 for dirt, Figure 18 for concrete walkways, and Figure 19 for pavement. Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 14 Figure 17: Examples of trenching through dirt (easiest outdoor installations) Figure 18: Concrete walkway examples of cut/repair (left and center) and tunneling under (right) Figure 19: Parking lot pavement examples of cut/repair (left) and tunneling under (right) Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 15 Cellular signal strength is an important factor for networked EV charging station installations. Key features on a networked station (e.g., fault notifications, in-use status, user authentication, payments, or reservations) will not be available if the station cannot communicate with the central network via cellular signals. When considering where to place the station on the property, use a cell phone to test the available strength and determine if an alternative location might have a better signal. Charging station installations in remote locations or in underground garages may have more difficulty acquiring a good cellular connection. If the charging station cannot be moved into a place with a better cellular signal, some charging manufacturers offer equipment with alternative cellular providers that may have better strength at that location. Extended antennae or cell signal boosters can also be used, but these will add to the cost of the station installation. Other considerations have less impact on installation costs, but are important to ensure that the charging station is well integrated into the parking lot. Be sure to think about the path of the charging cord when in use so it is not a tripping hazard and consider your parking lot management practices (will the charging station get in the way of pavement cleaning or snow plowing, such as in Figure 20, or is it a space where snow is piled in the winter or where equipment might be stored) when selecting a site. Figure 20: Snow management practices may impede EV charging Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 16 Operating Expenses The higher end (more expensive) commercial Level 2 charging stations have shown to be very durable in various environments and have very few manufacturer issues. The most common issue with these is wear on the pins in the connector due to frequent use which may eventually not make a good connection and need to be replaced. Some less expensive Level 2 charging stations have occasionally failed because most are not designed to be directly impacted by weather (they are better suited for installation in a garage or covered parking location). Most manufacturers have a 1-3 year warrantee on their product and several offer extended warrantees for additional cost as well. Most charging station repairs are due to damage from vehicles that hit them, which is why some level of protection is highly recommended. Another issue is the charging cords being caught by a plow in winter because it was not coiled up after use and ended up getting buried by snow (Figure 21). Charging stations with cord retraction systems help alleviate this issue. All charging stations require occasional cleaning and should have the cords inspected once a month and everything wiped down quarterly or monthly depending on use. Snow should be cleared from around the charging station so it can vent properly and be easily accessed. Figure 21. Charging cords not coiled up in the winter can be covered with snow and caught by a plow Public access Level 2 charging stations rarely serve as an EV driver’s primary source of electricity as this is done at home or work. Thus, while electric vehicle battery capacities can be as high as 20 kWh or even 60 kWh or higher for the newest 200-mile range EVs, the average energy dispensed per charge event for public stations in New York is only 6.6 kWh. At $0.13 per kWh which is a typical electrical energy rate in Tompkins County, this is a cost of only $0.86 per charge event. On average across New York State, public charging ports experience 2.5 charge events per week, so the average monthly electricity cost to operate a charging port is less than $10. The average use for charging ports at the three Level 2 public charging stations in Ithaca (Cayuga Medical Center, Taitem Engineering, and Ithaca Yards/Enterprise) in 2015 was Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 17 11 kWh per charge event for 1.9 charge events per week. These charging ports each dispensed about $10.50 per month in electricity which is similar to the state average. Charging stations at a popular and convenient location may see higher usage, while others might be used very infrequently as shown with the distribution of costs per month in Figure 22 for stations in NYSERDA’s EVSE deployment program. Figure 22. Electricity costs per charging port in 2015 for the stations in the NYSERDA Deployment Program While minimal, a site owner may want to recoup the costs to supply electricity and maintain the station. Establishing a fee for the use of the charging station may depend in part on the venue where it is operating. Site owners should weigh whether their clientele would be willing to pay extra for EV charging and whether they need to generate revenue from use or if the charging station creates value in other ways. Most stations must be networked and have an active subscription, at an additional operating cost, for a site owner to impose a fee for use. If the site owner intends to share the networking costs with the EV drivers, the cost per charge event to recover all of the site owner’s expenses might be higher than many EV drivers would pay for unless it was an emergency. Since network subscriptions costs would be challenging to get back through station use fees, networked stations should not be used solely to generate revenue. The primary purpose of maintaining an active network subscription should be for tracking usage, real-time notification of issues, listing its current status on charging maps, and other available benefits. Charging station fees can be per hour, per session, or per unit of electricity. If charging per hour, the cost of energy may vary widely by charging session because different EVs receive electricity at different rates. Charging per session is usually more appropriate for workplace charging or charging stations that have very short, regular sessions. Charging by unit of energy (usually kilowatt-hour [kWh]) accurately accounts for the true cost of electricity for the charging station owner, but does not give an incentive for a car that is fully charged to leave the space. Some site owners have tried combinations of these approaches, such as charging a flat rate for the first two hours, then an increasing rate for longer sessions. Some locations might prefer to offer free charging, either as an additional draw or to lower operating expenses by not needing to join a charging station network. Charging stations offer a number of ways to generate value beyond just charging for use. Installing charging stations can attract EV drivers who then patronize your business, retain valuable employees, and provide a sense of your environmental stewardship. 0 50 100 150 200 250 Number of EV Charging PortsAverge Energy Dispensed per Month (kWh) Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 18 Installation Costs for Potential New Charging Stations in Tompkins County Cornell Cooperative Extension of Tompkins County Cornell Cooperative Extension of Tompkins County has an Education Center at 615 Willow Avenue in Ithaca which is just north of downtown off Route 13. This is the base location for extension staff where they provide educational activities and workshops while hosting various meetings throughout the week. Community members regularly visit this facility to gather information about commercial and consumer agriculture; nutrition and health; youth and families; finances; energy efficiency; economic and community development; and sustainable natural resources. Providing a charging opportunity for staff or community members that visit this facility would likely be beneficial to EV drivers and it would also serve as a good demonstration to promote this technology as it aligns with the mission of Cornell Cooperat ive Extension to share information about for sustainable technologies. Cornell Cooperative Extension of Tompkins County is planning to construct an expansion of this facility that would include the addition of office space above the existing parking lot. The plan is to build with shipping containers that are supported by several concrete columns. The proposed location for the charging station, shown in Figure 23, is on one of these columns between parking spaces with electric power run down from the mechanical room in this newly constructed expansion. Figure 24 and Figure 25 show the placement of the charging station on the property and the routing of electrical power. Figure 23. Proposed location for a charging station at Cornell Cooperative Extension's planned expansion Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 19 Figure 24. Schematic of proposed location for a new charging station at Cornell Cooperative Extension's planned expansion EV Charging Station mounted to concrete supporting column in center of parking lot Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 20 Figure 25. Electrical wiring run for the proposed location for a new charging station at Cornell Cooperative Extension's planned expansion Conduit and Wire run approximately 30 ft. One penetration through floor of shipping container 16’-24’ 16’-24’ 4’ 6’ Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 21 Several charging stations in New York City garages have been mounted to a parking facility column as proposed for the Cornell Cooperative Extension. Figure 26 shows one such installation at a large apartment rental property in downtown Manhattan. This is an older ChargePoint model station that does not include a retraction system which would extend above the unit in this picture. Also, the column in this picture is in between car parking spaces and has a curb preventing cars from driving towards it. At the Cornell Cooperative Extension location, either a tire stop or other form of protection is recommended to prevent vehicles from damaging it. These charging station installations in New York City garages are similarly mounted as is being proposed for the Cornell Cooperative Extension, but those installations were not done during the construction of those facilities. With an installation being done during new construction as is proposed at Cornell Cooperative Extension, the costs are significantly lower because the work can be done at the same time and practically eliminate any excavation work or challenging conduit routing that can occur when working on existing facilities. The new electrical panel can be designed to include capacity for these charging station breakers which should be minimal, if any, additional cost to what is already being planned. Installing the required conduit during building construction should be very simple with the personnel and tools already onsite for other projects. Thus, the majority of the cost for an installation of a charging station at a new facility would be materials (e.g., conduit, wiring, and breakers) and a few hours of labor to mount and connect up the charging station. For this location, a wall mounted unit does not require an additional foundation and a low-cost tire stop could be used because it is a covered parking lot that should not have significant plowing requirements. If this installation was performed for an existing structure with the same factors, the installation cost would be about $4,500. When incorporated into new construction, the general contractor can run two 240 lines for the charging station during other electrical work and install the mounting bracket in the column while it is being poured at minimal additional costs to the project. Then the effort to install the charging station is significantly easier and would be able to be installed for around $2,000. If the Cornell Cooperative Extension was considering charging stations for staff that park here most of the day, this would be a good place to install non-networked Level 1 stations. The protection provided by the new addition permits the use of Level 1 stations that are not recommended for open lot locations. The power draw from Level 1 stations is half that of Level 2 stations which saves on electrical wiring and electrical operating costs. Since Level 1 stations provide lower charging power, these would not be practical for EV drivers that needed a significant charge and would only be used by staff or visitors parking here all day long. Therefore, it might be reasonable to not have networking capability on these for a very low overall cost to install the charging stations. Figure 26. Charging station mounted on a structural column at a rental property in New York City Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 22 Seneca Street Parking Garage The City of Ithaca’s Seneca Street Parking Garage located at 215 North Tioga Street is open 24 hours daily and is a short walk from the Ithaca Commons with its many shops and restaurants. Other destinations near this garage include: Town Hall, Hilton Garden Inn (25% of this garage is reserved for the Hotel), and TC3 Ithaca Extension Center. Several other parking garages in the City of Ithaca would have similar EV charging station installation configurations and expenses because they share similar characteristics as the Seneca Street Parking Garage. The Green Street Parking Garage and the All-Pro managed Cayuga Street Garage are near Ithaca Commons with its many shops and restaurants. The recently opened Marriot Hotel utilizes a quarter of the Green Street Parking Garage. The Dryden Street Parking Garage in Collegetown is predominantly used by Cornell students and staff, but there are also several restaurants in the area along with Cornell’s Schwartz Center for the Performing Arts. The proposed charging station placement in the garage would be along the center column of the garage directly above the electrical room to minimize the distance of the wires. The second level of parking is reserved for hotel guests, so the charging station would be placed on the 3rd floor where parking by the general public is available. It would be mounted on a column that is directly between two parking spaces so it can be easily accessed by both (Figure 27). The elevated placement of the charging station with the wall mounted option and the curb would protect the station from accidental damage by vehicles. Figure 28 and Figure 29 show the electrical panel from where power would be drawn and the routing of electrical conduit. Figure 27. Proposed 3rd floor location for a charging station at the Seneca Street Parking Garage 20’ vertical run from ground floor to 3rd Floor Center garage column already supports most electrical runs so routing a new one should be easy 2nd Floor Underneath of 3rd Floor Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 23 Figure 28. Electrical room and panel for the proposed location for a new charging station at Seneca Street Garage Electrical Room, existing panel has spare breakers and sufficient capacity. May be able to use existing penetrations through the concrete wall to reduce installation costs Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 24 Figure 29. Electrical wiring run for the proposed location for a new charging station at Seneca Street Garage 15’ Conduit comes into these boxes and then is distributed from there To boxes in the garage From electrical room 5’ Total run from Electrical room to 3rd Floor EVSE location is about 50 ft. Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 25 The City of Rochester installed several charging stations in their City garages similarly as proposed for the Seneca Street Garage. Figure 30 shows one of these charging stations at the Sister Cities Garage that was mounted right next to a structural column in the garage. This ChargePoint station came with a light that is really not necessary in a lit garage which made it difficult to mount directly on the column. The proposed station for the Seneca Street Garage would not have a light so it could be a wall mounted directly to the column. This would elevate it slightly and keep it back from the curb which should provide sufficient protection from vehicles and not require the bollards shown in this example. The electrical run in the Seneca Street Garage is slightly longer than for the Cornell Cooperative Extension and there may be more wall penetrations if existing holes cannot be used. Therefore the installation cost is slightly higher at around $5,000. Figure 30. Charging station installed in a City of Rochester Garage Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 26 Sciencenter The Sciencenter is a hands-on, children’s science museum located in downtown Ithaca that has a number of educational programs with over 250 exhibits. The museum is open daily except for Mondays and regularly hosts groups of students from local schools. The proposed placement for the charging station is along the row of parking that all visitors pass when entering the property (Figure 31). There is a brick handicap ramp that was previously used when the entrance was along this side of the building, but a recent renovation has moved the entrance around the side of the building and this is no longer used. Placing the charging station within the brick ramp would make excavation much easier, but to properly replace the brick afterwards could be challenging and there is no curb to help protect the station. It is easier and less costly for the installer to tear up and re-pour a concrete sidewalk square (Figure 32). Figure 33 and Figure 34 show the location of the electrical panel from where power would be drawn and the routing of electrical conduit. Figure 32. Proposed placement for a charging station at the Sciencenter Figure 31. Proposed EV charging station Location as you enter the Sciencenter parking lot Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 27 Figure 33. Electrical room location and indoor conduit routing options for a new charging station at the Sciencenter The electrical room is near the outdoor location of the charging station and the existing panel has available slots and sufficient capacity. Indoor electrical run could either be above the offices where the electrical room is located or in the 18” floor cavity on top of the original concrete floor Electrical Room on the back side of the bathroom Out towards exterior wall near charging station location 15’ 10’ 20’ Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 28 Figure 34. Electrical wiring run for the proposed placement of a new charging station at the Sciencenter The electrical conduit could exit the building at this panel where power for exterior lighting comes out and then trenched directly out towards the parking spaces. Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 29 The Empire State College for Distance Learning in Saratoga Springs installed a charging station in a similar manner as planned for the Sciencenter as shown in Figure 35. This installation had a short outside electrical run because of the parking space’s proximity to the building and it was mounted into the sidewalk. Along with the curb, a small bollard was used to protect the station from being hit by a vehicle. The estimated cost to install a charging station at the Sciencenter is $8,000 because of the additional excavation and concrete repair work that is necessary to place it in one of the sidewalk squares. Figure 35. Charging station installed at the Empire State College for Distance Learning Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 30 Ithaca College Ithaca College installed a charging station by some residential units several years ago, but due to complications with the equipment this station is no longer activated. The selected campus location proposed for a new charging station is the current lot “U” near the “Campus Center” which is scheduled to be reconfigured in May 2017. This reconfiguration might be able to incorporate the excavation and repair work for this charging station installation, but it was analyzed for this case study as being incorporated into the existing infrastructure. The proposed placement of this charging station would be by the Hammond Health Center building where there is parking spaces adjacent to the paved sidewalk. Access to electrical power would come from an old light pole that is no longer being used. It might be possible to use the existing wires, but more likely that new wires would be pulled from the indoor panel using the existing conduit. A short run of 15 feet is all the additional conduit that would be needed. The installation would cut through and then repair the paved sidewalk. This location should have plenty of sufficient power for the new charging station. Figure 37 shows how power would be routed to the proposed station location using existing and new electrical conduit. Figure 36. Proposed placement for a charging station in Ithaca College’s U-Lot Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 31 Figure 37. Electrical wiring run for the proposed placement of a new charging station at Ithaca College U-Lot Pedestal mount EV Charging Station in walkway. Light pole is no longer active and will likely be removed, but there is existing conduit to it from the nearby building that can be utilized for the charging station power. New conduit is only 15’, but will need to run under the existing walkway. Add a junction box just prior to the old conduit entering the light pole so the light can be removed without impacting the power to the charging station. Total wire run from electrical panel to station is about 100’ Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 32 The charging station installation at Ithaca College U-Lot will be similar to the one at the Sciencenter that is a pedestal mounted station in a sidewalk. Another example of one of these is shown in Figure 38 at the University of Buffalo. Installation costs will be reduced by utilizing the existing conduit to the old light pole. The costs could be reduced further if the parking lot re-configurations will involve new sidewalks and this installation can be properly coordinated with that work. The estimated cost to install a charging station at the Ithaca College U-Lot is $7,000. This still involves some sidewalk cutting and repair work, but it is lower than the Sciencenter because there is existing conduit most of the way to the charging station location. This cost could be significantly reduced if the construction work could coincide with the reconfiguration of the parking lot if that does involve sidewalk work. Figure 38. Charging station installation at the University of Buffalo Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 33 Shops at Ithaca Mall The Shops at Ithaca Mall, previously known as Pyramid Mall Ithaca, is located north of Ithaca at the intersection of NY Route 13 and N Triphammer Road. The mall’s largest tenants currently include Target, Bon Ton, Best Buy, Dick's Sporting Goods, Regal Theater, and a couple of fitness centers. The nearby BJ’s Wholesale Club has a charging station, but the high number of visitors to the mall easily justify another one. There are two proposed placements for the charging station at this location. The first option is at a small group of parking spaces that are adjacent to the building shown in Figure 39 by the entrance near Dick’s Sporting Goods. The lowest installation cost here would be a wall mounted unit, but that would create a pedestrian tripping hazard when EVs are charging. Alternatively, similar to the proposed installations at the Sciencenter and Ithaca College, one of the concrete sidewalk squares could be torn up and re-poured for a pedestal mounted charging station out towards the parking spaces so that pedestrians can walk behind it. The second option to place this station is on a parking lot island shown in Figure 40 which would require either directional boring under the roadway or cutting through the pavement then patching for the electrical conduit run. The routing of electrical power to each of these locations is shown in Figure 41. Figure 40. Charging station placement option #2 at Ithaca Mall Figure 39. Charging station placement option #1 at Ithaca Mall Dick’s Sporting Goods Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 34 Figure 41. Electrical wiring run for the proposed placement options for a new charging station at Ithaca Mall Electrical room powers all lights in the parking lot and should have sufficient capacity to easily add breakers for the EV charging stations. 10’ 20’ 40’ 70’ 70’ 40’ 20’ 20’ 10’ 10’ Option 1: Conduit and Wire run approximately 120 feet One penetration through 24” Concrete wall either near the Mall entrance or at the station location 10’ Option 2: Conduit and Wire run approximately 50 feet One penetration through 24” Concrete wall, plus directional bore from building to island Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 35 The first optional placement for the charging station at Ithaca Mall would be similar to the one at the Sciencenter and Ithaca College. Cayuga Medical Campus placed a charging station out on an island in a parking lot as well as several Kohl’s locations around the state as shown in Figure 42. In addition to the expense of running conduit under a roadway to get the power to a parking lot island, a footing for the charging station is needed which also adds to the expense of this installation option. Note that the sign in Figure 42 helps to identify these spaces for EV charging, but it creates an obstacle in winter for plowing that prevents proper clearing of this space when it snows. The cost to install the charging station for the parking spaces adjacent to the Mall building (Option #1) would cost an estimated $8,500 if planning on a pedestal mount that requires tearing up and replacing a sidewalk square. While similar to the installation at the Sciencenter and Ithaca College, this installation has a slightly longer run than either of those sites and would require a lift to install the conduit inside the building because the Mall has high ceilings. If the Mall has a way to deter people from using this sidewalk when EVs are charging and therefore can have the charging station mounted on the side of the building, the installation cost would be about $5,500. The second optional placement for the charging station in the parking lot island would cost around $12,500 because of the directional boring that is required. This also requires a lot more preparation to ensure that nothing would obstruct or be damaged by the boring. If properly done, cutting through the pavement and repairing it after the conduit was laid in would be a similar price. It is probably possible to find a contractor to do this pavement repair work at a lower cost, but over time the patch might become less even with the existing pavement and cause issues. Unless there are plans to resurface the parking lot in the near future, directional boring is often a better option. Figure 42. Charging station installation a Kohl's in Amherst Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 36 GreenStar Cooperative Market The GreenStar Cooperative Market is located near downtown Ithaca where NY Routes 13 and 79 intersect. GreenStar is a natural foods and fair trade market that prioritizes the purchase of local and organic goods. They cater to environmentally conscious people that are also more likely to drive EVs. This site is one of three GreenStar locations throughout Ithaca. The retail market building off Route 13 was not a good candidate for installing a charging station because there was no parking by the building (so it would have to be run out to a parking space) and the typical length of stay for visitors was an hour or less. GreenStar also leases this property. The proposed placement of the charging station was at the GreenStar Class room across the street from the GreenStar market. GreenStar owns this building and it is also next to their distribution warehouse so many employees use parking spaces in this lot. The electrical room is in the middle of the building, but directly out from that is the air-conditioning unit which would prevent the charging station from being placed there. Thus, conduit would need to be run toward the corner of the building and wall mounted between two parking spaces. The most visible placement for the charging station is on the outside corner (Figure 43). Figure 44 shows the electrical panel from where power would be drawn and the routing of electrical conduit. Figure 43. Proposed placement for a charging station at GreenStar’s Classroom Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 37 Figure 44. Electrical room and wiring run for the proposed placement of a new charging station at GreenStar The building has a 200A electrical service and no significant loads other than A/C (otherwise mostly lights). There are a lot of double breakers in the box, but available slots to insert new breakers for the EVSE. Conduit and Wire run approximately 60 ft. with 15 ft. indoors One penetration through 18” Concrete wall Exterior conduit run along building 10’ 30’ Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 38 There were not any wall mounted ChargePoint charging stations to the exterior of buildings under NYSERDA’s EVSE Deployment Program because the design of their stations at that time did not easily accommodate wall-mounting. However, the configuration would be very similar to pedestal mounted stations that were installed right next to a building as shown by the example in at Nichols Market in Liverpool (Figure 45). This installation example has a guard rail to protect the station and it is highly recommended that some form of protection is used at GreenStar since it would be vulnerable to vehicle impacts. The installation of the charging station at GreenStar Classroom is fairly simple and relat ively low cost at $4,500. However, this site would likely require two bollards to protect the station because there is no curb and it is on the corner of the building where it could be struck from multiple directions. Figure 45. Charging station installation at Nichols Supermarket Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 39 Taughannock Falls State Park Taughannock Falls State Park's namesake waterfall is one of the outstanding natural attractions of the Northeast. Gorge and rim trails offer spectacular views from above the falls and from below at the end of the gorge trail. Campsites and cabins overlook Cayuga Lake, with marina, boat launch and beach nearby. A multi-use trail--hiking, cross-country skiing--winds past sledding slopes and natural skating ponds. The proposed placement of the charging station is in the parking lot by the beach access. There is a building near this parking lot with bathrooms, but it has a very small electrical service (125A) and is a relatively long distance from the parking lot (150 feet). A better option was to place the charging station at the other end of the parking lot where the utility power comes into a transformer (Figure 46). Through discussions with the Park electrician, it was determined that adequate power could be brought out from this electrical equipment. However, a new outdoor panel for the charging station breakers would be needed, along with a structure to mount it on. The station itself would also require a foundation for mounting upon. Otherwise, the electrical runs should be relatively short as shown in Figure 47. Figure 46. Proposed placement for a charging station at Taughannock Falls State Park Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 40 Figure 47. Electrical equipment and conduit run for the proposed placement of a new charging station at Taughannock Falls State Park 10’ 30’ A pedestal charging station would be installed on the back end of this parking lot because the building does not have sufficient power to support it (only 125A service). A new service panel would be installed next to the transformer or on its own structure. Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 41 A charging station at Bronx Zoo (Figure 48) was installed from a transformer and outdoor panel similarly as proposed for Taughannock Falls State Park. The outdoor panel already existed at the Bronx Zoo, so the installation was fairly easy. This is not the case at Taughannock Falls State Park and the electrical upgrades for this installation might be quite extensive. This is still feasible because the State has their own electricians that can do this work. The installation costs for this situation that requires more extensive electrical work will be significantly higher than many other sites at around $11,000. Drawing power from an existing panel with sufficient power will almost always be less expensive than putting in a new panel, even if the distance to get that power to the station is significantly longer. In this case, there was concern over drawing a potential 80A for the dual -port station from the 125A panel in the building. Some companies offer lower power drawing stations or even a power management system that might be a lower cost option than putting in a new outdoor panel. Figure 48. Charging station installation at Bronx Zoo Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 42 Conclusions The highest two cost components of a charging station installation are the station hard ware and the installation work (which is largely influenced by labor hours for the construction aspects and not the electrical work or supplies). The average and range of charging station equipment described in an earlier section of this report are summarized in Figure 49. The cost difference between a wall mounted unit and a pedestal mounted unit is about $500. Prices from individual charging station manufacturers indicate a slight savings in a double port unit (a dual-port wall mounted unit is about 10% less than purchasing two single-port wall mounted units and a dual-port pedestal mounted unit is about 20% less than purchasing two single-port pedestal mounted units). However, when averaging across all manufacturer prices as shown in Figure 49 the dual port unit averages are more than twice the cost for single port units because several more expensive product manufacturers only offer dual port units. A network capable charging station is about 60% more than a non-networked station in each configuration. Figure 49. Average cost and range of costs for various charging station types The total installation costs for a dual port station at the seven selected sites in Tompkins County are shown on Table 5 (next page) and summarized in Figure 50 below. The only additional cost a site host might consider is an extended manufacturer warrantee. Some selected sites have multiple total installation costs based on installation variables noted in parenthesis that correspond to highlighted characteristics on Table 5 found on the next page. Networking costs are for the first year after installation and would be an ongoing expense if the site host chooses this service. Electrical costs and maintenance is also not included as this will vary with use. The charging stations for staff use at Cornell Cooperative Extension are by far the lowest cost because they are Level 1 non-networked stations installed during the construction of a new building. For all the other dual port Level 2 networked stations, the total costs range from $11,000 to $23,000 and cover a wide range of site characteristics found throughout Tompkins County. Charging station installations during new construction projects save on costs. Wall mounted configurations that don’t require excavation and concrete repair are about $5,000 less than pedestal configurations. Any major electrical upgrades or the use of directional boring also increases installation costs significantly. Figure 50. Comparison of total installed charging station costs for sites in Tompkins County $0 $2,000 $4,000 $6,000 $8,000 $10,000 Wall Mount, Single Port Pedestal, Single Port Wall Mount, Dual Port Pedestal, Dual Port Networked Non-Networked Electric Vehicle Infrastructure Plan in Tompkins County: Charging Station Installation Analysis 43 Table 5. Total installation costs for selected sites in Tompkins County Site Host Pedestal (P) or Wall (W) Mount Level 1 (120V) or Level 2 (240V) Net- worked (Yes/No) Installation Description Dual Port Station Cost Install- ation Cost Tire stop or bollard Cost Signage Cost Activa- tion Cost Network Cost (1 year) Total Cost Cornell CE W 2 Yes Installed with new building, 30' wire run, 1 tire stop $6,500 $2,000 $350 $500 $1,000 $600 $10,950 Cornell CE W 2 Yes Installed on an old building, 30' wire run, 1 tire stop $6,500 $4,500 $350 $500 $1,000 $600 $13,450 Cornell CE W 1 No Installed with new building, 30' wire run, 1 tire stop $2,500 $2,000 $350 $4,850 Seneca PG W 2 Yes 50' wire run 1 tire stop $7,500 $5,000 $350 $500 $1,000 $600 $14,950 Sciencenter P 2 Yes New sidewalk square, 50' wire run, 1 bollard $7,500 $8,000 $1,000 $500 $1,000 $600 $18,600 Ithaca College P 2 Yes Installed with new parking lot, 1 bollard, 100' wire run (15' of conduit) $7,500 $3,000 $1,000 $500 $1,000 $600 $13,600 Ithaca College P 2 Yes Sidewalk cut and repair in old lot, 1 bollard, 100' wire run (15' of conduit) $7,500 $7,000 $1,000 $500 $1,000 $600 $17,600 Ithaca Mall W 2 Yes 120' wire run with high ceiling work, mounted on the building wall $6,500 $5,500 $500 $1,000 $600 $14,100 Ithaca Mall P 2 Yes New sidewalk square, 1 bollard, 120' wire run (along high ceilings) $7,500 $8,500 $1,000 $500 $1,000 $600 $19,100 Ithaca Mall P 2 Yes Underground boring to island, 1 bollard, 50' wire run, mounting pier $7,500 $12,500 $1,000 $500 $1,000 $600 $23,100 GreenStar W 2 Yes 60' electrical run 2 bollards $6,500 $4,500 $1,500 $500 $1,000 $600 $14,600 Taughannock P 2 Yes New panel from transformer, Mounting pier, 1 bollard $7,500 $11,000 $1,000 $500 $1,000 $600 $21,600 Plug-in Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability Contract No. 57495 Prepared by: Energetics Incorporated Clean Communities of Central New York The Ithaca‐Tompkins County Transportation Council Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability ii NOTICE This report was prepared by Energetics Incorporated, Clean Communities of Central New York, and the Ithaca‐Tompkins County Transportation Council (hereafter “contractors”) in the course of performing work contracted for and sponsored by the New York State Energy Research and Development Authority (hereafter “NYSERDA”). 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Report Date: November 2016 Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability iii Contents Introduction .................................................................................................................................................. 1 Highly Suitable Sites for New Charging Stations in Tompkins County .......................................................... 4 Cornell Cooperative Extension Association of Tompkins County ............................................................. 5 Seneca Street Parking Garage ................................................................................................................... 6 Other Parking Garages in the City of Ithaca .............................................................................................. 7 Sciencenter ............................................................................................................................................... 8 Ithaca College ............................................................................................................................................ 9 Shops at Ithaca Mall ................................................................................................................................ 10 GreenStar Cooperative Market ............................................................................................................... 11 Taughannock Falls State Park ................................................................................................................. 12 Other Sites Investigated for New Charging Stations in Tompkins County .................................................. 13 Appendix A: Sample Site Suitability Criteria Tool ..................................................................................... A‐1 Appendix B: Area Maps of Locations Considered for a New Charging Station in Tompkins County ......... B‐1 Appendix B: Site Suitability Criteria Tool Responses from Site Owners .................................................... C‐1 Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability 1 Introduction An electric vehicle (EV) charging station Site Suitability Criteria Tool (“Tool”) was developed to help compare the viability for installing alternating current (AC) Level 1 or 2 EV charging stations (used by plug‐ in hybrid electric vehicles [PHEV] and all‐electric battery electric vehicles [BEV]) in various locations, but primarily for sites with public access. Direct current (DC) fast charging can quickly replenish an EV's battery (~80% charge in 20 minutes), but were not accounted for by this Tool because they are very costly which would limit their installations to sites with convenient EV access for short charge durations and sufficient electrical power capacity. Every location is unique and it is not possible to accurately account for all circumstances. The ratings are based on best practices and analysis of prior EV charging station installations. Each answer has a comment to explain the impact of each selection. This provides added insight to the user and educates potential site owners while scoring site suitability. The Tool is best used to compare relatively similar sites (e.g., public access locations in the same county), the same installation approach (e.g., just commercial AC level 2 stations rather than a mix of Level 1 and Level 2 stations), and identical criteria importance factors (i.e., value to EV drivers, cost, exposure). The Tool’s questions are grouped by topic area: Site Ownership and Zoning; Site Location and Surrounding Environment; Expected EV Charging Station Users and Accessibility; Parking Lot or Garage Characteristics; Existing Electrical Infrastructure; and EV Charging Station Selection. The first question asks for input on site suitability factor importance to determine which are most critical for the site host or station sponsor, depending on who is using this Tool. The results impact the weighting of factors that influence the overall site suitability score. Shown in Figure 1, the various components of the suitability score (smaller green gauges to the right) contribute to the overall site suitability score (larger blue gauge on the left). Figure 1. Site Suitability Criteria Tool Score Gauges For the EV Infrastructure Plan in Tompkins County, the Tool was used to compare and rank potential sites for new charging infrastructure. Since the focus of this effort is primarily public accessible stations, an AC Level 2 networked station was selected for every site to conduct this comparison based on site characteristics and not station selection (therefore, the equipment cost score is not shown for the top sites profiled in this report). The project’s steering committee also set the site suitability factor importance for all sites to maintain a level comparison, as follows: Likelihood of a newly installed charging station to be used by current EV drivers is Very Important, The purchase and installation cost of the charging station is also Very Important (and is influenced by site characteristics, not just the station selection which was set), The charging station providing a positive image for the organization is Important, and The use of the charging station to serve as marketing for potential EV buyers is Slightly Important. Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability 2 The questions and answers impacting the component scores are listed in Table 1, which do not necessarily align with the topic areas (for which the questions are numerically ordered). Also shown on this table is the weight or influence of that individual question to that component score, with a greater weight indicating a more critical element of the installation. Table 1. EV Charging Station Site Suitability Criteria Tool Questions Questions Pertaining to General Site Suitability Weight 2. Do you own or lease the parking lot where the EV charging station will be installed? 25% 3. Do you own or lease the building where electricity will be drawn for the EV charging station? 20% 4. What is the Zoning classification for the EV charging station site? 20% 13. How many parking spaces are in the lot or garage? 15% 19. Is the parking lot prone to flooding or other events that might damage a charging station or plugged‐in EV? 5% 20. Would the EV charging station be located in a covered parking space? 5% 21. Would the EV charging station need to be placed where it would obstruct plowing? 10% Questions Pertaining to the Value for EV Drivers Weight 5. Which venue best describes the proposed EV charging station location? 30% 6. How long do drivers typically park their vehicles at this location? 20% 9. Which potential EV drivers are expected to use the charging station? 10% 10. Would an EV driver require a permit, sticker, or card to access the parking lot where the charging station is located? 5% 11. Is there a fee to access the parking lot where the charging station would be located? 10% 12. Would the charging station be located in a parking lot or garage with limited hours of operation? 10% 14. Typically, how full is the parking lot or garage? 5% 22. Would the EV charging station be in a preferred parking space? 5% 23. Are there lights illuminating the parking lot at night? 5% Questions Pertaining to the Exposure and Image Benefit for the Site Owner Weight 7. Is this location used for any special event parking? 20% 8. How far is this location from the nearest US or State road (NY Route X)? 20% 15. Is there fluctuation in parking lot use by season? 20% 16. Is there fluctuation in parking lot use by day of the week? 10% 24. Would the EV charging station and parking space be visible from the road or entrance to the parking lot or garage? 30% Questions Pertaining to the Installation Costs Weight 17. Are there parking spaces next to the building that would be used for EVs to charge? 40% 25. Does the existing electrical panel have 4 extra slots and 80 amps of available capacity for a dual port Level 2 charging station? 30% 26. How recently has electrical work been performed at this location? 10% 27. How far is the electrical panel from the point of the building closest to where the charging station would be located? 20% Questions Pertaining to the Station Equipment Costs Weight 28. Which EV charging station type would be installed at this location? 30% 29. Could the EV charging station be mounted to an existing structure or be installed as a stand‐alone pedestal? 40% 30. Would the charging station be networked and connected to a charging management company's software platform? 30% Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability 3 Examples of completed Site Suitability Criteria Tools with responses typical for a very good site to install an EV charging station and another with responses typical for a very poor site to install an EV charging station are included in Appendix A. The informational note accompanying each response explains why the selected site characteristic is better or worse for installing an EV charging station. A list of potential new charging station locations in Tompkins County was compiled by looking for key site attributes. Input was provided by the Tompkins County EV Infrastructure Plan Steering Committee and the Tompkins County Electric Vehicle Network. The list included more than 90 sites from around the county, each varying in lot size and site use. Locations included: • Tompkins County tourist destinations • Sports and Recreation facilities • Tompkins County state parks • Hotel and lodging sites • Ithaca City parking garages • University and College campuses in Tompkins County • Major shopping centers • TCAT bus stops outside the Ithaca city limits The list of potential sites for new charging stations was separated geographically into five geographical areas shown on Figure 2 that included the City of Ithaca, Cayuga Heights/Village of Lansing, Northwest Tompkins County, Northeast Tompkins County, and Southern Tompkins County. Individual maps for each geographical area with the potential sites labeled are included in Appendix B. Survey responses by the Tompkins County EV Infrastructure Plan Steering Committee and the Tompkins County Electric Vehicle Network were used to rank the desirability of each potential location for installing a new charging station. The final rankings of all the potential sites are shown in Table 2 and Table 2: Potential Location List (cont.). Figure 2: Tompkins County Potential and Existing EV Charging Station Locations by Area Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability 2 Table 2: Potential Location List Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability 3 Table 2: Potential Location List (cont.) The Site Suitability Criteria Tool was shared with the top potential locations for new charging stations, plus a few others highly recommended by the project committee. Site hosts then used the Tool to examine the appropriateness of their location for installing an EV charging station. Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability 4 Highly Suitable Sites for New Charging Stations in Tompkins County The sites that completed a site analysis using the Tool are ranked in Table 3 based on their score from the highest to lowest scores. Note that the Tool rank is based on specific site characteristics whereas the survey results were opinion based. The top 10 are highlighted in this section as highly suitable sites for new charging station installations and shown on the Figure 3 map along with the existing EV charging station in the county. Answers for all the completed responses are found in Appendix C. Table 3. Ranking of Potential Sites for EV Charging Stations Based on Site Suitability Criteria Tool # Possible sites Address Tool Rank Survey Rank Venue 1 Cornell Cooperative Extension 615 Willow Avenue, Ithaca 83 6.32 Education 2 Seneca St. Parking Garage 215 N. Tioga Street, Ithaca 78 8.95 Multi‐use Parking 3 Sciencenter 601 1st Street, Ithaca 78 6.33 Attraction 4 Ithaca College 953 Danby Road, Ithaca 76 9.00 Education 5 Shops at Ithaca Mall 40 Catherwood Road, Lansing 73 8.00 Retail 6 Dryden Road Garage 120 Dryden Road, Ithaca 73 N/A Multi‐use Parking 7 Green Street Garage 120‐126 E. Green Street, Ithaca 72 9.00 Multi‐use Parking 8 GreenStar Cooperative Market 301 W. Court Street, Ithaca 69 7.89 Retail 9 Taughannock Falls State Park 1740 Taughannock Blvd, Trumansburg 68 7.89 Parks/Recreation 10 All Pro Cayuga Street Garage 235 S. Cayuga Street, Ithaca 67 9.00 Multi‐use Parking 11 Ithaca Shopping Plaza 222 Elmira Road, Ithaca 65 7.29 Retail 12 East Hill Plaza 327 Pine Tree Road, Ithaca 65 7.53 Retail 13 Tompkins County Visitor Bureau 904 E. Shore Drive, Ithaca 63 N/A Attraction 14 Freeville Public Lot 46 Main Street, Freeville 62 7.18 Multi‐use Parking 15 Ithaca Farmers Market 545 3rd Street, Ithaca 60 6.78 Retail 16 Tompkins‐Cortland Com. College 170 North Street, Dryden 56 9.28 Education 17 Cass Park Rink and Pool 701 Taughannock Blvd, Ithaca 56 6.74 Parks/Recreation 18 Buttermilk Falls State Park 112 E. Buttermilk Falls Road, Ithaca 55 6.30 Parks/Recreation 19 Stewart Park 1 James L Gibbs Drive, Ithaca 51 6.89 Parks/Recreation 20 Ithaca‐Tompkins Regional Airport 1 Culligan Drive, Ithaca 48 7.95 Transit hub Figure 3. Existing and Highly Suitable New Sites for EV Chargers in Tompkins County Taughannock Falls Shops at Ithaca Mall Ithaca College Sciencenter GreenStar Dryden Rd Garage Cornell Cooperative Extension Green St Garage Seneca St Garage All‐Pro Cayuga St Garage Potential New AC Level 2 Charger Site Existing AC Level 2 Charging Site Existing DC Fast Charging Site Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability 5 Cornell Cooperative Extension Association of Tompkins County The Cornell Cooperative Extension Association of Tompkins County has existed since 1913 and provides local resident with information and education. Their facility (Figure 4) is also available for public or private meetings and programs. A major construction project is planned for 2017. This presents a great opportunity to incorporate an EV charging station into their plans. Figure 4: Cornell Cooperative Extension Association of Tompkins County Location in Ithaca, NY This location scored very high for overall suitability for EV charger installations (Figure 5) because it experiences consistent use year‐round with typical parking periods lasting 2‐4 hours. The parking lot, which is owned by the Cornell Cooperative Extension Association has spaces for about 35 vehicles and there will be a structure in their new addition going in next year (2017) to which the charging station could be mounted. It is close enough to Route 13 so other EV drivers may also find it to be a convenient location to charge. There were no concerns raised about the electrical infrastructure and the capability to support the charging station load. Figure 5: Cornell Cooperative Extension Association of Tompkins County Site Suitability Score The marketing and image suitability factor was slightly lower at the Cornell Cooperative Extension Association is because it would have less exposure to the general public. This is because it is not directly on a main road and doesn’t host large events that draw a big crowd. Otherwise, this appears to be a very good location for installing a charging station. Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability 6 Seneca Street Parking Garage The City of Ithaca’s Seneca Street Parking Garage located at 215 North Tioga Street is open 24 hours daily and is a short walk from the Ithaca Commons with its many shops and restaurants (Figure 6). Other destinations near this garage include: Town Hall, Hilton Garden Inn (25% of this garage is reserved for the Hotel), and TC3 Ithaca Extension Center. This garage has a $7 weekday maximum fee for visitors and free weekend parking, along with some long term permit parking. Figure 6: Seneca Street Parking Garage in Ithaca, NY Besides its convenience to downtown destinations, this parking garage has several attributes that make it a good location for a new charging station (Figure 7). This location is also used special events throughout the year that take place in downtown Ithaca. There is sufficient electrical capacity to support the installation of EV chargers and a charger could be wall mounted with convenient access to electricity. This is a covered garage that would protect the charging station from inclement weather. Figure 7: All Pro Parking Garage Site Suitability Score A quarter of the parking garage is reserved for hotel guests, so the average parking duration is between 4 and 8 hours, although this varies depending on the purpose of their visit. EVs parked here for a long time may pose an issue if an EV was left plugged in, making the charger unavailable to other users (although this could be managed by increasing costs for long connections). Additionally, the use of this garage comes with a small fee which might deter EVS drivers just looking for a chance, but would likely not deter other users since it is prime parking for the downtown area. Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability 7 Other Parking Garages in the City of Ithaca Several other parking garages in the City of Ithaca (Figure 8) have good site suitability for a new charging station because they share similar characteristics as the Seneca Street Parking Garage. The Green Street Parking Garage and the All‐Pro managed Cayuga Street Garage are near Ithaca Commons with its many shops and restaurants. The new Marriot Hotel will utilize a quarter of the Green Street Parking Garage once it is completed. The Dryden Street Parking Garage in Collegetown is predominantly used by Cornell students and staff, but there are also several restaurants in the area along with Cornell’s Schwartz Center for the Performing Arts. All of these garages have daily parking fees of $1 per hour and offer permits for long term parking. Figure 8: Parking Garage Locations in Ithaca, NY All of these parking garages have sufficient and readily accessible electrical capacity to support charging stations, are well‐lit for driver safety, and provide protection from the weather. A fee to access the garage and use the charging stations should not deter EV drivers already coming to these locations, but it might not attract EV drivers passing through that just need a charge. The biggest challenge with these garages will likely be managing the station so it is not occupied too long after an EV has finished charging. A networked station that charges higher fees for use after an initial charging period would encourage those parking for longer to move their vehicle after it is charged. However, it must be enforced that EVs are plugged into the station when parked there, otherwise an EV might unplug to avoid higher fees, but remain parked in that space. The Cayuga Street Parking Garage is managed and leased by All Pro Parking which might complicate the installation process, but due to their relationship with the City this is likely not a big concern. Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability 8 Sciencenter The Sciencenter is a hands‐on, children’s science museum located in downtown Ithaca (Figure 9). It was founded in 1983 and has a number of educational programs with over 250 exhibits. The museum is typically open from 10 am to 5 pm, except for Sundays (12pm – 5pm) and Monday (closed). Visitors typically stay for 2‐4 hours. Figure 9: Sciencenter Location in Ithaca, NY This location scored very high for overall suitability for an EV charger installation (Figure 10) because it owns a large parking lot (over 50 vehicles) and experiences consistent year‐round use. Its proximity to Route 13 also makes this a convenient location for other EV drivers to stop and charge. The existing electrical infrastructure appears to have sufficient capacity and should accommodate the additional charging station load without major electrical upgrades. Site operators would be willing to provide this service free of charge and could serve public and employee EVs. Figure 10: Sciencenter Site Suitability Score The only complication at this location is the inability to mount a charger on an existing structure and the requirement of a pedestal which would slightly increase installation costs. The parking lot is also not covered and experiences some fluctuation in use during the week (limited hours or closed some days). Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability 9 Ithaca College Ithaca College (Figure 11) has been active since the early 1900s and provides education combining theory and performance. The college is currently attended by over 6,600 students and has sporting events and performances that attract the general public. Over 1,700 staff are currently employed by the college as well, adding to the transportation load. The selected location analyzed is the current lot “U” near the “Campus Center” which is scheduled to be reconfigured in May 2017. Figure 11: Ithaca College Location in Ithaca, NY Ithaca College offers a good opportunity for EV charging by faculty, staff, and students. It was predicted to be a good location for a new charging station installation by the Tool (Figure 12), because typical parking durations are 2‐4 hours in the profiled lot. It is a fairly large parking lot and is used for over 100 special events throughout the year which increase the overall traffic flow. Electrical capacity is not a concern and the spaces would be in a preferred parking space that is paved and lit at night. Figure 12: Ithaca College Site Suitability Score One slight drawback of this site is that EV users would be required to pay a fee to access the lot where the charger would be placed and it is a slight distance from highly traveled roadways which would not be good for serving EV drivers that are not visiting the College. Also, a stand‐alone pedestal charger with a long electrical run would be required which would increase installation costs. Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability 10 Shops at Ithaca Mall The Shops at Ithaca Mall, previously known as Pyramid Mall Ithaca, is located north of Ithaca at the intersection of NY Route 13 and N Triphammer Road (Figure 13). The mall’s largest tenants currently include Target, Bon Ton, Best Buy, Dick's Sporting Goods, Regal Theater, and a couple of fitness centers. Figure 13: Shops at Ithaca Mall Location in Ithaca, NY This location has a lot of parking and visitors typically spend 1‐2 hours at this location during which time an EV could receive a meaningful charge. The malls proximity to a major roadway also presents the opportunity for EV drivers to charge while in route to another location. Contributing to the mall’s good overall site suitability score (Figure 14) are several retail options being available in one location, including a theater, would serve a broad audience of drivers, some of which likely have EVs. They stated the charging station can be mounted on an existing structure near a power supply. Figure 14: Shops at Ithaca Mall Site Suitability Score The Ithaca Mall’s parking is reported to be typically fully utilized which could limit the potential for spare spaces dedicated to EVs. This location also does not host any special events, but is visited by many people. A few parking spaces are next to the Mall’s exterior wall, but these are not preferred parking locations. There currently is a public charging station adjacent to Ithaca Mall at BJ’s Wholesale Club. Existing EV Charger at BJ’s Wholesale Club Potential New EV Charger Locations Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability 11 GreenStar Cooperative Market The GreenStar Cooperative Market is located near downtown Ithaca where NY Routes 13 and 79 intersect (Figure 15). GreenStar is a natural foods and fair trade market that prioritizes the purchase of local and organic goods. This site is one of three GreenStar locations throughout Ithaca. Figure 15: GreenStar Cooperative Market Location in Ithaca, NY GreenStar is ideally located in downtown Ithaca along major state roads. It caters to environmentally conscious people that are also more likely to drive EVs. It was stated that the charging station could be located on a building and the electrical panel was near this location which resulted in a good suitability score (Figure 16). However, it was not clear from a satellite image where a parking spot is currently marked out adjacent to the building. There would be no charge to park in this lot or use the charging station. Figure 16: GreenStar Cooperative Market Suitability Score Parking lot capacity is an issue since it is often full and would be hard to allocate 2 spaces for EV charging. Customers also typically stay less than 2 hours which doesn’t provide a significant time to charge. If the station must be placed out in the parking lot, costs would increase and the suitability score would likely cause it to fall out of the top options. Another installation option is with nearby businesses that do have parking adjacent to their building (Finger Lakes Electrical, Tompkins Trust, and Alternatives Federal Credit Union) and might be an alternative host for an EV charging station in this Ithaca neighborhood. Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability 12 Taughannock Falls State Park Taughannock Falls State Park's namesake waterfall is one of the outstanding natural attractions of the Northeast. Gorge and rim trails offer spectacular views from above the falls and from below at the end of the gorge trail. Campsites and cabins overlook Cayuga Lake, with marina, boat launch and beach nearby. A multi‐use trail‐‐hiking, cross‐country skiing‐‐winds past sledding slopes and natural skating ponds. Figure 17: Taughannock Falls State Park Location in Ithaca, NY Taughannock Falls State Park has many visitors each year that would see the EV charging station and many visitors enjoy nature which might align with a desire to own an EV. A visitor’s typical length of stay between 2 and 4 hours, along with the ability to mount an EV charging station on the side of an existing building to lower costs, resulted in a good suitability score (Figure 18). Figure 18: Taughannock Falls State Park Site Suitability Score The limitations of this site for being a really good site for installing a new charging station are its limited hours and cost to access the parking area. Any visitor with an EV coming to the park would come during open hours and plan on paying the access fee, so this would not deter them, but it would not be an ideal location for most EV drivers transiting through Tompkins County. This park also experiences a lot of fluctuation in use during days of the week and seasons of the year, so that might not facilitate regular charging use. This might frustrate EV drivers on very popular days if they find the chargers occupied by others on that day even though the charger’s profile shows a history of very minimal use. Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability 13 Other Sites Investigated for New Charging Stations in Tompkins County A number of other locations also completed this Tool but did not score favorably due to a number of factors. The sites that were not selected as ideal candidates for new EV charging station installations include: The East Hill Plaza at 327 Pine Tree Road in Ithaca (Suitability Score of 65) would have a relatively high cost to install a charger because it would require a pedestal mount and a longer electrical run. It is also not known if there is sufficient electrical capacity for a charger at this location and major upgrades might be needed. Additionally, it was reported that most vehicles only park 1‐2 hours which may limit the potential value of a charge. The Ithaca Shopping Plaza at 222 Elmira Road in Ithaca (Suitability Score of 65) has retail space and fast food restaurants along Route 13 south of the Ithaca City center with tenants that include Five Guys, Northside Wine and Spirits, Hobby Lobby, T.J. Max, Five Below, Staples, and Petsmart. Unfortunately, Route 13 splits the shopping plaza into two sections that would not be convenient to walk between for an EV driver that had to park at one charging station location. Some visitors, particularly those at the fast food restaurants, might stay for less than one hour which is not enough time for a meaningful charge. The Tompkins County Chamber of Commerce/Visitor Bureau at 904 E. Shore Drive in Ithaca (Suitability Score of 63) sees heavy fluctuation during the week and is not used for any special event parking. Overall, this smaller parking lot is only about 50% full on a regular basis. The charging station installation will require a pedestal mount and longer electrical run that increases costs. The Freeville Public Lot at 46 Main Street (Suitability Score of 62) is next to the U.S. Post office and across the street from an elementary school and church. The lot is relatively small (10‐25 cars) and may not have existing infrastructure to support the installation of chargers. This location also sees varying usage depending on the day of the week with average use only about 50%. The Ithaca Farmers Market at 545 3rd Street in Ithaca (Suitability Score of 60) is a seasonal use area that would likely see very little use in off seasons and non‐market days which limits its potential. When there is activity, this parking lot is very active and likely attracts EV owners, but they wouldn’t stay parked for a very long time. EV drivers not going to the market would unlikely park in this lot for a charge. A charging station at Tompkins‐Cortland Community College at 170 North Street in Dryden (Suitability Score of 56) would likely be regularly used by faculty, staff, or visitors and would complement the large solar power installation on campus. Unfortunately, the design of the parking lot does not support a cost effective installation. There are no parking spaces adjacent to the campus buildings, so the EV charging station must be a pedestal mount out in the parking lot. The wiring run from the electrical panel to the charging station would be long and require larger electrical conductors and cutting through pavement. The charger’s placement would also likely interfere with snow plowing during the winter. Cass Park Rink and Pool at 701 Taughannock Boulevard in Ithaca (Suitability Score of 55) also has some geographical features that might cause issues for a cost‐effective charging station installation. The area is prone to flooding and a long electrical run would be required. The duration of stay for visitors here is typically shorter than needed for an ideal charge and the use of the park varies significantly from day to day and season to season. Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability 14 Buttermilk Falls State Park at 112 East Buttermilk Falls Road in Ithaca (Suitability Score of 55) is another park and recreational area in Ithaca that draws a large crowd which include environmentally‐ friendly people that tend to purchase EVs. While the required electrical run is not as long as some other sites, the fee to access the park, limited hours of operation, and significant fluctuation in use might not result in a worthwhile investment to support EV use in the county. Stewart Park (Suitability Score of 51) experiences heavy seasonal fluctuation and a charging station would be unlikely to experience consistent use. The proposed lot also has the potential to flood and existing infrastructure may not be suitable for additional load that an EV charger would add. The installation would be a pedestal mount in the parking area which is more costly. Visitors also typically stay for shorter periods of time (1 – 2 hours) which might not provide a significant charge. The Ithaca‐Tompkins Regional Airport (Suitability Score of 48) has limited potential for installing AC Level 2 chargers due mostly to the lack of electrical capacity and extensive electrical work needed to install a charger. Users also typically park here for long periods of time that may limit the number of EVs that could cycle through a charging station. Additionally, the charger would be located in a pay lot and the use of the charger would also cost drivers. AC Level 1 charging stations are more appropriate for this application and there is likely adequate power to support a few of these. Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability A‐1 Appendix A: Sample Site Suitability Criteria Tool Typical Responses of a Very Good Site for an EV Charging Station Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability A‐2 Typical Responses of a Very Good Site for an EV Charging Station (con’t) Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability A‐3 Typical Responses of a Very Good Site for an EV Charging Station (con’t) Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability A‐4 Typical Responses of a Very Poor Site for an EV Charging Station Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability A‐5 Typical Responses of a Very Poor Site for an EV Charging Station (con’t) Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability A‐6 Typical Responses of a Very Poor Site for an EV Charging Station (con’t) Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability B‐1 Appendix B: Area Maps of Locations Considered for a New Charging Station in Tompkins County City of Ithaca Sites Considered for a New Charging Station Potential New AC Level 2 Charger Site Existing AC Level 2 Charging Site Existing DC Fast Charging Site Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability B‐2 Cayuga Heights and Lansing Sites Considered for a New Charging Station Potential New AC Level 2 Charger Site Existing AC Level 2 Charging Site Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability B‐3 Northwest Tompkins County Sites Considered for a New Charging Station Potential New AC Level 2 Charger Site Existing AC Level 2 Charging Site Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability B‐4 Northeast Tompkins County Sites Considered for a New Charging Station Potential New AC Level 2 Charger Site Existing AC Level 2 Charging Site This Area included on the Cayuga Heights/City of Lansing Map Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability B‐5 Southern Tompkins County Sites Considered for a New Charging Station Potential New AC Level 2 Charger Site Existing AC Level 1 Charging Site This Area included on the City of Ithaca Map Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability C‐1 Appendix B: Site Suitability Criteria Tool Responses from Site Owners Cornell Cooperative Extension (83) 2. Do you own or lease the parking lot where the EV charging station will be installed? Own 3. Do you own or lease the building where electricity will be drawn for the EV charging station? Own 4. What is the predominant land use for the EV charging station site? Business 5. Which venue best describes the proposed EV charging station location? Educational Services 6. How long do drivers typically park their vehicles at this location? 2 ‐ 4 hours 7. Is this location used for any special event parking? Yes 7B. Approximately how many special events per year? 25 ‐ 50 8. How far is this location from a busy road used to travel between cities (typically an interstate, US highway, or State route)? 0.1 – 0.5 miles 9. Which potential EV drivers are expected to use the charging station? All 10. Would an EV driver require a permit, sticker, or card to access the parking lot where the charging station is located? No 11. Is there a fee to access the parking lot where the charging station would be located or would there be a fee to use the charging station? Only a fee to use the charging station 12. Would the charging station be located in a parking lot or garage with limited hours of operation? No 13. How many parking spaces are in the lot or garage? 25 ‐ 50 14. Typically, how full is the parking lot or garage? 75% 15. Is there fluctuation in parking lot use by season? Minimal fluctuation 16. Is there fluctuation in parking lot use by day of the week? Minimal fluctuation 17. Would the EV charging station be mounted on the wall of a building where the cord could run to the EV and not interfere with a pedestrian walkway? Yes 18. Is the parking lot paved? Yes 19. Is the parking lot prone to flooding or other events that might damage a charging station or plugged‐in EV? No 20. Would the EV charging station be located in a covered parking space? No 21. Would the EV charging station need to be placed where it would obstruct plowing or in a location where snow is stored in the winter? No 22. Would the EV charging station be in a preferred parking space? Yes 23. Are there lights illuminating the parking lot at night? Yes 24. Would the EV charging station and parking space be visible from the road or entrance to the parking lot or garage? Yes 25. Does the existing electrical panel have 4 extra slots and 80 amps of available capacity for a dual port Level 2 charging station? Yes 26. How recently has major electrical work been performed at this location? Within 10 years 27. How far is the electrical panel from the point of the building closest to where the charging station would be located? 10 ‐ 50 feet Highest Scoring Answer Lowest Scoring Answer Mid‐range Scoring Answer Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability C‐2 Seneca Street Garage (78) 2. Do you own or lease the parking lot where the EV charging station will be installed? Own 3. Do you own or lease the building where electricity will be drawn for the EV charging station? Own 4. What is the predominant land use for the EV charging station site? Business 5. Which venue best describes the proposed EV charging station location? Business/Office 6. How long do drivers typically park their vehicles at this location? 4 – 8 hours 7. Is this location used for any special event parking? Yes 7B. Approximately how many special events per year? 0 ‐ 25 8. How far is this location from a busy road used to travel between cities (typically an interstate, US highway, or State route)? On a State Road 9. Which potential EV drivers are expected to use the charging station? All 10. Would an EV driver require a permit, sticker, or card to access the parking lot where the charging station is located? Yes 11. Is there a fee to access the parking lot where the charging station would be located or would there be a fee to use the charging station? Fee for access and use 12. Would the charging station be located in a parking lot or garage with limited hours of operation? No 13. How many parking spaces are in the lot or garage? More than 50 14. Typically, how full is the parking lot or garage? 75% 15. Is there fluctuation in parking lot use by season? Some fluctuation 16. Is there fluctuation in parking lot use by day of the week? Minimal fluctuation 17. Would the EV charging station be mounted on the wall of a building where the cord could run to the EV and not interfere with a pedestrian walkway? Yes 18. Is the parking lot paved? Yes 19. Is the parking lot prone to flooding or other events that might damage a charging station or plugged‐in EV? No 20. Would the EV charging station be located in a covered parking space? Yes 21. Would the EV charging station need to be placed where it would obstruct plowing or in a location where snow is stored in the winter? No 22. Would the EV charging station be in a preferred parking space? Yes 23. Are there lights illuminating the parking lot at night? Yes 24. Would the EV charging station and parking space be visible from the road or entrance to the parking lot or garage? Yes 25. Does the existing electrical panel have 4 extra slots and 80 amps of available capacity for a dual port Level 2 charging station? Yes 26. How recently has major electrical work been performed at this location? Within 10 years 27. How far is the electrical panel from the point of the building closest to where the charging station would be located? More than 100 feet Highest Scoring Answer Lowest Scoring Answer Mid‐range Scoring Answer Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability C‐3 Sciencenter (78) 2. Do you own or lease the parking lot where the EV charging station will be installed? Own 3. Do you own or lease the building where electricity will be drawn for the EV charging station? Own 4. What is the predominant land use for the EV charging station site? Business 5. Which venue best describes the proposed EV charging station location? Educational Services 6. How long do drivers typically park their vehicles at this location? 2 ‐ 4 hours 7. Is this location used for any special event parking? Yes 7B. Approximately how many special events per year? 0 ‐ 25 8. How far is this location from a busy road used to travel between cities (typically an interstate, US highway, or State route)? On a State Road 9. Which potential EV drivers are expected to use the charging station? All 10. Would an EV driver require a permit, sticker, or card to access the parking lot where the charging station is located? No 11. Is there a fee to access the parking lot where the charging station would be located or would there be a fee to use the charging station? No fee 12. Would the charging station be located in a parking lot or garage with limited hours of operation? No 13. How many parking spaces are in the lot or garage? More than 50 14. Typically, how full is the parking lot or garage? 75% 15. Is there fluctuation in parking lot use by season? Minimal fluctuation 16. Is there fluctuation in parking lot use by day of the week? Some fluctuation 17. Would the EV charging station be mounted on the wall of a building where the cord could run to the EV and not interfere with a pedestrian walkway? No 17B. How far from the building would the charging station be placed? Less than 50 feet 18. Is the parking lot paved? Yes 19. Is the parking lot prone to flooding or other events that might damage a charging station or plugged‐in EV? No 20. Would the EV charging station be located in a covered parking space? No 21. Would the EV charging station need to be placed where it would obstruct plowing or in a location where snow is stored in the winter? No 22. Would the EV charging station be in a preferred parking space? Yes 23. Are there lights illuminating the parking lot at night? Yes 24. Would the EV charging station and parking space be visible from the road or entrance to the parking lot or garage? Yes 25. Does the existing electrical panel have 4 extra slots and 80 amps of available capacity for a dual port Level 2 charging station? Yes 26. How recently has major electrical work been performed at this location? Within 10 years 27. How far is the electrical panel from the point of the building closest to where the charging station would be located? 10 ‐ 50 feet Highest Scoring Answer Lowest Scoring Answer Mid‐range Scoring Answer Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability C‐4 Ithaca College (76) 2. Do you own or lease the parking lot where the EV charging station will be installed? Own 3. Do you own or lease the building where electricity will be drawn for the EV charging station? Own 4. What is the predominant land use for the EV charging station site? Institutional 5. Which venue best describes the proposed EV charging station location? Educational Services 6. How long do drivers typically park their vehicles at this location? 2 ‐ 4 hours 7. Is this location used for any special event parking? Yes 7B. Approximately how many special events per year? More than 100 8. How far is this location from a busy road used to travel between cities (typically an interstate, US highway, or State route)? 0.1 – 0.5 miles 9. Which potential EV drivers are expected to use the charging station? All 10. Would an EV driver require a permit, sticker, or card to access the parking lot where the charging station is located? No 11. Is there a fee to access the parking lot where the charging station would be located or would there be a fee to use the charging station? Only a fee to access the parking lot 12. Would the charging station be located in a parking lot or garage with limited hours of operation? No 13. How many parking spaces are in the lot or garage? More than 50 14. Typically, how full is the parking lot or garage? 75% 15. Is there fluctuation in parking lot use by season? Some fluctuation 16. Is there fluctuation in parking lot use by day of the week? Some fluctuation 17. Would the EV charging station be mounted on the wall of a building where the cord could run to the EV and not interfere with a pedestrian walkway? No 17B. How far from the building would the charging station be placed? 50 – 100 feet 18. Is the parking lot paved? Yes 19. Is the parking lot prone to flooding or other events that might damage a charging station or plugged‐in EV? No 20. Would the EV charging station be located in a covered parking space? No 21. Would the EV charging station need to be placed where it would obstruct plowing or in a location where snow is stored in the winter? No 22. Would the EV charging station be in a preferred parking space? Yes 23. Are there lights illuminating the parking lot at night? Yes 24. Would the EV charging station and parking space be visible from the road or entrance to the parking lot or garage? Yes 25. Does the existing electrical panel have 4 extra slots and 80 amps of available capacity for a dual port Level 2 charging station? Yes 26. How recently has major electrical work been performed at this location? Within 10 years 27. How far is the electrical panel from the point of the building closest to where the charging station would be located? More than 100 feet Highest Scoring Answer Lowest Scoring Answer Mid‐range Scoring Answer Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability C‐5 Shops at Ithaca Mall (73) 2. Do you own or lease the parking lot where the EV charging station will be installed? Own 3. Do you own or lease the building where electricity will be drawn for the EV charging station? Own 4. What is the predominant land use for the EV charging station site? Business 5. Which venue best describes the proposed EV charging station location? Retail 5B. How many individual venues (e.g., stores or businesses) are within 500 feet of this location? 10+ other venues 6. How long do drivers typically park their vehicles at this location? 1 ‐ 2 hours 7. Is this location used for any special event parking? No 8. How far is this location from a busy road used to travel between cities (typically an interstate, US highway, or State route)? On a State Road 9. Which potential EV drivers are expected to use the charging station? General Public 10. Would an EV driver require a permit, sticker, or card to access the parking lot where the charging station is located? No 11. Is there a fee to access the parking lot where the charging station would be located or would there be a fee to use the charging station? No fees for access or use 12. Would the charging station be located in a parking lot or garage with limited hours of operation? No 13. How many parking spaces are in the lot or garage? More than 50 14. Typically, how full is the parking lot or garage? 50% 15. Is there fluctuation in parking lot use by season? Minimal fluctuation 16. Is there fluctuation in parking lot use by day of the week? Some fluctuation 17. Would the EV charging station be mounted on the wall of a building where the cord could run to the EV and not interfere with a pedestrian walkway? Yes 18. Is the parking lot paved? Yes 19. Is the parking lot prone to flooding or other events that might damage a charging station or plugged‐in EV? No 20. Would the EV charging station be located in a covered parking space? No 21. Would the EV charging station need to be placed where it would obstruct plowing or in a location where snow is stored in the winter? No 22. Would the EV charging station be in a preferred parking space? No 23. Are there lights illuminating the parking lot at night? Yes 24. Would the EV charging station and parking space be visible from the road or entrance to the parking lot or garage? No 25. Does the existing electrical panel have 4 extra slots and 80 amps of available capacity for a dual port Level 2 charging station? Don’t know 26. How recently has major electrical work been performed at this location? Within 10 years 27. How far is the electrical panel from the point of the building closest to where the charging station would be located? Fewer than 10 feet Highest Scoring Answer Lowest Scoring Answer Mid‐range Scoring Answer Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability C‐6 Dryden Road Garage (73) 2. Do you own or lease the parking lot where the EV charging station will be installed? Own 3. Do you own or lease the building where electricity will be drawn for the EV charging station? Own 4. What is the predominant land use for the EV charging station site? Business 5. Which venue best describes the proposed EV charging station location? Municipal Garage 5B. How many individual venues (e.g., stores or businesses) are within 500 feet of this location? 10+ other venues 6. How long do drivers typically park their vehicles at this location? 4 – 8 hours 7. Is this location used for any special event parking? Yes 7B. Approximately how many special events per year? 0 ‐ 25 8. How far is this location from a busy road used to travel between cities (typically an interstate, US highway, or State route)? 0.1 – 0.5 miles 9. Which potential EV drivers are expected to use the charging station? All 10. Would an EV driver require a permit, sticker, or card to access the parking lot where the charging station is located? Yes 11. Is there a fee to access the parking lot where the charging station would be located or would there be a fee to use the charging station? Fee for access and use 12. Would the charging station be located in a parking lot or garage with limited hours of operation? No 13. How many parking spaces are in the lot or garage? More than 50 14. Typically, how full is the parking lot or garage? 100% 15. Is there fluctuation in parking lot use by season? Some fluctuation 16. Is there fluctuation in parking lot use by day of the week? Minimal fluctuation 17. Would the EV charging station be mounted on the wall of a building where the cord could run to the EV and not interfere with a pedestrian walkway? Yes 18. Is the parking lot paved? Yes 19. Is the parking lot prone to flooding or other events that might damage a charging station or plugged‐in EV? No 20. Would the EV charging station be located in a covered parking space? Yes 21. Would the EV charging station need to be placed where it would obstruct plowing or in a location where snow is stored in the winter? No 22. Would the EV charging station be in a preferred parking space? Yes 23. Are there lights illuminating the parking lot at night? Yes 24. Would the EV charging station and parking space be visible from the road or entrance to the parking lot or garage? No 25. Does the existing electrical panel have 4 extra slots and 80 amps of available capacity for a dual port Level 2 charging station? Yes 26. How recently has major electrical work been performed at this location? Within 10 years 27. How far is the electrical panel from the point of the building closest to where the charging station would be located? More than 100 feet Highest Scoring Answer Lowest Scoring Answer Mid‐range Scoring Answer Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability C‐7 Green Street Garage (72) 2. Do you own or lease the parking lot where the EV charging station will be installed? Own 3. Do you own or lease the building where electricity will be drawn for the EV charging station? Own 4. What is the predominant land use for the EV charging station site? Business 5. Which venue best describes the proposed EV charging station location? Business/Office 6. How long do drivers typically park their vehicles at this location? 4 – 8 hours 7. Is this location used for any special event parking? Yes 7B. Approximately how many special events per year? 0 ‐ 25 8. How far is this location from a busy road used to travel between cities (typically an interstate, US highway, or State route)? On a State Road 9. Which potential EV drivers are expected to use the charging station? All 10. Would an EV driver require a permit, sticker, or card to access the parking lot where the charging station is located? Yes 11. Is there a fee to access the parking lot where the charging station would be located or would there be a fee to use the charging station? Fee for access and use 12. Would the charging station be located in a parking lot or garage with limited hours of operation? No 13. How many parking spaces are in the lot or garage? More than 50 14. Typically, how full is the parking lot or garage? 75% 15. Is there fluctuation in parking lot use by season? Some fluctuation 16. Is there fluctuation in parking lot use by day of the week? Minimal fluctuation 17. Would the EV charging station be mounted on the wall of a building where the cord could run to the EV and not interfere with a pedestrian walkway? Yes 18. Is the parking lot paved? Yes 19. Is the parking lot prone to flooding or other events that might damage a charging station or plugged‐in EV? No 20. Would the EV charging station be located in a covered parking space? Yes 21. Would the EV charging station need to be placed where it would obstruct plowing or in a location where snow is stored in the winter? No 22. Would the EV charging station be in a preferred parking space? Yes 23. Are there lights illuminating the parking lot at night? Yes 24. Would the EV charging station and parking space be visible from the road or entrance to the parking lot or garage? No 25. Does the existing electrical panel have 4 extra slots and 80 amps of available capacity for a dual port Level 2 charging station? Yes 26. How recently has major electrical work been performed at this location? Within 10 years 27. How far is the electrical panel from the point of the building closest to where the charging station would be located? More than 100 feet Highest Scoring Answer Lowest Scoring Answer Mid‐range Scoring Answer Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability C‐8 GreenStar Cooperative Market (69) 2. Do you own or lease the parking lot where the EV charging station will be installed? Own 3. Do you own or lease the building where electricity will be drawn for the EV charging station? Own 4. What is the predominant land use for the EV charging station site? Business 5. Which venue best describes the proposed EV charging station location? Business/Office 6. How long do drivers typically park their vehicles at this location? 1 – 2 hours 7. Is this location used for any special event parking? No 8. How far is this location from a busy road used to travel between cities (typically an interstate, US highway, or State route)? On a State Road 9. Which potential EV drivers are expected to use the charging station? General Public 10. Would an EV driver require a permit, sticker, or card to access the parking lot where the charging station is located? No 11. Is there a fee to access the parking lot where the charging station would be located or would there be a fee to use the charging station? No fees for access or use 12. Would the charging station be located in a parking lot or garage with limited hours of operation? No 13. How many parking spaces are in the lot or garage? 25 ‐ 50 14. Typically, how full is the parking lot or garage? 100% 15. Is there fluctuation in parking lot use by season? Minimal fluctuation 16. Is there fluctuation in parking lot use by day of the week? Some fluctuation 17. Would the EV charging station be mounted on the wall of a building where the cord could run to the EV and not interfere with a pedestrian walkway? Yes 18. Is the parking lot paved? Yes 19. Is the parking lot prone to flooding or other events that might damage a charging station or plugged‐in EV? No 20. Would the EV charging station be located in a covered parking space? No 21. Would the EV charging station need to be placed where it would obstruct plowing or in a location where snow is stored in the winter? No 22. Would the EV charging station be in a preferred parking space? No 23. Are there lights illuminating the parking lot at night? Yes 24. Would the EV charging station and parking space be visible from the road or entrance to the parking lot or garage? Yes 25. Does the existing electrical panel have 4 extra slots and 80 amps of available capacity for a dual port Level 2 charging station? Don’t Know 26. How recently has major electrical work been performed at this location? Within 10 years 27. How far is the electrical panel from the point of the building closest to where the charging station would be located? Fewer than 10 feet Highest Scoring Answer Lowest Scoring Answer Mid‐range Scoring Answer Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability C‐9 Taughannock Falls State Park (68) 2. Do you own or lease the parking lot where the EV charging station will be installed? Own 3. Do you own or lease the building where electricity will be drawn for the EV charging station? Own 4. What is the predominant land use for the EV charging station site? Government 5. Which venue best describes the proposed EV charging station location? Park/Recreational Facility 6. How long do drivers typically park their vehicles at this location? 2 – 4 hours 7. Is this location used for any special event parking? Yes 7B. Approximately how many special events per year? 0 ‐ 25 8. How far is this location from a busy road used to travel between cities (typically an interstate, US highway, or State route)? On a State Road 9. Which potential EV drivers are expected to use the charging station? All 10. Would an EV driver require a permit, sticker, or card to access the parking lot where the charging station is located? Yes 11. Is there a fee to access the parking lot where the charging station would be located or would there be a fee to use the charging station? Only a fee to access the parking lot 12. Would the charging station be located in a parking lot or garage with limited hours of operation? Yes 13. How many parking spaces are in the lot or garage? More than 50 14. Typically, how full is the parking lot or garage? 50% 15. Is there fluctuation in parking lot use by season? A lot of fluctuation 16. Is there fluctuation in parking lot use by day of the week? A lot of fluctuation 17. Would the EV charging station be mounted on the wall of a building where the cord could run to the EV and not interfere with a pedestrian walkway? Yes 18. Is the parking lot paved? Yes 19. Is the parking lot prone to flooding or other events that might damage a charging station or plugged‐in EV? No 20. Would the EV charging station be located in a covered parking space? No 21. Would the EV charging station need to be placed where it would obstruct plowing or in a location where snow is stored in the winter? No 22. Would the EV charging station be in a preferred parking space? Yes 23. Are there lights illuminating the parking lot at night? Yes 24. Would the EV charging station and parking space be visible from the road or entrance to the parking lot or garage? Yes 25. Does the existing electrical panel have 4 extra slots and 80 amps of available capacity for a dual port Level 2 charging station? Don’t Know 26. How recently has major electrical work been performed at this location? Within 10 years 27. How far is the electrical panel from the point of the building closest to where the charging station would be located? 10 ‐ 50 feet Highest Scoring Answer Lowest Scoring Answer Mid‐range Scoring Answer Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability C‐10 All Pro Parking Garage on Cayuga Street (67) 2. Do you own or lease the parking lot where the EV charging station will be installed? Lease 3. Do you own or lease the building where electricity will be drawn for the EV charging station? Lease 4. What is the predominant land use for the EV charging station site? Business 5. Which venue best describes the proposed EV charging station location? Garage 5B. How many individual venues (e.g., stores or businesses) are within 500 feet of this location? 10+ other venues 6. How long do drivers typically park their vehicles at this location? 4 ‐ 8 hours 7. Is this location used for any special event parking? Yes 7B. Approximately how many special events per year? 0 ‐ 25 8. How far is this location from a busy road used to travel between cities (typically an interstate, US highway, or State route)? 0.1 – 0.5 miles 9. Which potential EV drivers are expected to use the charging station? General Public 10. Would an EV driver require a permit, sticker, or card to access the parking lot where the charging station is located? No 11. Is there a fee to access the parking lot where the charging station would be located or would there be a fee to use the charging station? Only a fee to access the parking garage 12. Would the charging station be located in a parking lot or garage with limited hours of operation? No 13. How many parking spaces are in the lot or garage? More than 50 14. Typically, how full is the parking lot or garage? 50% 15. Is there fluctuation in parking lot use by season? Minimal fluctuation 16. Is there fluctuation in parking lot use by day of the week? Minimal fluctuation 17. Would the EV charging station be mounted on the wall of a building where the cord could run to the EV and not interfere with a pedestrian walkway? Yes 18. Is the parking lot paved? Yes 19. Is the parking lot prone to flooding or other events that might damage a charging station or plugged‐in EV? No 20. Would the EV charging station be located in a covered parking space? Yes 21. Would the EV charging station need to be placed where it would obstruct plowing or in a location where snow is stored in the winter? No 22. Would the EV charging station be in a preferred parking space? Yes 23. Are there lights illuminating the parking lot at night? Yes 24. Would the EV charging station and parking space be visible from the road or entrance to the parking lot or garage? No 25. Does the existing electrical panel have 4 extra slots and 80 amps of available capacity for a dual port Level 2 charging station? Yes 26. How recently has major electrical work been performed at this location? Within 10 years 27. How far is the electrical panel from the point of the building closest to where the charging station would be located? 10 ‐ 50 feet Highest Scoring Answer Lowest Scoring Answer Mid‐range Scoring Answer Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability C‐11 East Hill Plaza (65) 2. Do you own or lease the parking lot where the EV charging station will be installed? Own 3. Do you own or lease the building where electricity will be drawn for the EV charging station? Own 4. What is the predominant land use for the EV charging station site? Business 5. Which venue best describes the proposed EV charging station location? Retail Outlet 5B. How many individual venues (e.g., stores or businesses) are within 500 feet of this location? 6 ‐ 10 other venues 6. How long do drivers typically park their vehicles at this location? 1 ‐ 2 hours 7. Is this location used for any special event parking? No 8. How far is this location from a busy road used to travel between cities (typically an interstate, US highway, or State route)? 0.5 ‐ 1 mile 9. Which potential EV drivers are expected to use the charging station? All 10. Would an EV driver require a permit, sticker, or card to access the parking lot where the charging station is located? No 11. Is there a fee to access the parking lot where the charging station would be located or would there be a fee to use the charging station? No fees for access or use 12. Would the charging station be located in a parking lot or garage with limited hours of operation? No 13. How many parking spaces are in the lot or garage? More than 50 14. Typically, how full is the parking lot or garage? 75% 15. Is there fluctuation in parking lot use by season? Minimal fluctuation 16. Is there fluctuation in parking lot use by day of the week? Minimal fluctuation 17. Would the EV charging station be mounted on the wall of a building where the cord could run to the EV and not interfere with a pedestrian walkway? No 17B. How far from the building would the charging station be placed? 50 ‐ 100 feet 18. Is the parking lot paved? Yes 19. Is the parking lot prone to flooding or other events that might damage a charging station or plugged‐in EV? No 20. Would the EV charging station be located in a covered parking space? No 21. Would the EV charging station need to be placed where it would obstruct plowing or in a location where snow is stored in the winter? No 22. Would the EV charging station be in a preferred parking space? Yes 23. Are there lights illuminating the parking lot at night? Yes 24. Would the EV charging station and parking space be visible from the road or entrance to the parking lot or garage? Yes 25. Does the existing electrical panel have 4 extra slots and 80 amps of available capacity for a dual port Level 2 charging station? Don’t Know 26. How recently has major electrical work been performed at this location? Don’t Know 26B. How old is the building where the charging station electricity would come from? 30 – 40 years old 27. How far is the electrical panel from the point of the building closest to where the charging station would be located? 50 ‐ 100 feet Highest Scoring Answer Lowest Scoring Answer Mid‐range Scoring Answer Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability C‐12 Ithaca Shopping Plaza (65) 2. Do you own or lease the parking lot where the EV charging station will be installed? Own 3. Do you own or lease the building where electricity will be drawn for the EV charging station? Own 4. What is the predominant land use for the EV charging station site? Business 5. Which venue best describes the proposed EV charging station location? Retail 5B. How many individual venues (e.g., stores or businesses) are within 500 feet of this location? 1 ‐ 5 other venues 6. How long do drivers typically park their vehicles at this location? Less than 1 hour 7. Is this location used for any special event parking? No 8. How far is this location from a busy road used to travel between cities (typically an interstate, US highway, or State route)? On a State Road 9. Which potential EV drivers are expected to use the charging station? All 10. Would an EV driver require a permit, sticker, or card to access the parking lot where the charging station is located? No 11. Is there a fee to access the parking lot where the charging station would be located or would there be a fee to use the charging station? No fees for access or use 12. Would the charging station be located in a parking lot or garage with limited hours of operation? No 13. How many parking spaces are in the lot or garage? More than 50 14. Typically, how full is the parking lot or garage? 75% 15. Is there fluctuation in parking lot use by season? Some fluctuation 16. Is there fluctuation in parking lot use by day of the week? Minimal fluctuation 17. Would the EV charging station be mounted on the wall of a building where the cord could run to the EV and not interfere with a pedestrian walkway? No 17B. How far from the building would the charging station be placed? 50 – 100 feet 18. Is the parking lot paved? Yes 19. Is the parking lot prone to flooding or other events that might damage a charging station or plugged‐in EV? No 20. Would the EV charging station be located in a covered parking space? No 21. Would the EV charging station need to be placed where it would obstruct plowing or in a location where snow is stored in the winter? No 22. Would the EV charging station be in a preferred parking space? No 23. Are there lights illuminating the parking lot at night? Yes 24. Would the EV charging station and parking space be visible from the road or entrance to the parking lot or garage? Yes 25. Does the existing electrical panel have 4 extra slots and 80 amps of available capacity for a dual port Level 2 charging station? Yes 26. How recently has major electrical work been performed at this location? Within 10 years 27. How far is the electrical panel from the point of the building closest to where the charging station would be located? 10 ‐ 50 feet Highest Scoring Answer Lowest Scoring Answer Mid‐range Scoring Answer Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability C‐13 Tompkins County Visitor Bureau (63) 2. Do you own or lease the parking lot where the EV charging station will be installed? Own 3. Do you own or lease the building where electricity will be drawn for the EV charging station? Own 4. What is the predominant land use for the EV charging station site? Business 5. Which venue best describes the proposed EV charging station location? Business/Office 6. How long do drivers typically park their vehicles at this location? 4 ‐ 8 hours 7. Is this location used for any special event parking? No 8. How far is this location from a busy road used to travel between cities (typically an interstate, US highway, or State route)? 0.1 – 0.5 miles 9. Which potential EV drivers are expected to use the charging station? All 10. Would an EV driver require a permit, sticker, or card to access the parking lot where the charging station is located? No 11. Is there a fee to access the parking lot where the charging station would be located or would there be a fee to use the charging station? No fees for access or use 12. Would the charging station be located in a parking lot or garage with limited hours of operation? No 13. How many parking spaces are in the lot or garage? 25 ‐ 50 14. Typically, how full is the parking lot or garage? 50% 15. Is there fluctuation in parking lot use by season? Some fluctuation 16. Is there fluctuation in parking lot use by day of the week? A lot of fluctuation 17. Would the EV charging station be mounted on the wall of a building where the cord could run to the EV and not interfere with a pedestrian walkway? No 17B. How far from the building would the charging station be placed? Less than 50 feet 18. Is the parking lot paved? Yes 19. Is the parking lot prone to flooding or other events that might damage a charging station or plugged‐in EV? No 20. Would the EV charging station be located in a covered parking space? No 21. Would the EV charging station need to be placed where it would obstruct plowing or in a location where snow is stored in the winter? No 22. Would the EV charging station be in a preferred parking space? Yes 23. Are there lights illuminating the parking lot at night? Yes 24. Would the EV charging station and parking space be visible from the road or entrance to the parking lot or garage? Yes 25. Does the existing electrical panel have 4 extra slots and 80 amps of available capacity for a dual port Level 2 charging station? Don’t Know 26. How recently has major electrical work been performed at this location? Within 10 years 27. How far is the electrical panel from the point of the building closest to where the charging station would be located? 50 ‐ 100 feet Highest Scoring Answer Lowest Scoring Answer Mid‐range Scoring Answer Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability C‐14 Freeville Municipal Lot (62) 2. Do you own or lease the parking lot where the EV charging station will be installed? Own 3. Do you own or lease the building where electricity will be drawn for the EV charging station? Own 4. What is the predominant land use for the EV charging station site? Government 5. Which venue best describes the proposed EV charging station location? Municipal Lot 5B. How many individual venues (e.g., stores or businesses) are within 500 feet of this location? 1 ‐ 5 other venues 6. How long do drivers typically park their vehicles at this location? 4 ‐ 8 hours 7. Is this location used for any special event parking? Yes 7B. Approximately how many special events per year? 50 ‐ 100 8. How far is this location from a busy road used to travel between cities (typically an interstate, US highway, or State route)? 2 ‐ 5 miles 9. Which potential EV drivers are expected to use the charging station? All 10. Would an EV driver require a permit, sticker, or card to access the parking lot where the charging station is located? No 11. Is there a fee to access the parking lot where the charging station would be located or would there be a fee to use the charging station? No fees for access or use 12. Would the charging station be located in a parking lot or garage with limited hours of operation? No 13. How many parking spaces are in the lot or garage? 10 ‐ 25 14. Typically, how full is the parking lot or garage? 50% 15. Is there fluctuation in parking lot use by season? Minimal fluctuation 16. Is there fluctuation in parking lot use by day of the week? A lot of fluctuation 17. Would the EV charging station be mounted on the wall of a building where the cord could run to the EV and not interfere with a pedestrian walkway? No 17B. How far from the building would the charging station be placed? Less than 50 feet 18. Is the parking lot paved? Yes 19. Is the parking lot prone to flooding or other events that might damage a charging station or plugged‐in EV? No 20. Would the EV charging station be located in a covered parking space? No 21. Would the EV charging station need to be placed where it would obstruct plowing or in a location where snow is stored in the winter? No 22. Would the EV charging station be in a preferred parking space? No 23. Are there lights illuminating the parking lot at night? Yes 24. Would the EV charging station and parking space be visible from the road or entrance to the parking lot or garage? Yes 25. Does the existing electrical panel have 4 extra slots and 80 amps of available capacity for a dual port Level 2 charging station? Don’t Know 26. How recently has major electrical work been performed at this location? Don’t Know 26B. How old is the building where the charging station electricity would come from? 30 – 40 years old 27. How far is the electrical panel from the point of the building closest to where the charging station would be located? Fewer than 10 feet Highest Scoring Answer Lowest Scoring Answer Mid‐range Scoring Answer Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability C‐15 Ithaca Farmer’s Market (60) 2. Do you own or lease the parking lot where the EV charging station will be installed? Own 3. Do you own or lease the building where electricity will be drawn for the EV charging station? Own 4. What is the predominant land use for the EV charging station site? Business 5. Which venue best describes the proposed EV charging station location? Retail Outlet 5B. How many individual venues (e.g., stores or businesses) are within 500 feet of this location? 1 ‐ 5 other venues 6. How long do drivers typically park their vehicles at this location? 1 ‐ 2 hours 7. Is this location used for any special event parking? Yes 7B. Approximately how many special events per year? 0 ‐ 25 8. How far is this location from a busy road used to travel between cities (typically an interstate, US highway, or State route)? 0.1 – 0.5 mile 9. Which potential EV drivers are expected to use the charging station? Visitors 10. Would an EV driver require a permit, sticker, or card to access the parking lot where the charging station is located? No 11. Is there a fee to access the parking lot where the charging station would be located or would there be a fee to use the charging station? No fees for access or use 12. Would the charging station be located in a parking lot or garage with limited hours of operation? No 13. How many parking spaces are in the lot or garage? More than 50 14. Typically, how full is the parking lot or garage? 100% 15. Is there fluctuation in parking lot use by season? A lot of fluctuation 16. Is there fluctuation in parking lot use by day of the week? A lot of fluctuation 17. Would the EV charging station be mounted on the wall of a building where the cord could run to the EV and not interfere with a pedestrian walkway? Yes 18. Is the parking lot paved? No 19. Is the parking lot prone to flooding or other events that might damage a charging station or plugged‐in EV? No 20. Would the EV charging station be located in a covered parking space? No 21. Would the EV charging station need to be placed where it would obstruct plowing or in a location where snow is stored in the winter? No 22. Would the EV charging station be in a preferred parking space? No 23. Are there lights illuminating the parking lot at night? No 24. Would the EV charging station and parking space be visible from the road or entrance to the parking lot or garage? No 25. Does the existing electrical panel have 4 extra slots and 80 amps of available capacity for a dual port Level 2 charging station? Don’t Know 26. How recently has major electrical work been performed at this location? Don’t Know 26B. How old is the building where the charging station electricity would come from? 10 ‐ 20 years old 27. How far is the electrical panel from the point of the building closest to where the charging station would be located? 10 ‐ 50 feet Highest Scoring Answer Lowest Scoring Answer Mid‐range Scoring Answer Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability C‐16 Tompkins-Cortland Community College (56) 2. Do you own or lease the parking lot where the EV charging station will be installed? Own 3. Do you own or lease the building where electricity will be drawn for the EV charging station? Own 4. What is the predominant land use for the EV charging station site? Institutional 5. Which venue best describes the proposed EV charging station location? Educational Services 6. How long do drivers typically park their vehicles at this location? 2 ‐ 4 hours 7. Is this location used for any special event parking? Yes 7B. Approximately how many special events per year? 0 ‐ 25 8. How far is this location from a busy road used to travel between cities (typically an interstate, US highway, or State route)? 0.5 ‐ 1 mile 9. Which potential EV drivers are expected to use the charging station? All 10. Would an EV driver require a permit, sticker, or card to access the parking lot where the charging station is located? No 11. Is there a fee to access the parking lot where the charging station would be located or would there be a fee to use the charging station? No fees for access or use 12. Would the charging station be located in a parking lot or garage with limited hours of operation? No 13. How many parking spaces are in the lot or garage? More than 50 14. Typically, how full is the parking lot or garage? 75% 15. Is there fluctuation in parking lot use by season? Some fluctuation 16. Is there fluctuation in parking lot use by day of the week? A lot of fluctuation 17. Would the EV charging station be mounted on the wall of a building where the cord could run to the EV and not interfere with a pedestrian walkway? No 17B. How far from the building would the charging station be placed? 100 – 200 feet 18. Is the parking lot paved? Yes 19. Is the parking lot prone to flooding or other events that might damage a charging station or plugged‐in EV? No 20. Would the EV charging station be located in a covered parking space? No 21. Would the EV charging station need to be placed where it would obstruct plowing or in a location where snow is stored in the winter? Yes 22. Would the EV charging station be in a preferred parking space? No 23. Are there lights illuminating the parking lot at night? Yes 24. Would the EV charging station and parking space be visible from the road or entrance to the parking lot or garage? No 25. Does the existing electrical panel have 4 extra slots and 80 amps of available capacity for a dual port Level 2 charging station? No 26. How recently has major electrical work been performed at this location? Within 10 years 27. How far is the electrical panel from the point of the building closest to where the charging station would be located? More than 100 feet Highest Scoring Answer Lowest Scoring Answer Mid‐range Scoring Answer Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability C‐17 Cass Park (55) 2. Do you own or lease the parking lot where the EV charging station will be installed? Own 3. Do you own or lease the building where electricity will be drawn for the EV charging station? Own 4. What is the predominant land use for the EV charging station site? Government 5. Which venue best describes the proposed EV charging station location? Park/Recreational Facility 6. How long do drivers typically park their vehicles at this location? 1 ‐ 2 hours 7. Is this location used for any special event parking? Yes 7B. Approximately how many special events per year? 50 ‐ 75 8. How far is this location from a busy road used to travel between cities (typically an interstate, US highway, or State route)? On a State Road 9. Which potential EV drivers are expected to use the charging station? All 10. Would an EV driver require a permit, sticker, or card to access the parking lot where the charging station is located? No 11. Is there a fee to access the parking lot where the charging station would be located or would there be a fee to use the charging station? No fees for access or use 12. Would the charging station be located in a parking lot or garage with limited hours of operation? No 13. How many parking spaces are in the lot or garage? More than 50 14. Typically, how full is the parking lot or garage? 75% 15. Is there fluctuation in parking lot use by season? A lot of fluctuation 16. Is there fluctuation in parking lot use by day of the week? Some fluctuation 17. Would the EV charging station be mounted on the wall of a building where the cord could run to the EV and not interfere with a pedestrian walkway? No 17B. How far from the building would the charging station be placed? 100 – 200 feet 18. Is the parking lot paved? Yes 19. Is the parking lot prone to flooding or other events that might damage a charging station or plugged‐in EV? Yes 20. Would the EV charging station be located in a covered parking space? No 21. Would the EV charging station need to be placed where it would obstruct plowing or in a location where snow is stored in the winter? No 22. Would the EV charging station be in a preferred parking space? No 23. Are there lights illuminating the parking lot at night? Yes 24. Would the EV charging station and parking space be visible from the road or entrance to the parking lot or garage? Yes 25. Does the existing electrical panel have 4 extra slots and 80 amps of available capacity for a dual port Level 2 charging station? Don’t Know 26. How recently has major electrical work been performed at this location? Within 10 years 27. How far is the electrical panel from the point of the building closest to where the charging station would be located? More than 100 feet Highest Scoring Answer Lowest Scoring Answer Mid‐range Scoring Answer Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability C‐18 Buttermilk Falls State Park (55) 2. Do you own or lease the parking lot where the EV charging station will be installed? Own 3. Do you own or lease the building where electricity will be drawn for the EV charging station? Own 4. What is the predominant land use for the EV charging station site? Government 5. Which venue best describes the proposed EV charging station location? Park/Recreational Facility 6. How long do drivers typically park their vehicles at this location? 2 ‐ 4 hours 7. Is this location used for any special event parking? No 8. How far is this location from a busy road used to travel between cities (typically an interstate, US highway, or State route)? On a State Road 9. Which potential EV drivers are expected to use the charging station? All 10. Would an EV driver require a permit, sticker, or card to access the parking lot where the charging station is located? Yes 11. Is there a fee to access the parking lot where the charging station would be located or would there be a fee to use the charging station? Only a fee to access the parking lot 12. Would the charging station be located in a parking lot or garage with limited hours of operation? Yes 13. How many parking spaces are in the lot or garage? More than 50 14. Typically, how full is the parking lot or garage? 75% 15. Is there fluctuation in parking lot use by season? A lot of fluctuation 16. Is there fluctuation in parking lot use by day of the week? Some fluctuation 17. Would the EV charging station be mounted on the wall of a building where the cord could run to the EV and not interfere with a pedestrian walkway? No 17B. How far from the building would the charging station be placed? 50 – 100 feet 18. Is the parking lot paved? Yes 19. Is the parking lot prone to flooding or other events that might damage a charging station or plugged‐in EV? No 20. Would the EV charging station be located in a covered parking space? No 21. Would the EV charging station need to be placed where it would obstruct plowing or in a location where snow is stored in the winter? No 22. Would the EV charging station be in a preferred parking space? Yes 23. Are there lights illuminating the parking lot at night? No 24. Would the EV charging station and parking space be visible from the road or entrance to the parking lot or garage? Yes 25. Does the existing electrical panel have 4 extra slots and 80 amps of available capacity for a dual port Level 2 charging station? Don’t Know 26. How recently has major electrical work been performed at this location? Within 10 years 27. How far is the electrical panel from the point of the building closest to where the charging station would be located? 10 ‐ 50 feet Highest Scoring Answer Lowest Scoring Answer Mid‐range Scoring Answer Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability C‐19 Stewart Park (51) 2. Do you own or lease the parking lot where the EV charging station will be installed? Own 3. Do you own or lease the building where electricity will be drawn for the EV charging station? Own 4. What is the predominant land use for the EV charging station site? Government 5. Which venue best describes the proposed EV charging station location? Park/Recreational 6. How long do drivers typically park their vehicles at this location? 1 ‐ 2 hours 7. Is this location used for any special event parking? Yes 7B. Approximately how many special events per year? 0 ‐ 25 8. How far is this location from a busy road used to travel between cities (typically an interstate, US highway, or State route)? On a State Road 9. Which potential EV drivers are expected to use the charging station? Visitors 10. Would an EV driver require a permit, sticker, or card to access the parking lot where the charging station is located? No 11. Is there a fee to access the parking lot where the charging station would be located or would there be a fee to use the charging station? No fees for access or use 12. Would the charging station be located in a parking lot or garage with limited hours of operation? No 13. How many parking spaces are in the lot or garage? More than 50 14. Typically, how full is the parking lot or garage? 50% 15. Is there fluctuation in parking lot use by season? A lot of fluctuation 16. Is there fluctuation in parking lot use by day of the week? A lot of fluctuation 17. Would the EV charging station be mounted on the wall of a building where the cord could run to the EV and not interfere with a pedestrian walkway? No 17B. How far from the building would the charging station be placed? Less than 50 feet 18. Is the parking lot paved? Yes 19. Is the parking lot prone to flooding or other events that might damage a charging station or plugged‐in EV? Yes 20. Would the EV charging station be located in a covered parking space? No 21. Would the EV charging station need to be placed where it would obstruct plowing or in a location where snow is stored in the winter? No 22. Would the EV charging station be in a preferred parking space? Yes 23. Are there lights illuminating the parking lot at night? No 24. Would the EV charging station and parking space be visible from the road or entrance to the parking lot or garage? No 25. Does the existing electrical panel have 4 extra slots and 80 amps of available capacity for a dual port Level 2 charging station? Don’t Know 26. How recently has major electrical work been performed at this location? Within 10 years 27. How far is the electrical panel from the point of the building closest to where the charging station would be located? 10 ‐ 50 feet Highest Scoring Answer Lowest Scoring Answer Mid‐range Scoring Answer Electric Vehicle Infrastructure Plan in Tompkins County: New Charging Station Site Suitability C‐20 Ithaca-Tompkins Regional Airport (48) 2. Do you own or lease the parking lot where the EV charging station will be installed? Own 3. Do you own or lease the building where electricity will be drawn for the EV charging station? Own 4. What is the predominant land use for the EV charging station site? Government 5. Which venue best describes the proposed EV charging station location? Transportation Hub 6. How long do drivers typically park their vehicles at this location? More than 8 hours 7. Is this location used for any special event parking? No 8. How far is this location from a busy road used to travel between cities (typically an interstate, US highway, or State route)? 0.5 – 1 mile 9. Which potential EV drivers are expected to use the charging station? General Public 10. Would an EV driver require a permit, sticker, or card to access the parking lot where the charging station is located? No 11. Is there a fee to access the parking lot where the charging station would be located or would there be a fee to use the charging station? Fee to park and to use the station 12. Would the charging station be located in a parking lot or garage with limited hours of operation? No 13. How many parking spaces are in the lot or garage? More than 50 14. Typically, how full is the parking lot or garage? 75% 15. Is there fluctuation in parking lot use by season? Minimal fluctuation 16. Is there fluctuation in parking lot use by day of the week? Some fluctuation 17. Would the EV charging station be mounted on the wall of a building where the cord could run to the EV and not interfere with a pedestrian walkway? No 17B. How far from the building would the charging station be placed? More than 200 feet 18. Is the parking lot paved? Yes 19. Is the parking lot prone to flooding or other events that might damage a charging station or plugged‐in EV? No 20. Would the EV charging station be located in a covered parking space? No 21. Would the EV charging station need to be placed where it would obstruct plowing or in a location where snow is stored in the winter? No 22. Would the EV charging station be in a preferred parking space? Yes 23. Are there lights illuminating the parking lot at night? Yes 24. Would the EV charging station and parking space be visible from the road or entrance to the parking lot or garage? No 25. Does the existing electrical panel have 4 extra slots and 80 amps of available capacity for a dual port Level 2 charging station? No 26. How recently has major electrical work been performed at this location? More than 20 years ago 27. How far is the electrical panel from the point of the building closest to where the charging station would be located? More than 100 feet Highest Scoring Answer Lowest Scoring Answer Mid‐range Scoring Answer To: Planning & Economic Development Committee From: Megan Wilson, Senior Planner Date: February 2, 2017 RE: Proposal to Amend Chapter 336, Article II, “Stewart Park,” of the City Municipal Code to Allow Dogs in Portions of Stewart Park At last month’s meeting, the Planning & Economic Development Committee discussed a proposal to allow dogs in Stewart Park. Based on input from the Parks Commission, the Board of Public Works, and the Cayuga Bird Club, the Committee directed staff to draft an ordinance to allow on-leash dogs in most of Stewart Park, with the provision that dogs would remain prohibited in the Fuertes Bird Sanctuary and within 100’ of the Swan Pond. The proposed ordinance was circulated for public comment, and comments submitted to date are attached for your review. An environmental review for this action has been prepared, and a draft Short Environmental Assessment Form (SEAF) is attached for your review. Staff will attend the Planning & Economic Development Committee meeting on February 8th to discuss the proposed ordinance and answer any questions. If you have questions prior to the meeting, please contact me at 274-6560 or mwilson@cityofithaca.org. CITY OF ITHACA 108 E. Green Street — 3rd Floor Ithaca, NY 14850-5690 DEPARTMENT OF PLANNING, BUILDING, ZONING, & ECONOMIC DEVELOPMENT Division of Planning & Economic Development JOANN CORNISH, DIRECTOR OF PLANNING & DEVELOPMENT Telephone: Planning & Development – 607-274-6550 Community Development/IURA – 607-274-6559 Email: dgrunder@cityofithaca.org Email: iura@cityofithaca.org From: Sandra Cook Sent: Monday, January 23, 2017 10:50 PM To: Deborah Grunder Subject: Dogs at Stewart Park It’s about time! Let’s see this be approved. People like to walk their dogs on the trail. Ithaca lost a lot of tourists when they turned they decided not to allow dogs on the Commons. People go to Watkins Glen and Corning as they can take their dogs with them. Sincerely, Sandra Cook 115 E York Street Ithaca, NY 14850 As a native Ithacan who enjoys going to Stewart Park with my family, I heartily support the new ordinance amendment allowing dogs in Stewart Park. I would love to legally be allowed to take my whole family, including my kids and dog, there to play together. Thank you! -Nina Chaopricha From: David Daprix Sent: Thursday, January 19, 2017 8:09 PM To: Deborah Grunder Subject: dogs in stewart park Hello Ms. Grunder, I enthusiastically support dogs n Stewart Park (and I don't even own one). I have never understood why dogs were not allowed. I would even like them to be off leash, as they were when I was young, and as they were at Cornell when I started working there. But I know we will have to settle for dogs on leash. Thank you, David D'Aprix I think I'm a few steps behind on this conversation. I think that the language of "adequate collar and leash" needs to be more specific, as many dog owners will claim that a 30' retractable leash is adequate. My dog's leash is 66", which I think is roughly standard. Donna ******* Donna Fleming Alderperson, Third Ward City of Ithaca Common Council Hello Megan: I have been walking the Cayuga Waterfront Trail regularly since I retired last year. I see no problems with having dogs on leash on the Trail and in the Park. I enjoy seeing them out and about. I do wonder how you will 'sign' and enforce the on leash requirement, especially to keep the dogs away from the Swan Pond and Fuertes Sanctuary. I'm asking because of my experience with bicyclists ignoring Trail signs. Rarely does the person bicycling the Trail off the south end of the Park dismount and walk over the two bridges. I've seen at least two sets of pedestrians forced out of the way of an oncoming cyclist. I was exasperated enough to stop one woman who had just ridden over both bridges and tell her she was supposed to be walking. She said she had totally missed the sign. (She had just ridden by two signs.) She was either flouting the rules, or the two signs aren't catching the eye of responsible cyclists. I got up close to a Red-Tailed Hawk dozing on a downed tree at the Swan Pond the other day. I'd like everyone to have that experience, and for the Red-Taileds to be able to nap without being disrupted by a meandering dog. Thank you, Kathy Chiang Proposed Resolution Planning & Economic Development Committee February 8, 2017 An Ordinance to Amend Chapter 336, Article II, “Stewart Park,” of the City Municipal Code to Allow Dogs in Portions of Stewart Park – Declaration of Lead Agency for Environmental Review WHEREAS, State Law and Section 176-6 of the City Code require that a lead agency be established for conducting environmental review of projects in accordance with local and state environmental law, and WHEREAS, State Law specifies that, for actions governed by local environmental review, the lead agency shall be that local agency which has primary responsibility for approving and funding or carrying out the action, and WHEREAS, the proposed ordinance is an “Unlisted” Action pursuant to the City Environmental Quality Review (CEQR) Ordinance, which requires environmental review under CEQR; now, therefore, be it RESOLVED, that the Common Council of the City of Ithaca does hereby declare itself lead agency for the environmental review of the adoption of an ordinance to amend Chapter 336, Article II, “Stewart Park,” of the City Municipal Code. Proposed Resolution Planning & Economic Development Committee February 8, 2017 An Ordinance to Amend Chapter 336, Article II, “Stewart Park,” of the City Municipal Code to Allow Dogs in Portions of Stewart Park – Determination of Environmental Significance WHEREAS, the City of Ithaca is considering an amendment to Chapter 336, Article II of the Municipal Code to allow on-leash dogs in most areas of Stewart Park, and WHEREAS, appropriate environmental review has been conducted including the preparation of a Short Environmental Assessment Form (SEAF), dated February 2, 2017, and WHEREAS, the proposed ordinance has been distributed for public comment and has also been distributed for review by the City of Ithaca Conservation Advisory Council, the City of Ithaca Planning and Development Board, and City staff, and WHEREAS, the proposed action is an “Unlisted” Action under the City Environmental Quality Review Ordinance, and WHEREAS, the Common Council of the City of Ithaca, acting as lead agency, has reviewed the SEAF prepared by planning staff; now, therefore, be it RESOLVED, that this Common Council, as lead agency in this matter, hereby adopts as its own the findings and conclusions more fully set forth in the Short Environmental Assessment Form, dated February 2, 2017, and be it further RESOLVED, that this Common Council, as lead agency in this matter, hereby determines that the proposed action at issue will not have a significant effect on the environment, and that further environmental review is unnecessary, and be it further RESOLVED, that this resolution constitutes notice of this negative declaration and that the City Clerk is hereby directed to file a copy of the same, together with any attachments, in the City Clerk’s Office, and forward the same to any other parties as required by law. 1/19/17 Page 1 of 1 An Ordinance Amending Chapter 336, Article II, “Stewart Park,” of The Municipal Code Of The City Of Ithaca to Allow Dogs in Portions of Stewart Park WHEREAS, Stewart Park is the only City park where dogs are not permitted, and this prohibition is often not adhered to and rarely enforced, and WHEREAS, the completion of the Cayuga Waterfront Trail has brought an increase in the number of dogs as more people travel through and visit the park with their pets, and WHEREAS, neither the City’s Parks Commission nor the Board of Public Works have received complaints about dogs in the park and both have recommended that the City amend the Municipal Code to allow dogs in the park, and WHEREAS, due to concerns about possible disruptions to Stewart Park’s bird population, dogs will not be allowed in the Fuertes Bird Sanctuary or around the Swan Pond; now, therefore, BE IT ORDAINED AND ENACTED by the Common Council of the City of Ithaca, as follows: ORDINANCE NO. Section 1. Section 11, Dogs, of Chapter 336, Article II, Stewart Park is hereby amended to read as follows: Dogs shall be permitted in the park but shall not be permitted in the Fuertes Bird Sanctuary or within 100’ of the Swan Pond. This provision shall not apply to Seeing Eye dogs, service animals providing assistance to people with disabling conditions, and police working dogs. All dogs shall be restrained by an adequate collar and leash while in the park. Exception to these requirements are by permit only, which may be granted by the Superintendent of Public Works or his/her authorized agent. No dogs shall be permitted in the park. This provision shall not apply to Seeing Eye dogs, service animals providing assistance to people with disabling conditions, and police working dogs. Exception to this prohibition is by permit only, which may be granted by the Superintendent of Public Works or his/her authorized agent. Section 2. Effective date. This ordinance shall take effect immediately and in accordance with law upon publication of notices as provided in the Ithaca City Charter. TO: Planning & Economic Development Committee FROM: Megan Wilson, Senior Planner DATE: February 2, 2017 RE: Temporary Community Altar in DeWitt Park On behalf of Your Art Club, Charity Burger and Christina Coleman have submitted a proposal to install a temporary altar in DeWitt Park. The altar would provide an opportunity for members of the community to contribute items of personal significance and serve as a place to gather, reflect, and remember. The installation would be in place for one month, and the project organizers would disassemble the altar at the conclusion of the month. Your Art Club has committed to daily monitoring of the installation and will remove any offensive or inappropriate contributions as well as any garbage that may accumulate. The full project proposal is attached for your review. The Public Art Commission (PAC) reviewed the proposal at its December meeting. Because the proposal is for a temporary installation, the PAC did not provide a formal recommendation but offered several questions for the organizers to consider, including the size and design of the altar, monitoring/curating of the installation, and removal of the altar at the conclusion of the event. City staff also expressed concerns about vandalism, the collection of garbage, and loose items being blown around the park. Based on this feedback, Your Art Club revised their proposal to include the daily monitoring and prepared a proposed design. The Parks Commission reviewed the revised proposal and was supportive of the installation, provided that (1) the installation does not exceed one month; (2) Your Art Club monitors the altar daily; and (3) City Forester Jeanne Grace be provided with contact information of the project organizers to ensure any issues can be addressed immediately. The Board of Public Works discussed the proposal in early January and was supportive of the project but was waiting on the Parks Commission’s recommendation. The Board is expected to vote on the project at its February 13th meeting. While this installation is temporary, it requires Common Council approval because it is located on parkland. Staff and the project organizers will attend the February 8th Planning & Economic Development Committee meeting to discuss the project and answer any questions. If you have questions prior to the meeting, please contact me at (607) 274-6560 or mwilson@cityofithaca.org. CITY OF ITHACA 108 East Green Street — 3rd Floor Ithaca, New York 14850-5690 DEPARTMENT OF PLANNING, BUILDING, ZONING & ECONOMIC DEVELOPMENT Division of Planning & Economic Development JOANN CORNISH, DIRECTOR OF PLANNING & DEVELOPMENT PHYLLISA A. DeSARNO, DEPUTY DIRECTOR FOR ECONOMIC DEVELOPMENT Telephone: Planning & Development – 607-274-6550 Community Development/IURA – 607-274-6559 Email: dgrunder@cityofithaca.org Email: iura@cityofithaca.org Fax: 607-274-6558 Fax: 607-274-6558 Community Altar Proposal Art Club, an established local art organization (yourartclub.com), would like to get a permit to put up a temporary art installation in Dewitt Park. We have contacted the First Presbyterian Church and have received their approval for the project. We have also proposed the project to The Board of Public Works and The Parks Commission. Both are in favor of the installation. We are awaiting the official vote from The Board of Public Works. The installation also seems to be of public interest. We have been receiving emails from local newspapers and radio stations wanting to talk to us about the project. The installation would consist of a freestanding structure that will be roughly 2 feet wide, 4 ½ feet long, and 4 feet high. It will consist of a slightly raised platform with a series of wooden boxes securely attached, which create intimate spaces for the community to place their contributions. This whole structure would then be covered by a roof to somewhat shield it from the elements (see attached sketch and photos of examples of the boxes). The structure would be in place for one month. Art Club would tend to and curate the installation daily for the duration of the project. We will give our contact information to Jeanne Grace, the City Forester so that the city can reach us if any problems arise. Art Club would also be solely responsible for the installation and timely removal of the project from the park. How we understand the projects effect on public space: - We understand Dewitt is a quiet park and do not believe this project would cause noise pollution. - We do not foresee litter or vandalism as the public predominantly respects public art. - We understand it is taking place in inclement weather conditions and will be affected. - We would like to place the structure on the open grass and thus will not interfere with park trees, memorials, sidewalks, etc. - In our daily tending to the space, we will be aware of safety issues and do our best to keep the project and surrounding area clean and safe. Project Description: Community Altar Art Club wishes to create an interactive community art installation that honors loss and holds a space for grief. We would like to place a freestanding structure in Dewitt Park and invite people to place a meaningful object on it alongside the rest of the community’s contributions. We believe the gesture will mean something unique to each person. The project encourages participants to join in the vulnerable act of sharing something personal at the collective level. The project is meant to be secular, all-inclusive, a ritual for everyone to take part in regardless of belief. Loss is universal. It will be a space for reflection and reverence and contemplation of some of life’s bigger questions concerning transience, meaning and love. It will be a space for notes and keepsakes, mementos and souvenirs, photos and poems. The project will leave plenty of room for personal interpretations and expression while providing ritualized nudges towards introspection, connection, and transformation. Through the physical inscription of memories left at the structure, and in turn through reading the inscriptions of others, participants will be able to share, ritualize, and transform private grief into public expression in ways that are generally unavailable to many contemporary Americans. We believe that the structure, once complete and filled with remembrance will be something consecrated and significant to the community. The project will be left in place for one month. It is intended to be impermanent reflecting the impermanence of life. It is not only a place to share stories of loss, but also of letting go. Planning & Economic Development Committee Proposed Resolution February 8, 2017 Resolution to Approve a Temporary Community Altar in DeWitt Park WHEREAS, the City has received a proposal from Christina Coleman and Charity Burger, on behalf of Your Art Club, to install a temporary community altar in DeWitt Park, and WHEREAS, as part of the project, individuals would be invited to place a meaningful object on the altar as a way for the community to gather, reflect, and remember, and WHEREAS, the Public Art Commission (PAC) reviewed the proposal in December 2016, and while the PAC did not provide a formal recommendation, they offered several questions for the project organizers to consider including the size and design of the altar, monitoring/curating of the installation, and removal of the altar at the conclusion of the event, and WHEREAS, at its meeting in early January, the Board of Public Works (BPW) was supportive of the installation, pending a recommendation from the Parks Commission, and will vote on the proposal at its meeting on February 13, 2017, and WHEREAS, in response to discussions at the PAC and BPW meetings, the project organizers made some changes to the original proposal, including daily monitoring of the installation and a tentative design, and WHEREAS, members of the Parks Commission were supportive of the proposed temporary community altar provided that the installation be limited to one month and that Your Art Club monitors the contributions to the altar as well as its condition daily, and WHEREAS, pursuant to City Code Chapter 170 “Use of City Real Property”, any nontransitory use of City parkland requires a license, and specifies that the use fee be waived for any minor encroachment; and WHEREAS, Section 170-5(G) vests in the Common Council sole authority to grant approval of any license to make nontransitory use of City parkland; and; now, therefore, be it RESOLVED, That Common Council finds that the proposed art installation constitutes a public recreation-related use of DeWitt Park and is not expected to significantly compromise the public’s ability to enjoy the park as intended; and be it further RESOLVED, That Common Council approves the installation of Your Art Club’s proposed community altar in DeWitt Park for a period not to exceed 30 days, and be it further RESOLVED, That Your Art Club may proceed with the installation upon the execution of an agreement with the City as reviewed by the City Attorney, with such agreement requiring the artists, on a daily basis, to clean-up and maintain the area surrounding the installation, and upon termination of the license period, to remove the altar and deliver the premises in as good order and condition as at commencement of the installation. TO: Planning and Economic Development Committee FROM: Jennifer Kusznir, Economic Development Planner DATE: February 2, 2017 RE: City/Downtown Ithaca Alliance Memorandum of Understanding for Downtown Shared Operations and Maintenance The purpose of this memo is provide information regarding the ongoing maintenance and operations of the Downtown Business Improvement District (BID). The Downtown Ithaca Alliance (formerly known as the Downtown Ithaca Business Improvement District) was created in 1997 to provide supplemental services for the Ithaca Commons and the 22 blocks of downtown bounded by Clinton Street, Albany Street, a line between Buffalo and Court Streets, and Schuyler Place/Gateway/South Aurora Street. Business improvement districts (BIDs) exist to provide supplemental services over and above those normally and customarily provided to city residents and business districts- typically known as base services. State law requires that BIDs and municipalities clearly delineate base services as “those provided by the municipality prior to the establishment of the district.” N.Y. Gen. Mun. Law § 980- j(a). In 1998, the City and the DIA entered into a memorandum of understanding that outlined these base level services. This document was updated by a resolution in 2007 and is now being updated again. Enclosed please find a draft of the Memorandum of Understanding for Base Level Services. Staff has reorganized this memorandum of understanding into two documents, in order to distinguish between base level services and the overall work plan for the total operations and maintenance for the BID. The memorandum of understanding outlines the legal agreement between the City and the DIA which describes all of the base level services that are agreed upon. This document will be signed by both the City and the DIA and is intended to be a long term agreement. The second document is a work plan that outlines all of the tasks required for the total maintenance and operations and is intended to be re-visited and updated annually based on staffing responsibilities, programming, general maintenance needs, and funding availability. Enclosed for your consideration is a resolution authorizing the Mayor to sign the memorandum of understanding on behalf of the City. If you have questions or require additional information, please feel free to contact me. CITY OF ITHACA 108 E. Green Street — 3rd Floor Ithaca, NY 14850-5690 DEPARTMENT OF PLANNING, BUILDING, & ECONOMIC DEVELOPMENT JOANN CORNISH, DIRECTOR OF PLANNING & ECONOMIC DEVELOPMENT PHYLLISA A. DeSARNO, DEPUTY DIRECTOR FOR ECONOMIC DEVELOPMENT Telephone: Planning & Development – 607-274-6550 Community Development/IURA – 607-274-6559 Email: dgrunder@cityofithaca.org Email: iura@cityofithaca.org Fax: 607-274-6558 Fax: 607-274-6558 1 2/2/2017 Draft Memorandum of Understanding for Base Level Services between the City of Ithaca and the Ithaca Downtown Business Improvement District – Resolution 1. WHEREAS, Business improvement districts (BIDs) exist to provide supplemental services over and above those normally and customarily provided to city residents and business districts- typically known as base services, and 2. WHEREAS, the Downtown Ithaca Alliance (formerly known as the Downtown Ithaca Business Improvement District) was created in 1997 to provide supplemental services for the Ithaca Commons and the 22 blocks of downtown bounded by Clinton Street, Albany Street, a line between Buffalo and Court Streets, and Schuyler Place/Gateway/South Aurora Street, and 3. WHEREAS, State law requires that BIDs and municipalities clearly delineate base services as those provided by the municipality, and 4. WHEREAS, the City and the Ithaca Downtown Business Improvement District, Inc., entered into a Base Level Services Memorandum of Understanding on April 21, 1998, and 5. WHEREAS, the agreement was last updated in September of 2006, and 6. WHEREAS, for several months City staff has been working with staff from the DIA in order to update the memorandum of understanding to reflect current programming and funding conditions, and 7. WHEREAS, Staff has reorganized this memorandum of understanding into two documents, in order to distinguish between base level services and the overall work plan for the total operations and maintenance for the BID, and 8. WHEREAS, the memorandum of understanding outlines the legal agreement between the City and the DIA which describes all of the base level services that are agreed upon, and 9. WHEREAS, the memorandum of understanding is intended to be a longer term agreement that is signed by the City and the DIA, and 10. WHEREAS, the work plan that outlines all of the tasks required for the total maintenance and operations, is intended to be re-visited and updated annually based on staffing responsibilities, programming, general maintenance needs, and funding availability, and NOW THEREFORE, be it 1. RESOLVED, that the City and the DIA agree that the Memorandum of Understanding shall be modified, be it further 2 2. RESOLVED, that the Common Council authorizes the Mayor to sign and execute the memorandum of understanding between the City and the DIA, and be it further 3. RESOLVED, that the Common Council directs staff to work with the DIA to annually update the work plan for the operations and maintenance of the Downtown Business Improvement District. MEMORANDUM OF UNDERSTANDING BETWEEN THE CITY OF ITHACA AND THE DOWNTOWN ITHACA ALLIANCE THIS MEMORANDUM OF UNDERSTANDING (MOU) is made by and between THE CITY OF ITHACA (the “City”), and the DOWNTOWN ITHACA ALLIANCE (“DIA”). PRELIMINARY STATEMENT This MOU is intended to define base level services for the ongoing maintenance and operations of the Ithaca Commons, subject to the remainder of this Preliminary Statement and subject to the terms set out at the end of this MOU under “MOU Term and Limitations”. The Downtown Ithaca Alliance (formerly known as the Downtown Ithaca Business Improvement District) was created in 1997 to provide supplemental services to 22 blocks of downtown bounded by Clinton Street, Albany Street, a line between Buffalo and Court Streets, and Schuyler Place/Gateway/South Aurora Street. (See attached BID map). This area includes the three block Commons pedestrian mall. Business improvement districts (BIDs) exist to provide supplemental services over and above those normally and customarily provided to city residents and business districts- typically known as base services. State law requires that BIDs and municipalities clearly delineate base services as “those provided by the municipality prior to the establishment of the district.” N.Y. Gen. Mun. Law § 980-j(a). The services/activities performed by the City listed below greatly exceed the base services provided by the City prior to the DIA’s formation in 1997, and indeed greatly exceed the level of services/activities provided by the City in most other areas of the City today. However, due to the City’s unwavering commitment to a vibrant and thriving downtown, the City has expanded the services/activities provided by the City to the Commons, and agrees, on a non-binding basis, to categorize these updated services/activities as base services for purposes of this non-binding MOU. ONGOING MAINTENANCE AND OPERATIONS The City and the DIA agree to attend joint meetings each year starting no later than March 1st, in order to begin planning for maintenance and operations of the Ithaca Commons for the upcoming season. The DIA and the City further agree to develop an agreed upon work plan that will outline general needs and tasks and outline responsible parties for the ongoing maintenance and operations of the Commons. The work plan is expected to be updated on an annual basis in advance of the City budget and capital improvement schedule in order to provide details for any additional municipal funding requests. BASE SERVICES The following services are acknowledged by the City and the DIA as being base services, as that term is defined in the Preliminary Statement to this MOU. 1. Safety, Security, and Public Behavior The City shall be responsible for providing the following: ‐ Downtown beat 24/7 coverage, including garages, with a goal of having dedicated officers for the 1st and 2nd shifts, and a goal of avoiding pulling the downtown beat officer off of the Commons to go to other areas The DIA will be responsible for providing the following: ‐ Provide regular input to assigned police officers and to Department leadership on downtown issues and concerns ‐ Provide regular feedback on police visibility ‐ If non-professional security is needed for events,, such as overnight watch security or extra crossing guard assistance, the DIA shall be responsible for providing such assistance 2. Communication The City shall be responsible for the following: ‐ IPD staff to meet quarterly with DIA representatives to discuss issues and concerns. ‐ maintaining a goal of providing immediate access for DIA staff to downtown beat officers The DIA will be responsible for the following: ‐ Meet quarterly with City Police representatives to discuss issues and concerns. ‐ Provide timely access for Police staff to DIA personnel 3. Cleaning and General Maintenance The City shall be responsible for the following: - The City will provide for weekly mechanized sweeping during spring, summer, and fall months (typically Apr – Oct) for the following: the perimeter sidewalks of the superblock, the 100 West State Street block, the 100 North and 100 South Cayuga Street blocks, the 300 East State Street block, the 100 North Aurora Street block, the 100 and 200 East Green Street blocks (north side), the Creek walk pedestrian way, and the 100 and 200 East Seneca Street blocks (south side). ‐ Provide mechanized sweeping of the Commons surface and Home Dairy Alley/Butterfly Alley on a daily basis between April and October subject to appropriate weather ‐ When undertaking mechanized sweeping during 1st or 2nd shifts, to conduct any needed hand litter clean up during or following mechanized tours. This shall occur on a daily basis during appropriate weather and seasons (typically Apr- Oct) during morning hours. ‐ To provide hand litter pick up on the following blocks during the spring, summer and fall months (typically Apr-Oct) at least twice weekly: the perimeter sidewalks of the superblock, the 100 West State Street block, the 100 North and 100 South Cayuga Street blocks, the 300 East State Street block, the 100 North Aurora Street block, the 100 and 200 East Green Street blocks, the Creek Walk pedestrian way, and the 100 and 200 East Seneca Street blocks. ‐ To provide hand litter pick up on the Commons (including Home Dairy Alley and Butterfly alley) on a daily basis following City mechanized sweeping for the period April – October. ‐ To provide hand litter pick up for the balance of the Downtown district (excluding the Commons) at least once a week for the period April – October. ‐ To conduct periodic street sweeping in downtown. ‐ To conduct mechanized and/or hand-held sidewalk power washing as needed on the following blocks: the perimeter sidewalks of the superblock, the 100 West State Street block, the 100 North and 100 South Cayuga Street blocks, the 300 East State Street block, the 100 North Aurora Street block, the 100 and 200 East Green Street blocks, the Creek walk pedestrian way, and the 100 and 200 East Seneca Street blocks. ‐ To assist in training DIA ambassador staff to use power washing equipment, when alternate agreements permit the usage of City equipment. ‐ To provide power washing/cleaning of the Commons (including home Dairy Alley and Butterfly Alley) on an as needed basis, between April and October. ‐ To monitor and repair any loss of paver joint sand due to power washing on a periodic basis as necessary and appropriate, but not less than once each year. The DIA shall be responsible for the following: ‐ To identify to City Commons crew problem areas requiring more frequent cleaning as needed and appropriate. ‐ Supplemental litter pickup on the ground and in the planters 4. Trash/Recycling The City shall be responsible for the following: ‐ To deploy and empty trash cans along the following blocks as needed: the perimeter sidewalks of the superblock, the 100 West State Street block, the 100 North and 100 South Cayuga Street blocks, the 300 East State Street block, the 100 North Aurora Street block, the 100 and 200 East Green Street blocks, the Creek walk pedestrian way, and the 100 and 200 East Seneca Street blocks. ‐ To monitor illegal use of trash cans for the dumping of household and/or business garbage and to implement steps to fine abusing parties. ‐ To provide a location for the temporary storing of trash bags from cans and to dispose of trash bags on a timely basis so as to avoid odor and unsightly piles. ‐ To inspect Commons area trash receptacles on a daily basis. ‐ To commit to strive to reduce the number of stand-alone dumpsters and recycling containers in the downtown superblock and contiguous block areas. ‐ To provide a facility for downtown business to utilize a shared trash compactor and shared recycling compactor for as long as the City is able to offer this service. ‐ Should the City opt out of such a service, to first negotiate an arrangement with another private entity to provide shared trash and recycling service. ‐ To provide public right of way space at no cost for shared compactor programs in an effort to minimize cluster and improve the aesthetics of downtown. ‐ Upon the construction of the Harold’s Square (or equivalent) project or upon the rebuilding or reconstruction of the Green Garage, the City and DIA shall collaborate on a plan to relocate the existing shared compactors. 5. Snow Removal The City shall be responsible for the following: ‐ To provide timely snow plowing on key downtown sidewalks (off the Commons) including the following: 100 West State Street, 300 East State Street, 100 North and 100 South Cayuga Street, 100 North and 100 South Cayuga Streets, Northside of Green Street in the 100 West and 100 - 200 East blocks, Southside of Aurora in the 100 North block, the Southside of Seneca in the 100 and 200 North blocks, and along the frontage of the Seneca Garage on East Seneca, North Tioga and North Aurora Streets. ‐ The City Commons crew, supported by other City staff as necessary, shall be responsible for the timely plowing of snow on the Commons, including Home Dairy Alley and Butterfly Alley. ‐ To maintain safe walkways on the Commons. ‐ The piling of snow should be done in a manner that recognizes the Commons as both a pedestrian travel zone and a place of ongoing commerce. The DIA shall be responsible for the following: ‐ To provide supplemental assistance to City crews in hand snow shoveling on the Commons as needed when city crews are deployed elsewhere in downtown or are not available on a timely basis. 6. Graffiti Removal The City will be responsible for the following: ‐ Remove graffiti on a timely basis from public buildings and public property in downtown. ‐ Collaborate with the DIA on the selection and acquisition graffiti remover products. ‐ The City shall be solely responsible for the removal of large tags- exceeding six (6) SF on public property. ‐ Work to identify and apprehend persons responsible for graffiti tags. ‐ Notify property owners of their responsibility to remove tags from their property (Bldg. Dept.). Role of the DIA: ‐ Identify and report graffiti tags to the City on a timely basis. ‐ Provide supplemental assistance in the removal of small tags (under six (6) SF) from public property. ‐ The DIA shall take the lead role in removing small graffiti tags from private property, but only with the consent of property owners. ‐ Collaborate with City crews on the selection and procurement of appropriate graffiti remover. 7. Lighting The City shall be responsible for the following: ‐ The City shall maintain City owned downtown district lights in good working condition, ensuring that burnt/dead light bulbs are replaced on a timely basis, and repairing or replacing broken or downed poles in a timely manner (City Electrician). The DIA shall be responsible for the following: ‐ Identify and report problems with street lights in the downtown district to the City on a timely basis. 8. Repair The City shall be responsible for the following: ‐ The responsibility for ongoing repair and replacement of Commons infrastructure. ‐ Each fall prior to freezing weather, the City shall repair joint paver sand removed by routine power washing and cleaning. ‐ Replace and/or repair broken or stolen Commons amenities on a timely basis, whenever replacement items are available. ‐ Maintain and repair broken sidewalks Role of the DIA ‐ The DIA is responsible for daily monitoring of Commons amenities and shall report problems pertaining to damaged, worn, or missing items to the City in a timely fashion. ‐ Monitor sidewalks in the BID and report any issues or problems to the DPW in a timely fashion. 9. Plantings and Landscaping Maintenance The City shall be responsible for the following: ‐ The City shall be responsible for the maintenance, watering, and pruning/replacement of Commons trees and shrubs. ‐ Dead or diseased trees or shrubs should be removed and replaced in a timely fashion. ‐ Each year, the City and DIA shall prepare a watering plan that designates and assigns responsibilities for watering of the various Commons planting beds. ‐ The City shall maintain and make available to the DIA water spigots for the maintenance of Commons planting beds and for other maintenance and DIA special events purposes. ‐ Provide necessary soil and mulch for Commons planters, both movable and permanent. ‐ The City DPW (Forester) shall be responsible for the periodic tree and bush trimming and replacement as necessary. ‐ A plan for Commons tree management shall be prepared and followed on an annual basis to ensure the urban street trees planted on the Commons are both healthy and sized appropriately for the pedestrian mall. ‐ The City is responsible for the maintenance, repair, and replacement of tree grates and/or tree pits in downtown. ‐ Broken tree grates and/or tree pits that pose dangers to pedestrian safety should be repaired in a timely manner. ‐ The City Commons crews shall work with DIA ambassadors and CCE workers to haul away weeds and bedding debris. ‐ City crews shall be responsible for weed control and removal in public plazas and sidewalks on the Commons and the surrounding adjacent Commons blocks. ‐ Role of the DIA ‐ The DIA, working with the Tompkins County Room Tax Program and its contractor- Cornell Cooperative Extension (CCE), will be responsible for annual flower plantings in the movable and the small permanent annual gardens. ‐ The DIA will undertake Common planting bed and planter watering in conjunction with the annual watering plan prepared by the Director of the City Commons crew and the DIA Operations Director. ‐ It is important to note that the current planting program is made possible from grants received from the Tompkins County Room Tax Program. Should funding from the Room Tax program be reduced or eliminated, the City and the DIA will need to jointly meet to collaborate on a new strategy for Commons planting. ‐ DIA shall be responsible for supplemental weed control and removal in public plazas and sidewalks on the Commons and the surrounding adjacent Commons blocks. ‐ The DIA shall take the lead in weeding of Commons planter beds, with assistance from Commons Crews. ‐ The DIA shall report to the City Commons crew on a daily basis the need to haul/remove any weed or planting bed debris piles. ‐ The DIA shall work with CCE to spread soil and mulch as necessary. ‐ The DIA shall monitor tree grates and tree pits and reports any issues or problems to the City DPW on a timely basis. ‐ The DIA shall monitor trees in the district and report issues or problems to the DPW for remedy. 10. Capital Maintenance Plan The City shall be responsible for the following: ‐ To create a long term, multi-year plan for capital maintenance and replacement for the Commons and its various elements, features, and amenities. ‐ The City shall work with the DIA to develop both capital replacement and annual maintenance plans for the downtown district. Role of the DIA ‐ To assist the City in the creation of a long term, multi-year capital maintenance and replacement plan for the Commons and the Downtown District. 11. Water Usage The City shall be responsible for the following: ‐ Maintain and keep in good working order the water spigots for the Commons. ‐ In the event of a drought, the City will work with the DIA to attempt find alternate sources of water. 12. Parking The City shall be responsible for the following: ‐ The City (DPW parking staff and/or the City’s designee in the case of Cayuga Garage) shall be responsible for the daily monitoring, cleaning, maintenance, and repair of downtown City garages) inspections of stairwells and elevators for cleanliness and operability. ‐ Daily cleaning shall consist of litter patrol and pick up, light bulb replacement, as well as sweeping (during appropriate seasons) of the garages. ‐ The City crews shall remove graffiti tags from the garages on a timely basis. ‐ The City shall maintain an ongoing elevator maintenance program in order to repair broken elevators on a timely basis. ‐ The City (BPW) is responsible for the annual setting of parking rates. ‐ The City shall consult with the DIA prior to setting rates to better understand and receive input on rate structure from the downtown stakeholder/user community and will explore alternative parking options, such as merchant validation and merchant discount programs. Role of the DIA ‐ The DIA shall conduct regular monitoring of the garages and report any issues or problems to the City Parking Director on a timely basis. ‐ The DIA shall communicate with merchants and the business community to determine their parking needs and relay that information to the City. 13. Home Dairy Alley, Butterfly Alley, and Baby Bank Alley The City shall be responsible for the following: ‐ The City shall maintain a public right of way easement in Home Dairy Alley. ‐ The City shall be responsible for the maintenance and repair of Home Dairy Alley and the area known as Butterfly Alley underneath the Green Garage. ‐ The City shall negotiate with the abutting buildings to ensure that there is adequate and sufficient sidewalk street light for Home Dairy Alley and Butterfly Alley. ‐ The City is the owner of the alley located perpendicular to Bank Alley, adjacent to the Tompkins Trust Company and behind the Commons storefronts on the northside of the pedestrian mall. ‐ The City shall work with abutters to maintain a clean, litter and debris free alley. ‐ The City shall maintain and repair the large poster cabinets located in Home Dairy Alley. Role of the DIA ‐ The DIA shall include Home Dairy Alley and Butterfly Alley in its supplemental cleaning program. ‐ The DIA shall be able to use the city-owned poster cabinets in Home Dairy Alley for the display and posting of downtown information as well community events and activities. ‐ The DIA shall be able to use temporary signage in the Butterfly Alley area to promote DIA sanctioned downtown programs, events, and promotions. ‐ The DIA shall monitor the condition of Baby Bank Alley and report any issues or problems to the DPW on a timely basis. 14. Special Events The City shall be responsible for the following: ‐ The City DPW crews shall review DIA post major event conditions and report them to the DIA for immediate remedy. If the DIA is unable or unwilling to correct conditions on a timely basis, the City DPW shall correct these conditions and bill the DIA for the cost of such remedies. ‐ The City shall provide a staging/collection area for the DIA to stockpile trash during major DIA events. ‐ The City shall provide the DIA with additional trash receptacles at no additional cost for trash management during major permitted events. The City shall exempt the DIA from special event permit fees for major events that are mutually identified for such exemption by both the City and the DIA. Role of the DIA ‐ The DIA is responsible for cleaning up immediately after every DIA organized downtown event, returning the venue to a normal, every-day condition. This should be done in a timely fashion, no more than 24 hours after the end of any event. ‐ The DIA will be responsible for the collection of extra-ordinary trash generated by permitted DIA major special events. 15. Electrical Usage The City shall be responsible for the following: ‐ Allowing the DIA use of electricity for its Downtown maintenance efforts, events and promotions at no charge. Use of electricity for events will require a normal permit from the City. 16. Public Art and Murals The City shall be responsible for the following: ‐ The City will continue to allow the DIA to maintain existing art pieces in the downtown. ‐ The City will continue to encourage the use of murals on both public and private spaces to enhance the aesthetics of the downtown district. ‐ Murals on city-owned spaces should receive the recommendation of the Public Arts Commission and approval from the Common Council. ‐ The City shall continue to provide insurance coverage for the temporary art pieces. ‐ The City shall assist in the installation, relocation and removal of art pieces, subject to advance notice and scheduling constraints. Role of the DIA ‐ The DIA shall be permitted to organize and implement a downtown outdoor temporary sculpture/art program, as funding allows. ‐ The DIA will involve appropriate City staff in the selection and placement of the art pieces. ‐ With the exception of insurance and installation, the DIA shall be responsible for the costs associated with any temporary art program the DIA organizes. ‐ The DIA owns and exhibits arts pieces in downtown and shall be permitted to allow such pieces to remain in place subject to City need of the occupied space for construction or some other issue that would require removal or relocation of the piece. The DIA shall be responsible for the maintenance and repair of these pieces. ‐ The DIA will work with the Public Arts Commission on locations for new permanent art pieces in the downtown on City owned property. ‐ The DIA will continue to pursue the use of murals as a tool for streetscape enhancement. MOU TERM AND LIMITATIONS Amendments to this MOU can be made at any time with the approval of both the City Common Council and the DIA Board of Directors. This MOU is intended to serve for seven (7) years from the signing of this document. However, both during the seven year term and thereafter, this MOU shall remain in force until it is modified, replaced, or terminated by either party at their sole discretion on not less than six (6) months’ written notice to the other party. Notwithstanding any other provision herein, this MOU shall under no circumstance legally bind the City or DIA to—or support the imposition of liability or equitable or injunctive relief for any failure to—provide or refrain from providing any service, or to act or refrain from acting in any manner whatsoever. Neither is it the intention of either party to this MOU that there be any third-party beneficiaries to this MOU, or that this MOU shall alter, expand or diminish any legal right or obligation of either party existing independent of this MOU. It is also recognized by the parties to this MOU that all services provided and commitments made by the City are subject to the budgetary discretion of the City or DIA and may vary above or below described or customary levels, those levels and descriptions in this MOU being aspirational only. 2016 Primary and Secondary Commons Annual Maintenance and Work Plan Daily Tasks Responsible Party Police Coverage-Goal of Visible Presence on the Commons IPD Security Camera Maintenance –Inspect and Make any Necessary Repairs or Adjustments DPW Act as a Liaison between merchants, police, and Commons Users Outreach Worker Ensure a high level of visibility to the general public on the primary and secondary Commons, providing a sense of security and reassurance CSO Provide mechanized sweeping of the Commons, Home Dairy Alley, Butterfly Alley between the months of April and October, and subject to appropriate weather conditions DPW During 1st or 2nd shifts, conduct any needed hand litter clean up during or following mechanized tours. DPW/DIA Ambassadors Unlock/unchain designated movable tables and chairs each morning and to secure the same tables and chairs each evening. DPW Provide the locks and cable needed to secure street furnishings. DPW To market the availability of shared compactor programs to downtown businesses. DIA Empty trash cans along the following blocks as needed: the perimeter sidewalks of the superblock, the 100 West State Street block, the 100 North and 100 South Cayuga Street blocks, the 300 East State Street block, the 100 North Aurora Street block, the 100 and 200 East Green Street blocks, the Creek walk pedestrian way, and the 100 and 200 East Seneca Street blocks. DPW Monitor illegal use of trash cans for the dumping of household and/or business garbage and to implement steps to fine abusing parties. DPW Provide a location for the temporary storing of trash bags from cans and dispose of trash bags on a timely basis so as to avoid odor and unsightly piles. DPW Inspect Commons area trash receptacles at least once each morning and afternoon.-This was daily trash removal DPW Identify and report full or over flowing cans to City crews DIA Provide supplemental assistance to City crews in emptying cans when City crews are unavailable or deployed on other assignments. DIA Identify cans in need of cleaning and report these cans to the City Commons crews. DIA Provide a facility for downtown businesses and residents to utilize a shared trash compactor and shared recycling compactor DPW Manage content of electronic kiosks, INCLUDING REGULAR CHECKS, NOT LESS OFTEN THAN DAILY, THAT THE CONTENT IS CORRECTLY DISPLAYINING ON THE KIOSKS. DIA Monitor Commons amenities and report problems pertaining to damaged, worn, or missing items to the City in a timely fashion. DIA Report to the City Commons crew on a daily basis the need to haul/remove any weed or planting bed debris piles. DIA Monitor the reading room program on a daily basis, including closing it up in inclement weather. DIA Provide supplemental cleaning services on the Creek Walk. Litter patrol shall be undertaken during Apr – Oct at least once daily. DIA Monitoring, cleaning, maintenance, and repair of downtown City garages. DPW Garage litter patrol and pick up and light bulb replacement, as well as sweeping DPW Monitor the garages and report any issues or problems to the City Parking Director on a timely basis. DIA Morning and Afternoon inspections of stairwells and elevators for cleanliness and operability. DPW Cleaning of parking garage stairs and elevator DPW Conduct regular monitoring of the garage stairwells and elevators and report any issues or problems to the City parking Director on a timely basis. DIA Report to the City the need to haul/remove weed or planting bed debris piles DIA Plant, Care, and maintain annual flower plantings in the movable and the small permanent annual gardens, including watering. DIA (CCE Staffed, TC Room tax Funded) Maintain perennial planter beds on the Commons. CITY Monitor the outdoor reading room program and close it in the event of inclement weather DIA Monitor Commons table umbrellas, including opening them in the morning, and closing and removing them in the evenings and in inclement weather. DIA-lead, CITY- assist Monitor the outdoor dining facilities for compliance with the designated boundaries and other program rules CITY/DIA Ensure that Pavilion lights are functioning properly DPW Daily Winter Tasks Responsible Party Provide timely snow plowing on key downtown sidewalks (off the Commons) including the following: 100 West State Street, 300 East State, 100 N. and 100 S. Cayuga Street, 100 N and 100 S. Cayuga Streets, Northside of Green Street in the 100W and 100 and 200 E blocks, Southside of Aurora in the 100 North block, the Southside of Seneca in the 100 and 200 North blocks, and along the frontage of the Seneca Garage. DPW Provide timely plowing of snow on the Commons, including Home Dairy Alley and Butterfly Alley. DPW Provide supplemental assistance to City crews in hand snow shoveling on the Commons as needed when city crews are deployed elsewhere in downtown or are not available on a timely basis. DIA Weekly Tasks Responsible Party Provide at least weekly mechanized sweeping during spring, summer, and fall months (typically Apr – Oct) for the following: the perimeter sidewalks of the superblock, the 100 West State Street block, the 100 North and 100 South Cayuga Street blocks, the 300 East State Street block, the 100 North Aurora Street block, the 100 and 200 East Green Street blocks (north side), the Creek walk pedestrian way, and the 100 and 200 East Seneca Street blocks (south side). DPW Provide hand litter pick up on the following blocks during the spring, summer and fall months (typically Apr-Oct) at least twice weekly: the perimeter sidewalks of the superblock, the 100 West State Street block, the 100 North and 100 South Cayuga Street blocks, the 300 East State Street block, the 100 North Aurora Street block, the 100 and 200 East Green Street blocks, the Creek DPW walk pedestrian way, and the 100 and 200 East Seneca Street blocks. Inspect downtown lighting and replace any non-functioning bulbs DPW Monthly Tasks Responsible Party Create and distribute monthly downtown conditions reports for the City. DIA Quarterly Tasks Responsible Party Meet jointly to discuss issues and concerns. City/DIA Meet quarterly with City Police representatives to discuss issues and concerns. IPD/DIA Seasonal Tasks Responsible Party Provide convenient and appropriate storage space available near to the Commons for City and DIA maintenance equipment and supplies, as well as DIA seasonal decorations and special event equipment and supplies. City Provide the City with an inventory/roster of items appropriate for joint storage that relate to Commons maintenance and management, including special events and seasonal DIA Assist in the installation of holiday/seasonal decorations, particularly with locations that require installation in lanes of active traffic and at heights beyond normal extension ladders. DPW Allow storage of seasonal decorations in the Commons maintenance storage area(s). DPW Cover the costs of electricity used by the decorations. City Plan, procure, and fund the acquisition of holiday decorations for the Commons and surrounding areas. DIA To monitor the seasonal/holiday light program and provide feedback as appropriate. City To maintain, repair, and/or replace seasonal/holiday lights as necessary. DIA Purchase and install LED lights on Commons trees to provide year round lighting and ambience. DIA Annual Tasks Responsible Party Maintain Security Cameras in good working order DPW Set a policy for retention of security camera footage and appoint staff for review of footage CITY Report any incidence of vandalism or any broken cameras DIA Provide financial support to outreach worker program CITY/DIA Evaluate Outreach Worker Program CITY/DIA Provide necessary and appropriate police liaison with the outreach worker program CITY Promote the outreach worker program to the downtown business community DIA Assist the DIA ambassador program in training pertaining to methods of observation, recording and reporting incidents, and dealing with difficult situations. Wherever possible, seek to integrate both ambassadors and IPD personnel in available and appropriate diversity and accessibility training modules. CIY/IPD Training of ambassador on how to engage with the public, with difficult people and how to report criminal activities DIA/CITY Work with DIA to change Commons banners once a year at no charge to the DIA. DPW Be permitted to organize and implement a street light pole banner program on appropriate selection light poles along Green Street , Seneca Street, Aurora Street, Cayuga Street, and the 100 West State and 300 East State blocks. DIA Commons Crew should participate in hospitality and diversity training provided annually by the DIA and the City. City/DIA Provide to the City (DPW) a list of DIA events for each year no later than the end of February and submit requests for usage of the Bernie Milton Pavilion at least a month prior to the event. Submit all necessary paperwork as early as possible DIA Manage Pavilion Reservations and ensure that the pavilion is reserved for major DIA and other recurring special events that have been identified ahead of time in January/February of each year. CITY Ensure all required event paperwork is submitted in a timely manner to the City. DIA As Needed Tasks Responsible Party Repair any broken security cameras DPW/City Make adjustments to security cameras DPW/City Determine on an annual basis if cameras are properly sited or need to be adjusted or moved to improve their utilization (IPD, DPW, DIA) Conduct periodic street sweeping in downtown at least once each quarter, except during winter. DPW Provide assistance in installing banner hardware and banners on light poles in downtown along Green Street , Seneca Street, Aurora Street, Cayuga Street, and the 100 West State and 300 East State blocks (City Electrician). Provide emergency repairs to banners and/or hardware as necessary. DPW Create, install, and remove DIA specific temporary event and promotion banners. DIA/CITY Provide at no additional costs to the DIA police coverage of core community events organized by the DIA on behalf of the City and the people of Ithaca. Core community events are defined as the major community events of the DIA- the Summer Concert series, the Apple Harvest Festival, the Holiday Festival, the Chili Cook-Off, and any other one-time or added events that are undertaken for the benefit of broader Ithaca community. IPD Assess and plan for security needs at DIA downtown events DIA/IPD Cover any extra-ordinary security costs, AND TO COVER ALL SECURITY COSTS of DIA organized events not DEEMED BY THE CITY TO BE core community events. DIA The City DPW crews shall review DIA post major event conditions and report them to the DIA for immediate remedy. If the DIA is unable or unwilling to correct conditions on a timely basis, the City DPW shall correct these conditions and bill the DIA for the cost of such remedies. DPW The DIA is responsible for cleaning up immediately after every DIA organized downtown event, returning the venue to a normal, every-day condition. This should be done in a timely fashion, no more than 24 hours after the end of any event. DIA The DIA shall work with the CVB and with individual tour bus operators to organize bus trips to downtown. The DIA to work DIA/CITY with the City to locate places for tour bus operators to pick-up and discharge patrons and to store their buses while patrons are visiting downtown. Provide necessary soil and mulch for Commons planters, both movable and permanent and for Creek Walk planting beds. CITY Work with CCE to spread soil and mulch as necessary. DIA Repair and replace the four (4) newspaper corral boxes on the Commons and remove any unauthorized private newspaper boxes from the Commons on a timely basis. DPW Manage the programming for the newspaper boxes with approval of the Commons Advisory Board DIA Power wash trash cans and clean underneath and around as needed DPW Control and remove weeds from public plazas and sidewalks on the Commons DPW Weed the Commons Planter Beds DIA-Ambassadors Repair/Replace broken tree grates and/or tree pits in a timely manner DPW Periodically trim bushes and trees and replace, if necessary DPW Monitor and remove graffiti on public spaces DPW Prepare a plan for Commons tree management to ensure the urban street trees planted on the Commons are both healthy and sized appropriately for the pedestrian mall. CITY/DIA Prepare annual watering plan that designates and assigns responsibilities for watering of the various Commons planting beds. CITY/DIA Create a Reserved Space for an Outdoor Reading Room CITY/DIA Create and Organize and Outdoor Reading Room and provide recognition to the program donor DIA Maintain and repair skateboard guards on Commons DPW Watch for and enforce infringements to the “no skateboarding on the Commons” ordinance. IPD Purchase, Maintain, and Replace umbrellas for Commons table equipped with umbrella holes DIA Clean glass Bernie Milton Pavilion Roof CITY **Add tasks associated with water feature maintenance To: Planning and Economic Development Committee From: Jennifer Kusznir, Economic Development Planner Date: January 26, 2017 Re: Proposal to Amend Chapter 325, Entitled “Zoning,” to Include Definitions for Urban Beverage Producer, Large Beverage Produce, & Tavern, and Amend Allowable Uses in B-2, B-5, & CBD Districts The purpose of this memo is to provide information regarding a proposal to establish definitions for urban beverage producer, large beverage producer, and Tavern, and to establish them as permitted uses in specific zones. This proposal was previously discussed at the January Planning and Economic Development Committee meeting. At that meeting concerns were raised regarding the prohibition of exterior tanks. Staff was asked to research this option and provide feedback. After much consideration, staff is continuing to recommend that the ordinance prohibit exterior tanks for a urban beverage producer, for the following reasons: Special Permits from the BZA are generally granted for primary uses that are allowed, but require further consideration. Exterior tanks would be an accessory structure, not a primary use. This would not be something that the BZA would be able to approve. Exterior tanks would be storing raw materials (barley, malt, etc), which can contain odors, and could encourage rodents and pests. Urban beverage producers are being allowed in the CBD district, which is an area of the City where we are encouraging density, allowing exterior tanks would not be the highest and best use for downtown land. Staff was also asked to consider including the production of alternate alcoholic beverages, such as small scale wineries or distilleries. The production of beverages containing higher alcohol content may trigger certain building code restrictions. However, if the operation is kept entirely within the building and provides for on-site service and consumption, the use would be consistent with other restaurant and bar type uses. Enclosed is a draft ordinance containing this change. This change will require re-circulation of the ordinance. If the Committee is in agreement, staff will draft an environmental review of this action and circulate it with the draft ordinance. We will return next month with any comments that are received. If you have any concerns or questions regarding any of this information, feel free to contact me at 274-6410. ORDINANCE NO. ____ BE IT ORDAINED AND ENACTED by the Common Council of the City of Ithaca that Chapter 325, Zoning, be amended as follows: Section 1. Section 325‐3B, entitled, “Definitions and Word Usage,” is hereby amended to add the following definitions: Urban Beverage Producer — An establishment licensed by the State of New York to sell alcohol (whether beer, cider, wine and/or liquor) at retail with limited manufacturing and wholesale privileges. An urban beverage manufacture may not produce more than 5,000 barrels or 75,000 gallons of alcoholic beverages annually at any location. An urban beverage producer must offer on‐site consumption, but may also produce beverages for off‐site sale. An urban beverage producer may also have a restaurant in or adjacent to it, as permitted by law. An urban beverage producer may NOT contain external tanks for storage of raw materials or beverages. Large Beverage Producer — An establishment licensed by the State of New York to manufacture alcohol (whether beer, cider, wine and/or liquor) with wholesale and retail privileges. A Large Producer may not produce more than 15,000 barrels or 250,000 gallons of alcoholic beverages annually at any location. A Large Producer may have a restaurant in or adjacent to it, as permitted by law. Tavern — An establishment for the sale of beer and other drinks to be consumed on the premises, sometimes also serving food. Section 2. Section 325‐8 of the Municipal Code of the City of Ithaca, entitled District Regulations, is hereby amended in order to add Urban Beverage producer as an allowable primary use in the B‐2a district and a Large Beverage Producer as an allowable use in the B‐5 district. Section 3. Section 325‐8 of the Municipal Code of the City of Ithaca, entitled District Regulations, is further amended to add the following allowable accessory use in the B‐2 zones: Incidental parking for any uses allowed in any of the B2 zones. Section 4. The City Planning and Development Board, the City Clerk and the Planning Department shall amend the District Regulations Chart in accordance with the amendments made herewith. Section 5. Severability. Severability is intended throughout and within the provisions of this local law. If any section, subsection, sentence, clause, phrase or portion of this local law is held to be invalid or unconstitutional by a court of competent jurisdiction, then that decision shall not affect the validity of the remaining portion. Section 6. Effective date. This ordinance shall take effect immediately and in accordance with law upon publication of notices as provided in the Ithaca City Charter. TO: Planning and Economic Development Committee FROM: Jennifer Kusznir, Economic Development Planner DATE: February 1, 2017 RE: Temporary Mandatory Planned Unit Development Application for Rampart Real, LLC On January 18, 2017, the City of Ithaca received an application from Rampart Real, LLC, for a Temporary Mandatory Planned Unit Development (TMPUD) for a townhome project to be located at 323 Taughannock Boulevard. In accordance with §325-13 of the City Code, applications for any development within the boundary of the TMPUD will be evaluated using the following criteria, among others: (1) Is the project in accordance with the City Comprehensive Plan, which specifically lists the following: (a) Promoting mixed-use development, including commercial and housing. (b) Emphasizing waterfront activities. (c) Reducing impacts of parking. (d) Providing for additional employment opportunities. (e) Promoting public access to the waterfront. (f) Enhancing and preserving any environmentally sensitive areas. The project involves the subdivision of the parcel and construction of 8 attached townhomes on Inlet Island, on a 0.242 acre lot. The townhomes will contain up to 2 dwelling units each for a maximum total of 16 units with up to 24 bedrooms total. The applicant is proposing zoning for the site that is identical to the City’s adopted WF-2 zoning ordinance. The Project Sponsor states many project benefits in the application such as: This project is expected to the increase to the tax roll value of new real property by $2‐3 Million The project creates housing to help meet the current demand and significantly increases the tax base. The project removes a longtime vacant dilapidated building and improves the public’s waterfront experience. The building will be deconstructed and many materials will be salvaged by Finger Lakes ReUse. The project creates live/work units which may provide opportunities for jobs. The application has been reviewed by staff for completeness and has been found to be satisfactorily complete for distribution and review. Should the committee be in agreement, this application will be CITY OF ITHACA 108 E. Green Street — 3rd Floor Ithaca, NY 14850-5690 DEPARTMENT OF PLANNING, BUILDING, & ECONOMIC DEVELOPMENT JOANN CORNISH, DIRECTOR OF PLANNING & ECONOMIC DEVELOPMENT PHYLLISA A. DeSARNO, DEPUTY DIRECTOR FOR ECONOMIC DEVELOPMENT Telephone: Planning & Development – 607-274-6550 Community Development/IURA – 607-274-6559 Email: dgrunder@cityofithaca.org Email: iura@cityofithaca.org Fax: 607-274-6558 Fax: 607-274-6558 circulated for comments and a public information session will be held, in accordance with the Temporary Mandatory Planned Unit Development (TMPUD) requirements. The tentative date for the Public Information Session is Monday February 27, 2017 at 5pm in Common Council Chambers. If the Committee is in agreement, staff will begin this process and return in September with any comments that are received. Please see the attached resolution for your consideration. If you have questions or require additional information, please feel free to contact me. 9 I. Objective A Planned Unit Development (PUD) is a floating overlay zone, which may be placed within any industrial zoned property located within the City boundaries, if deemed appropriate by the Common Council. The purpose of the PUD is to encourage and allow more creative development of land than is possible under standard zoning district regulations. A PUD allows for flexibility in planning and design, while through the process of review and discussion, ensures efficient investment in public improvements, a more suitable environment, and protection of community interest. A PUD should be used only when long-term community benefits will be achieved through high quality development, including, but not limited to, reduced regional traffic demands, greater quality and quantity of public and/or private open space, community recreational amenities, needed housing types and/or mix, innovative designs; and for the protection and/or preservation of natural resources. It is intended to relate to both residential and nonresidential development, as well as mixed forms of development. There may be uses, now or in the future, which are not expressly permitted by the other terms of this chapter but which uses would not contravene the long range Comprehensive Plan objectives if they adhere to certain predetermined performance and design conditions. The PUD is intended to be used to enable these developments to occur even though they may not be specifically authorized by the City Zoning District Regulations. II. Requirements With the approval of the City Common Council, a PUD may be established in any industrially zoned parcel within the City boundary. The establishment of any such zone shall lie in the sole discretion of the City Common Council, as a legislative body. It shall be established by amending the Zoning Ordinance to permit such establishment. The enactment and establishment of such a zone shall be a legislative act. No owner of land or other person having an interest in land shall be entitled as a matter of right to the enactment or establishment of any such zone. In a PUD, buildings and land may be used for any lawful purpose permitted in the zone where it is located, plus any other uses which the Common Council may authorize upon findings that such additional uses: Further the health and welfare of the community; and Are in accordance with the City Comprehensive Plan The Planned Unit Development Zone is a floating zone, which is intended to allow flexibility in zoning regulations for projects that are found to be beneficial to the community and that are expected to further the goals of the City Comprehensive Plan. 2 Does the project create at least one long term community benefit All development restrictions, including, but not limited to, yard size, height restriction, building coverage, and lot size, shall be as set forth in the legislation rezoning the area to a PUD established by the City Common Council. In addition, the City Common Council may impose any conditions or limitations that are determined to be necessary or desirable to ensure that the development is in conformance with the City’s Comprehensive Plan, including limiting the permitted uses, location and size of buildings and structures, providing for open space and recreational areas, and requiring bonds or other assurances of completion of any infrastructure to be built as part of the development. No structure shall be erected or placed within a PUD, no building permit shall be issued for a building or structure within a PUD, and no existing building, structure or use in a PUD shall be changed, unless the proposed building and/or use is in accordance with a site plan approval. III. Application Process A developer proposing a project that does not conform to the existing zoning requirements may apply for a PUD to be placed on property under their control. The application process is as follows: 1. Staff/Developer Pre-Application Meeting. A developer seeking alternate zoning for their property must first contact the Department of Planning, Building, Zoning, and Economic Development for a pre-application meeting. Staff will explain the requirements, the application process, the timeline, and the fees associated with a PUD request. 2. Application Submission. The developer must submit a completed PUD application along with the required fee. The application must include a conceptual development plan and an explanation of the request for alternate zoning. The conceptual plan must include the proposed sizes of yards, maximum heights and stories of all proposed buildings, maximum lot coverage, adjacent uses and adjacent zoning. 3. Planning and Economic Development Committee. The Planning and Economic Development Committee of the Common Council will consider the application for completion and will schedule a public information session. The developer will be expected to be present at this meeting. The Planning and Economic Development Committee will authorize circulation of the proposal for review and comment from City Boards/Committees, the Tompkins County Planning Department, and any neighboring property owners within 500 feet of the proposed project Comments and concerns will be forwarded to the developer and to the Common Council for their consideration. 4. Public Information Session. Within 30 days of receiving a completed application the City will schedule a Public Information Session, at which the developer will be 3 responsible for presenting information about the project and answering questions from the public. The City will advertise the public information session with a press release to the local media. The developer is responsible for posting the property at least 5 days prior to the Public Information Session, with the date, time, and location of the meeting. 5. Committee Recommendation. Once the comments have been received the Planning and Economic Development Committee will consider the proposal along with the comments and will make a recommendation to the Common Council. The recommendation may include additional requirements or limitations to either mitigate undesirable impacts or to ensure that the development conforms to the goals of the City’s Comprehensive Plan. 6. Conditional Approval. The Common Council will consider the request and may pass a resolution granting a conditional approval subject to further site plan review approval and instructing staff to take the project through the environmental review process. 7. Site Plan Review Application—Applicant submits a site plan review application and begins the environmental review process 8. Declaration of Intent to Act as Lead Agency—Planning Board declares its intent to be the lead agency for the environmental review of the project and the PUD and notifies all other involved agencies, including the Common Council. 9. Common Council Involvement—As a part of the environmental review process for the project and the PUD, the Planning Board will update the Common Council after each Planning Board meeting where the project is considered and will request ongoing written comments from the Common Council. 10. Environmental Review/Site Plan Review—The Planning Board will be the lead agency for the environmental review and site plan review of the project. The project will undergo the normal site plan review process 11. Planning Committee Review and Circulation—Once the PUD legislation is in a draft form, the project will be presented to the Planning Committee and they will circulate the document for comments, hold a public hearing and then make a recommendation to the Common Council. 12. Common Council Consideration of the PUD—When the project has completed the environmental review process and received site plan approval, it will return to the Common Council for final consideration of the adoption of the PUD. Final Council approval, if any, shall be granted via ordinance. IV. Expiration A developer who receives PUD approval will have 24 months to begin construction of their project. If construction on the property has not been developed in accordance with the approved plan after 24 months, the PUD will automatically be revoked, unless otherwise stated by the Common Council, and the property will return to the previously approved zoning restrictions. In the case of extenuating circumstances the developer may apply to the Common Council for an extension of PUD approval. 4 If the site plan changes significantly, as determined by the Director of Planning and Development, it may require re-consideration by the Common Council. The Director of Planning and Development may determine that the changes are minor and do not require re-approval. V. Application and Processing Fees A developer wishing to apply for a PUD will pay a flat fee of $1,200.00 (twelve hundred dollars). This fee will cover all advertising costs, as well as staff processing time. The application fee is due at the time that the full application is submitted. 5 Part 1. – Applicant Information Application Date:____/____/_____ 1. Applicant Information Applicant Name(All principal owners of 15% or more must be listed): _______ ____________________________________________________________________ _____________________________________________________________________ Address:_______________________City:__________State:______Zip:________ Phone:___________________________Email:____________________________ Property Owner (If different from applicant):_______________________________________ Address:_________________________City:__________State:______Zip:______ Phone:___________________________Email:____________________________ 2. Property Information (Applicant must provide either proof of ownership or an owner’s authorization) Property Street Address: _____________________________________________ Tax Parcel Number: ________________________________________________ Legal description of Property: ________________________________________ Zoning District :______Area: ________Frontage: _____________ Current Uses: _____________________________________________________ 6 3. Project Information Project Name: _______________________________________________________ ________________________________________________________________________ Project Narrative and Summary of Community Benefits (attach additional sheets as needed): ________________________________________________________________ ________________________________________________________________________ ________________________________________________________________________ ________________________________________________________________________ ________________________________________________________________________ Project Location:________________________________________________________ Property Size (acres) – both existing & proposed:_____________________________ Building Size (square feet) – both existing & proposed:_________________________ Proposed Project Start & Completion Dates:_________________________________ Approx. # of rental housing units:__________________________________________ Approx. # of for-sale housing units:_________________________________________ Approx. SF of office:_____________________________________________________ Approx. SF of retail/commercial:___________________________________________ Approx. SF of community/non-profit use:____________________________________ Approx. SF of light industrial/high-tech:_____________________________________ Approx. SF of industrial/manufacturing:_____________________________________ Approx. SF of other uses specify: ___________________________________________ Part 4. – Project Costs 7 Cost of New Construction:___________________ Value of Improvements:_____________________ Value of Equipment to Be Acquired:___________ Other:____________________________________ Total:____________________ Part 5. – Criteria and Potential Project Benefits Minimum Qualification Criteria A PUD can only be established if the following criteria are all determined to have been met: Does the project further the health and welfare of the community; and Is the project in accordance with the City Comprehensive Plan Does the project create at least one long term community benefit Is the property located in an area of the City currently zoned industrial PUD Approval Considerations In addition to meeting the minimum criteria, the following will also be considered when evaluating whether to grant a PUD for a proposed project: (1) Please demonstrate why this project can’t move forward under existing zoning. Why should a PUD be a desirable way to regulate development on this site? (2) Will the project provide for public access pedestrian linkages (active recreation)? (3) What are the heights of buildings in this project? How do building masses and locations compare to each other and to other structures in the vicinity? (4) Are there available and adequate transportation systems within the PUD for pedestrians, bicycles, and motor vehicles, including transit? What is the impact on the external transportation network? (5) What is the character of the neighborhood in which the PUD is being proposed? Are there safeguards provided to minimize possible detrimental effects of the proposed use on adjacent properties and the neighborhood in general? 8 (6) How do the proposed open space and recreational systems function within the PUD and in relation to the City’s overall open space and recreational systems? (7) What is the general ability of the land to support the development, including such factors as slope, depth to bedrock, depth to water table and soil type? (8) What potential impacts are there on environmental, historical, and architectural resources? Does the proposed PUD serve to protect these resources? (9) What potential impacts are there on local government services? (10) Is there available and adequate water service? (11) Is there available and adequate sewer service? (12) Will the PUD provide several of the community benefits listed below that contribute to making the project a long-term asset for the community? Potential Community Benefits Resulting from the PUD Project (1) What will be the increase to the tax roll value of new real property? (2) How many FTE jobs will be created as a result of the project? Will the project result in job creation of positions that pay at least a living wage? (3) Will the project result in job creation of which at least 51% will be held by persons earning 80% or less of Area Median Income? (4) Will the applicant provide affordable housing at rents that do not exceed Fair Market Rents occupied by households earning no more than 80% of Area Median Income, adjusted for family size (must determine duration)? (5) Will the project fill vacant store fronts? (6) Will the project involve environmental remediation? (7) Is the project a historic preservation project (in accordance with the Secretary of Interior's standards)? (8) Will the project be assisting/contracting/renting to MWBEs? (9) Will the project provide free (reduced cost) community space in the project (for example to a 501c3 non-profit)? (10) Will the project produce large-scale alternative energy, local energy or combined heat/power that results in a significant reduction in greenhouse gas emission? (11) Will the project result in high tech job creation? (12) Does the project contain the redevelopment of a Brownfield site? (13) Will this project provide any other community wide benefits? 323 Taughannock Boulevard City of Ithaca, New York Revised Date: 01.18.2017 Project Description The project involves the subdivision of the parcel and construction of 8 attached townhomes on Inlet Island, on a 0.242 acre (10,542sf) lot. The townhomes will contain up to 2 dwelling units each for a maximum total of 16 units with up to 24 bedrooms total. Site Improvements The site is currently occupied by a dilapidated vacant building. This building will be deconstructed (materials have already been salvaged by Finger Lakes ReUse). The site will be fully redeveloped with the new building in conformance with the pre‐ existing WF‐2 requirements and the NYS building code. The site improvements will also enhance the public’s waterfront access. Zoning Compliance The site falls within the temporary Planned Unit Development (PUD) area and requires a PUD application. The project has been designed to meet the previous WF‐2 district which has a 3000sf lot size minimum and 30’ lot width minimum for multi‐ family, and allows buildings to cover 100% of their lot. There was a no greenspace requirement. The height allowance was 63’ above grade plane. There were no setback requirements. Under the WF‐2 zone the minimum floor to floor height was 12 feet from finished grade for the first floor, and upper floors were required to be 10 feet floor to floor minimum. The proposed building is set approximately 2 feet above the existing grade to be above the 100 year flood elevation but the floor to floor heights for all 3 floors is 10 feet due to the residential nature of the building. The raising of the building by 2 feet with an elevated walkway and stoop provides the effective appearance of a 12 foot tall ground floor. 8 parking spaces will be provided even though there was no off‐street parking requirement in the WF‐2 zone. The proposed building will occupy a 10,542sf lot with 148.36’ frontage on Taughannock Blvd. It will cover 53.62% of the lot (5,653sf). The proposed building will be 3 stories in height with a pitched roof and a building height of approximately 40’ above grade. More details for the proposed PUD will need to be developed in coordination with the City planning department. Program The project proposes a total of 8 townhomes each of which have 2 units on the property. There are (8) 2‐bedroom, 2 bath units occupying the 2nd and 3rd floors. There are also 8 ground floor units, each with a separate entrance designed as a 1 bath studio but can also be utilized as an office/live work area. Stormwater Because of the nature of the site as urban land, and its small size, there are no on‐site stormwater facilities proposed, pending approval by the City’s Stormwater Officer. Although not required, we will consider best practices for stormwater management prior to its entry into the storm sewer system. Landscape A planting plan will be developed to address the street edge, side and rear yards, such that these spaces are a lush experience with interest throughout the seasons. All plantings will be selected to be naturally drought tolerant with no irrigation installed, and manual watering only required during the period of initial plant establishment. Strong consideration will be given for native or naturalized plants. 323 Taughannock Blvd ‐ 2 of 5 Site Lighting Building mounted lighting will be installed at building entries to allow for safe access to the building and contribute to a friendly night‐time streetscape. All light fixtures will be sharp cut‐off and dark‐sky compliant. Utilities and Energy The water, sewer and electricity usage will be typical of residential development in the City of Ithaca and the current systems are more than capable of serving the new demand. Heating and cooling systems have not yet been designed but the goal is to minimize the use of fossil fuel burning systems. The project is pursuing net‐zero energy incentives through NYSERDA. Combined with the possibility of off‐site solar energy there is an opportunity for a truly net‐zero project. Site Photos Figure 1: Existing building as seen from Taughannock Blvd. Figure 2: Google Earth view of site. 323 Taughannock Blvd ‐ 3 of 5 PUD Approval Considerations The following are answers to the questions on the PUD application. (1) Please demonstrate why this project can’t move forward under existing zoning. Why should a PUD be a desirable way to regulate development on this site? Answer: The Project meets all pre‐existing waterfront zoning requirements. (2) Will the project provide for public access pedestrian linkages (active recreation)? Answer: Yes. Access between buildings to waterfront promenade will be provided to the public with improve‐ ments. (3) What are the heights of buildings in this project? How do building masses and locations compare to each other and to other structures in the vicinity? Answer: Less than 40’+/‐. Within pre‐existing zoning requirements and less than the Lehigh Valley House, The Sign Works building, and Island Health and Fitness. (4) Are there available and adequate transportation systems within the PUD for pedestrians, bicycles, and motor vehicles, including transit? What is the impact on the external transportation network? Answer: Yes. Providing housing within the walkable portions of the city has an overall net positive impact on trans‐ portation systems when compared to projects located in auto‐dependent areas. (5) What is the character of the neighborhood in which the PUD is being proposed? Are there safeguards provided to minimize possible detrimental effects of the proposed use on adjacent properties and the neighborhood in general? Answer: The existing character is waterfront commercial with no existing housing north of Taughannock Boule‐ vard. The project meets the stated goals of the Comprehensive Plan to increase opportunities for housing within mixed‐use neighborhoods. (6) How do the proposed open space and recreational systems function within the PUD and in relation to the City’s overall open space and recreational systems? 323 Taughannock Blvd ‐ 4 of 5 Answer: The project enhances access to the Waterfront for both residents and the public. (7) What is the general ability of the land to support the development, including such factors as slope, depth to bedrock, depth to water table and soil type? Answer: Despite poor soils and proximity to the water table the project is being engineered to support the pro‐ posed 3 stories on a wood pile system. (8) What potential impacts are there on environmental, historical, and architectural resources? Does the proposed PUD serve to protect these resources? Answer: No negative impacts. The project will enhance the architectural character of the island by drawing on cer‐ tain existing commercial, architectural and historical elements. (9) What potential impacts are there on local government services? Answer: No negative impacts on government services. The project will significantly increase the city tax base to support existing government services. (10) Is there available and adequate water service? Answer: Yes (11) Is there available and adequate sewer service? Answer: Yes (12) Will the PUD provide several of the community benefits listed below that contribute to making the project a long‐term asset for the community? Answer: Yes Potential Community Benefits Resulting from the PUD Project (1) What will be the increase to the tax roll value of new real property? Answer: $2‐3 Million +/‐ (2) How many FTE jobs will be created as a result of the project? Will the project result in job creation of positions that pay at least a living wage? Answer: Zero anticipated but the live/work units may provide opportunities for jobs. (3) Will the project result in job creation of which at least 51% will be held by persons earning 80% or less of Area Median Income? Answer: No (4) Will the applicant provide affordable housing at rents that do not exceed Fair Market Rents occupied by households earning no more than 80% of Area Median Income, adjusted for family size (must determine duration)? Answer: No (5) Will the project fill vacant store fronts? Answer: Yes, in that the project replaces a long time vacant building with opportunities for live/work units. (6) Will the project involve environmental remediation? Answer: No (7) Is the project a historic preservation project (in accordance with the Secretary of Interior's standards)? Answer: No (8) Will the project be assisting/contracting/renting to MWBEs? Answer: Possibly 323 Taughannock Blvd ‐ 5 of 5 (9) Will the project provide free (reduced cost) community space in the project (for example to a 501c3 non‐profit)? Answer: No (10) Will the project produce large‐scale alternative energy, local energy or combined heat/power that results in a significant reduction in greenhouse gas emission? Answer: No (11) Will the project result in high tech job creation? Answer: No (12) Does the project contain the redevelopment of a Brownfield site? Answer: No (13) Will this project provide any other community wide benefits? Answer: The project creates housing to help meet the current demand and significantly increases the tax base. It also removes an eyesore vacant building and enhances the public’s waterfront experience. PRELIMINARYNOT FOR CONSTRUCTION p: 607.216.8802 | WWW.STREAMCOLAB.COM©STREAM Collaborative Architecture + Landscape Architecture DPC 1" = 20'‐0"U:\2013032 ‐ 323 Taughannock Blvd ‐ Flash\8.0 DRAWINGS\8.3 REVIT\2013032 ‐ 323 Taughannock Blvd ‐ TOWNHOUSE.rvtA1.0SCHEMATIC SITE PLANDEC 7, 20162013032323 TAUGHANNOCK BLVDCITY OF ITHACA, NYRAMPART REAL, LLC NOTE:IMPROVEMENTS TO PUBLIC SPACES OUTSIDE THE PROPERTY BOUNDARIES NOT SHOWN.AREASUNIT A: 1608 SF + 645 SF STUDIO = 2253 SFUNIT B: 1384 SF + 514 SF STUDIO = 1898 SFPRELIMINARYNOT FOR CONSTRUCTION p: 607.216.8802 | WWW.STREAMCOLAB.COM©STREAM Collaborative Architecture + Landscape Architecture DPC 1" = 10'‐0"U:\2013032 ‐ 323 Taughannock Blvd ‐ Flash\8.0 DRAWINGS\8.3 REVIT\2013032 ‐ 323 Taughannock Blvd ‐ TOWNHOUSE.rvtA1.1SITE PLAN/FLOOR PLANSDEC 7, 20162013032323 TAUGHANNOCK BLVDCITY OF ITHACA, NYRAMPART REAL, LLC CITY OF ITHACA 245 Pier Rd., Ithaca, New York 14850 DEPARTMENT OF PUBLIC WORKS, STREETS & FACILITIES Telephone: 607/272-1718 Fax: 607/272-4374 “An Equal Opportunity Employer with a commitment to workforce diversification.” MEMORANDUM TO: Planning and Economic Development Committee FROM: Jeanne Grace, City Forester DATE: 2/1/2017 RE: Discussion of updating city code 276-7 Project Review Criteria B. Criteria for plant material and maintenance In February 2014 the Shade Tree Advisory Committee and I completed a revision of the Ithaca Urban Forest Master Plan (http://www.cityofithaca.org/DocumentCenter/View/379 ). This document was subsequently presented to and endorsed by Board of Public Works, the City Administration Committee and Common Council. This document contains information on the state of the City’s publically owned trees and policies relating to those trees, as well as arboricultural guidelines, specifications and graphic details. These guidelines reflect the most current best management practices regarding urban tree care. These guidelines have since been requested by other communities to be used as a standard in their own tree ordinances and municipal codes. One of the intents of the Master Plan document was to use the ‘Arboricultural Guidelines’ portion to the update the site plan review portion of city code (Chapter 276-7 Project Review Criteria B. Criteria for Landscape Review and Maintenance). I meet with Director of Planning JoAnn Cornish, Deputy Director of Planning Lisa Nicolas and Shade Tree Advisory Chair Nina Bassuk multiple times through the Fall 2014 revising the document presented today for discussion, a revision of the city code Chapter 276-7. This draft document was completed in Feb 2015 and has been awaiting discussion from this group since that time. The document presented is designed to bring the city code up to the most current standards regarding landscaping and urban trees. In addition to updating articles currently in the code to reflect the current industry standards, the proposed revision better organizes the concepts and fills in gaps where the current code is silent (ie construction standards for tree lawns in the city right of way). This proposed revision of city code has been designed to be a “greatest hits” of the arboricultural guidelines document. We have tried to restrict the amount of specifies in the code and rather refer back to the “Arboriculture Guidelines” document which can be more dynamic and can be revised as best management practices evolve. The guidelines include graphic representation of the standards so developers, architects and designers can easily understand the expectations of our standards. The intent of this revision is to help private developers to use best practices when adding landscapes (trees and shrubs) to new developments. Too often we have seen new landscape installed without proper tree species selection, tree placement, tree quality, tree protection, soil conditions, planting space allotment and planting practices. As plantings are required to grow in perpetuity on newly developed sites after the site plan review decisions are made, the failure of these elements of our City’s infrastructure amounts to a waste of funds and resources. It also results in a failure to achieve the environmental benefits envisioned by the newly installed landscape such as storm water abatement, energy conservation, carbon sequestration, air pollution reduction and mitigation of the urban heat island, or as an aesthetic “green screen”. The addition of and adherence to these revised standards is a way to actually save tax payer money. Infrastructure required for a successful and functioning urban forest is just as important as other city infrastructure. The city does not allow developers to provide subpar parking facilities, pedestrian facilities, lighting or storm water management. Having clear requirements for underground infrastructure for street trees in the city code would require proper construction of this resource and hand the residents of Ithaca a usable amenity. Currently work from developers that is subpar is turned over to the city when the project is completed and our Parks and Forestry division has to try to make the space work for trees long-term, often having to replace trees and/or improve underground infrastructure. This is a waste of tax payer money and limited city staff resources when the developer could be required to do it correctly the first time. If the City of Ithaca is to maintain and enhance our urban green infrastructure, we need to provide the tools and guidance to the development community. This revision is a vital first step to showing developers the value the Ithaca puts on ensuring the Urban Forest is a successful and essential part to our urban infrastructure and development. Given the amount of development that is going on in the urban cores of our city we need these guidelines in our city code as a first step to make sure our green infrastructure is keeping up with the increased urbanization of downtown and collegetown (i.e. making sure developers are constructing tree lawns/pits properly in the intensely urban areas so the trees actually have a chance at surviving). I consider this as positive assistance to developers by making the expectations and standards very clear at the beginning of their design process. The next step will be to create “cheat sheet” documents that could be used by Planning Board members when reviewing design plans and Building Department inspectors when inspecting construction work. This will hopefully ensure the standards are followed, however I feel the first step is to solidify the importance of green space infrastructure creation and preservation by formally adopting a comprehensive standard into the city code. I have provided three documents. One is a marked up version of the current city code. This shows where lines from the code have been moved to in the proposed revisions of the code and shows where slight changes have been made to the original text. The second document is the proposed revisions to the code. This document highlights text carried over from the current code (in gray) and shows comments where that text was slightly altered. The third is the design details the code refers back to. I will make myself available for any council members to discuss any questions they may have prior to the February PEDC meeting. I look forward to the discussion. Current Code Bold - added text, altered text Strikethrough – deleted text Comments – explain where to find old text in new code Chapter 276-7 Project Review Criteria B. Criteria for plant materials and maintenance. All projects shall provide for adequate types and arrangements of landscaping, both to enhance the site and to complement the architectural components of the development and to screen or buffer adjacent uses in public ways. Use of invasive species should be avoided. Where possible and reasonable, trees shall be planted in an eight-foot tree lawn adjacent to the road. The City Forester shall, when appropriate, be consulted regarding specifications governing tree species, size, spacing and method and location of planting. Appropriate guaranties for tree health may be required. Where possible and reasonable, any trees greater than eight inches in diameter at breast height of desirable species and in good health and sound structure, as determined by the City Forester, should be retained on the site and protected during development per the requirements of § 306-7B of Chapter 306, Trees and Shrubs. (1) Deciduous trees shall have a caliper of at least 2 1/2 1 ½ inches at breast height (dbh) at the time of planting. Size of evergreen trees and shrubs may vary depending on location and species. (2) All plant materials shall be installed to the following standards: (a) All planting beds to be excavated to a minimum depth of two feet. (b) Tree pits in lawn to be excavated to depth of root ball plus six inches and shall be three times the width of the root ball in all directions. (c) All trees in lawn areas to receive five-inch-diameter 3 inch covering of mulch rings, covering at least the extent of the root ball. Mulch must remain clear of the tree trunk. (d) Only nursery-grown plant materials shall be acceptable. All trees, shrubs and ground cover shall comply with applicable requirements of ANSI Z60.1, "American Standard for Nursery Stock." (e) No plants or trees shall be located beneath building overhangs. (f) Depending on site design and soil conditions, structural soil may be required under sidewalks and in planting beds contiguous to Commented [JG1]: Retained as is Commented [JG2]: Moved to B 4a. Tree and shrub species selection and quality Commented [JG3]: Concept to B 3a Planting site construction and preparation & changed to “Where it is practical to have a tree lawn in the city right of way, tree lawns must be no less than 6 ft wide, but preferably 8-12 ft wide. Commented [JG4]: Moved to B 2 a Planting site selection Commented [JG5]: Replaced with B 6b Maintenance “A two year guarantee for any tree or shrub is required. Replacement of trees and shrubs that are dead, dying or seriously damaged is required for the first two years after project completion” Commented [JG6]: Moved to B 1a Preservation of existing trees Commented [JG7]: Changed to ANSI A300 standards and references the Tree protection detail in Master Plan Commented [JG8]: Moved to B 4f Tree and shrub species selection and quality Commented [JG9]: Moved to B 5b Planting Commented [JG10]: Moved to B 5 b Planting Also added “in all directions” to the end of the line Commented [JG11]: Moved to B 5b Planting Commented [JG12]: Moved to B 4e Tree and Shrub selection and quality Commented [JG13]: Moved to B 2 Planting site selection, additional text added paved areas. The City Forester and/or the Director shall work with the applicant to determine the need for structural soil and the extent of its use. (3) Dead, dying and/or seriously damaged plant materials of the approved site plan shall be replaced, by the owner, within a reasonable time period during the current (or immediate next) planting season. Any other damaged or missing elements, including but not limited to fences, bollards, signs, shrubs, street furniture, etc., of the approved plan must be similarly replaced by the owner. This will ensure that landscaping remains in compliance with the final site plan as approved by the Planning and Development Board. (4) For projects on City property, the City Forester and the Shade Tree Advisory Committee shall be consulted in will be given an opportunity to review and make comments on all plant species selection and planting soil specification. (5) Notwithstanding any provision in this chapter or any other City ordinance or regulation to the contrary, an approved site plan may not be modified without express written approval of the Planning and Development Board except as approved by the Director of Planning and Development or designee as specified herein above. [Amended by Ord. No. 2013-15, effective 1-1-2014] C. Criteria for automobile parking areas. All parking areas shall be designed in conformance with § 325-20 of the City Ordinance. The Board may make such additional reasonable stipulations as it deems appropriate to carry out the intention of this chapter. (1) Parking areas in residential zoning districts. In order to protect the character of residential areas, plans for parking areas with the capacity of three or more cars within residential zoning districts must conform to either the setback compliance method or, at the discretion of the Planning Board, the landscaping compliance method described respectively in § 325-20E(5)(a) and (b). Such plans must also comply with all other general and specific standards of § 325-20. Where turnarounds, or other maneuvering spaces not required for access to parking spaces, are provided that meet minimum size for a parking space, they shall be counted as a parking space for the purposes of this subsection. Commented [JG14]: Moved to B 3f Planting and site construction and preparation. Also added a reference to detail in Master Plan Commented [JG15]: Moved to B 6c Maintenance Commented [JG16]: Moved to B 4a Tree and Shrub Selection and quality Commented [JG17]: Moved to B 7a Changes to approved site plan Commented [JG18]: Retained as is Commented [JG19]: Retained as is (2) There shall be screening with a minimum five-foot- 8ft wide planting area or fences between a motor vehicle parking area and adjacent properties and public ways, except where there is motor vehicle parking that is shared by more than one property or where commercial properties abut. In such cases the Board may require landscaping as it deems appropriate. (3) In motor vehicle parking areas, a minimum of 12% 25% of the interior ground area (i.e., excluding any peripheral planting area) shall be planting areas that include trees with a potential mature height of at least 50 feet and a caliper of at least 2 1/2 1 ½ inches at the time of planting. (4) Interior planting areas shall be a minimum of 80 square feet of porous opening with no dimensions being less than eight feet. The planter shall be curbed and have a minimum three-foot-deep excavation. (5) Applicants are encouraged to design parking areas with pervious paving when feasible. Commented [JG20]: Retained as is Commented [JG21]: Retained in same location. Altered numbers Commented [JG22]: Retained in same location, added “porous opening” Commented [JG23]: Moved to C 4 a Internal planting § 276-7 PROJECT REVIEW CRITERIA A. … B. CRITERIA FOR TREE PRESERVATION, PLANT SELECTION AND PLANTING SITE CONSTRUCTION, PLANT MATERIALS AND MAINTENANCE. All projects shall provide for adequate types and arrangements of landscaping, both to enhance the site and to complement the architectural components of the development and to screen or buffer adjacent uses in public ways. Additional information and guidelines are available in the City’s forestry master plan, Ithaca's Trees: Master Plan, Inventory & Arboriculture Guidelines for the Public Trees in the City of Ithaca New York (available at: http://www.cityofithaca.org/DocumentCenter/View/379 . Appendix II of Ithaca’s Trees provides standard construction details relating to the best practices for tree planting in the City. Where feasible and applicable, these details should be incorporated into site designs: “Minimum Spacing for Street Trees” “Typical Tree Planting in Ordinary Soil” “Typical Tree and Shrub Planting in Continuous Bed” “Typical Tree Lawn Planting Detail” “Structural Soil Break-out Zone from Narrow Tree Lawn to Adjacent Property” “Typical Tree Planting Pit with Structural Soil along Sidewalk” “Typical Tree Planting Island in a Parking Lot with Structural Soil” “Tree Protection Fencing Detail” 1. PRESERVATION OF EXISTING TREES. a. Where possible and reasonable, any trees greater than eight inches in diameter at breast height of desirable species and in good health and sound structure, in consultation with the City Forester, should be retained on the site and protected during development per the requirements of ANSI A300, Trees and Shrubs Of Construction Management Standard Part 5 and the Best Management Practices Managing Trees During Construction, published by the International Society of Arboriculture. See also Ithaca’s Trees Appendix II: Standard Tree Planting Details “Tree Protection fencing detail”. b. The City Forester shall review a pre-construction tree inventory if required. The Forester may require the developer to survey some trees that lie outside of the property, as neighboring trees can be negatively impacted by construction. The preconstruction tree survey shall include trees on the private property as well as street trees adjacent to the property and shall note the location of the trees, their species, DBH (diameter at 4.5’ above grade), and the critical root zone area (CRZ). The CRZ shall be noted as a radius of 1’ for each diameter inch for trunk at DBH. All trees over 8” in diameter shall be inventoried. c. The developer shall provide Site Plan Review with a tree preservation plan including tree protection detail, during construction care (ie mulching, watering), post construction monitoring and care using the specifications outlined in the ANSI A300 Construction Management Standard Part 5 and the Best Management Practices Managing Trees During Construction, published by the International Society of Arboriculture. The tree preservation plan shall show the location of utility work and the construction work zone where it may conflict with CRZ of preserved trees. Tree protection fences shall be made of either chain link or wood fence barriers. No plastic fencing will be allowed. d. For all city-owned trees, the City Forester will review the plan and make comments on the proposed protection plan, and submit those comments to Site Plan Review. For trees in the city right of way, the City Forester will approve the tree protection plan and issue a tree work permit prior to the issuance of a building permit. The City Forester may also visit the site during construction to ascertain that the tree protection plan is being implemented for both trees in the city right of way and trees on private property. 2. PLANTING SITE SELECTION a. For the planting of trees in the city right of way, the City Forester shall be consulted regarding specifications governing tree species selection, size, spacing and method and location of planting. A tree work permit will be required for this work. b. As a guideline, street trees should: not be planted within 20 feet from the corner of intersecting streets not be planted within 35 feet in front of a stop sign not be planted within 15 feet from hydrants not be planted within 15 feet from a utility or street light pole not be planted within 15 feet of a driveway or curb cut Large or medium trees which mature at 30 feet or taller shall be spaced no less than 30 feet apart, unless part of a dense screening planting Small trees which mature at 30 feet tall or less shall be spaced no less than 25 feet apart, unless part of a dense screening planting, See also Ithaca’s Trees “Site Selection for Tree Planting” and Appendix II: Standard Tree Planting Details “Minimum Spacing for Street Trees” c. For planting of trees or shrub in the city right of way or on private property, no tree or shrub is to be planted directly under or in competition with an existing large tree, or beneath building overhangs. 3. PLANTING SITE CONSTRUCTION AND PREPARATION a. Where it is practical to have a tree lawn in the city right of way, tree lawns must be no less than 6 feet wide, but preferably should be 8 to 12 feet wide b. Tree pits created in the city right of way, which are surrounded by pavement, shall have a porous opening of at least 50 square feet (e.g. 6 feet by 8 feet, or 8 feet by 8 feet). c. For all tree plantings, adequate soil volumes will be required based on the tree species selected. Large or medium trees which mature at 30 feet or taller shall have a minimum of 760 cubic feet of soil per tree. Small trees that mature at 30 feet tall or less shall have a minimum of 335 cubic feet of soil per tree. The opportunity for tree roots to grow into adjacent green space can be used to help satisfy the soil volume requirement. See also Ithaca’s Trees Appendix II: Standard tree planting details “Structural soil breakout zone from narrow tree lawn to adjacent property” d. For planting of trees or shrubs in the city right of way where existing soil is determined to be unsuitable by the City Forester, suitable soil must be br ought to the site. This imported soil must adhere to Ithaca’s Trees Appendix I: Specifications “Planting Soils Specification”. This may require replacing continuous lengths of tree lawn, where areas have had utility installations and /or compaction from construction vehicles or material storage. e. For planting of trees or shrub in the city right of way where new tree lawn, tree pits or new planting areas are constructed, where previously none existed and there is removal of pavement to create the planting area, the area will be excavated to a depth of 2 feet and replaced with suitable soil (Ithaca’s Trees Appendix I: Specifications “Planting Soils Specification”). The width and length of the soil remediation will be adequate to reach the recommended soil volumes based on the tree species selected (see above 3. PLANTING SITE CONSTRUCTION AND PREPARATION c. ). This may require complete replacement of tree lawn soil. f. Depending on site design and soil conditions, structural soil may be required under sidewalks and in planting areas contiguous to paved areas. The City Forester and/or the Director shall work with the applicant to determine the need for structural soil, its depth and extent of its use. See also Ithaca’s Trees Appendix II: “Structural Soil Break-out Zone from Narrow Tree Lawn to Adjacent Property”, “Typical Tree Planting Pit with Structural Soil along Sidewalk”, and “Typical Tree Planting Island in a Parking Lot with Structural Soil” g. For planting of trees or shrub in the city right of way or on private property, a ll plants shall be planted in the appropriate season, generally spring or fall, as decided by the City Forester. 4. TREE AND SHRUB SPECIES SELECTION AND QUALITY a. The City Forester and the Shade Tree Advisory Committee will be given the opportunity to review and make comments on all plant selections and planting soil specifications. Use of invasive species should be avoided. Species selection should consider available soil volume, overhead clearance and specific site conditions. For further guidance see also Ithaca’s Trees “Tree Selection” b. For the planting of trees in the city right of way, large trees maturing at a height greater than 30 feet should be planted in all sites unless there are primary electric lines overhead or other structural conflicts. Where a conflict exists, trees maturing at a height of 30 feet or less should be planted. c. For the planting of trees in the city right of way, adequate soil volume must he provided based on the tree species selected (also see 3. PLANTING SITE CONSTRUCTION AND PREPARATION c. ) d. For the planting of trees in the city right of way, when possible, small trees should have a mature shape and stature so that pedestrians ma y eventually walk under them. e. For all tree and shrub plantings, specifications shall adhere to the American Nursery and Landscape Association ANSI Z60.1 nursery standards. See also Ithaca’s Trees Appendix I: Specifications “Nursery Stock Quality Guideline Specifications for Deciduous Street Trees”. f. For all tree plantings, deciduous trees be at least 1 1/2 inches caliper (diameter at 12 inch above grade) at the time of planting. Size of evergreen trees and shrubs may vary depending on location and species. 5. PLANTING a. See also Ithaca’s Trees “Tree Planting” b. All plant materials shall be installed to the following standards: Commented [JG1]: Previously was 2 ½ inch caliper, changed to 1 ½ caliper because small trees, especially native species transplant better at smaller size. Board can always require larger trees if they see fit. All planting beds for shrubs shall to be excavated to a minimum depth of two feet. Tree pits in lawn to be excavated to depth of the tree root ball and shall be three times the width of the root ball in all directions All trees in lawn areas to receive a 3-inch deep covering of mulch, covering at least the extent of the root ball. Mulch must remain clear of the trunk of the tree. See also Ithaca’s Trees Appendix II: Standard tree planting details “Typical Tree Planting in Ordinary Soil” B&B trees must have metal cages of the root ball removed prior to planting and the biodegradable burlap covering the root ball should be pulled down and removed on at least the top 1/3 of the root ball. The remainder can remain. If non biodegradable covering material is used it must be completely removed from the root ball. At time of planting the topmost structural root of the root ball should be no more than a few inches below the finished grade, excess soil should be removed from the top of the root ball so the trunk flare is clear ly visible. Guying is not generally required for newly planted trees. Any trees that require guying will be done using nylon straps (or similar) rather than wire in hose. Guying must be removed after 1-2 years. 6. MAINTENANCE a. All newly planted trees should have irrigation bags , which are to be filled weekly during their first growing season. b. A two-year guarantee for any tree or shrub is required. Replacement of trees and shrubs that are dead dying or seriously damaged is required for the first two years after project completion. c. The owner shall replace dead, dying and/or seriously damaged plant materials of the approved site plan, within a reasonable time period during the current (or immediate next) planting season. Any other damaged or missing elements, including but not limited to fences, bollards, signs, shrubs, street furniture, etc., of the approved plan must be similarly replaced by the owner. This will ensure that landscaping remains in compliance with the final site plan as approved by the Planning and Development Board. 7. CHANGES TO APPROVED SITE PLAN – a. Notwithstanding any provision in this chapter or any other City ordinance or regulation to the contrary, an approved site plan may not be modified without express written approval of the Planning and Development Board except as approved by the Director of Planning and Development or designee as specified herein above. C. CRITERIA FOR AUTOMOBILE PARKING AREAS. All parking areas shall be designed in conformance with § 325-20 of the City Ordinance. The Board may make such additional reasonable stipulations as it deems appropriate to carry out the intention of this chapter. 1. PARKING AREAS IN RESIDENTIAL ZONING DISTRICTS a. In order to protect the character of residential areas, plans for parking areas with the capacity of three or more cars within residential zoning districts must conform to either the setback compliance method or, at the discretion of the Planning Board, the Commented [JG2]: Current code was 6 inch around diameter of root ball, this is outdated, current BMP is 3x diameter of root ball Commented [JG3]: This text was copied from the current code. Should this go in a more general section? I could not find it in another section so it seems important to have somewhere in the Site Plan Code section, maybe section B. Tree planting, plant selection and planting…. Section is not the most logical location? landscaping compliance method described respectively in § 325 -20E(5)(a) and (b). Such plans must also comply with all other general and specific standards of § 325 - 20. Where turnarounds, or other maneuvering spaces not required for access to parking spaces, are provided that meet minimum size for a parking space, they shall be counted as a parking space for the purposes of this subsection. 2. SCREENING OF PARKING AREAS a. There shall be screening with a minimum eight-foot-wide planting area or fences between a motor vehicle parking area and adjacent properties and public ways, except where there is motor vehicle parking that is shared by more than one property or where commercial properties abut. In such cases the Board may require landscaping as it deems appropriate. 3. DIVISION OF LONG ROWS OF PARKING SPACES a. For parking areas with more than 30 adjacent interior parking spaces in a row, the design must incorporate planting areas so that there are no more than 10 continuous parking spaces between planting areas. 4. INTERNAL PLANTINGS a. In motor vehicle parking areas, a minimum of 25% of the interior ground area (i.e., excluding any peripheral planting area) shall be planting areas that include trees with a potential mature height of at least 50 feet and a caliper of at least 1½ inches at the time of planting. Interior planting areas shall be a minimum of 80 ft 2 of porous opening with no dimensions being less than 8 ft. The planter shall be curbed with a minimum 3ft depth of excavation and shall have a minimum available soil volume of 760 ft3 of sandy loam soil (which may include structural soil under adjacent pavement) allotted to each tree. See also Ithaca’s Trees Appendix I: Specifications “Soil Volume for Trees Surrounded by Pavement”. 5. PERVIOUS PAVING a. Applicants are encouraged to design parking areas with pervious paving when feasible. Use of pervious paving in combination with structural soil that is accessible to tree roots, a practice that supports the health and longevity of tree plantings, is encouraged. See also Ithaca’s Trees Appendix II: “Typical Tree Planting Island in a Parking Lot with Structural Soil”. b. If porous pavement is used in conjunction with tree planting, less interior parking area may be set aside for open tree planting islands. Commented [JG4]: Current code is 5 ft, has been increased to 8ft to allow ample space for green screen plants to grow and survive Commented [JG5]: Current version is 12%, suggest increasing that to 25%, this would help curtail the proliferation of the sea of parking lots developing South of the city City of Ithaca Planning & Economic Development Committee Wednesday, January 11, 2017 – 6:00 p.m. Common Council Chambers, City Hall, 108 East Green Street Minutes Committee Members Attending: Joseph (Seph) Murtagh, Chair; Josephine Martell, Cynthia Brock, Rob Gearhart, and Steve Smith Committee Members Absent: None Other Elected Officials Attending: Mayor Svante Myrick (joined the meeting at 6:20 p.m.) Staff Attending: Lisa Nicholas, Senior Planner; Jennifer Kusznir, Senior Planner; Megan Wilson, Senior Planner; Nels Bohn, Director, IURA; Deborah Grunder, Executive Assistant Others Attending: None Chair Seph Murtagh called the meeting to order at 6:00 p.m. 1) Call to Order/Agenda Review No changes were made to the agenda. 2) Public Comment and Response from Committee Members Rick Manning, 1335 Mecklenburg Road, is in favor of allowing dogs in Stewart Park and also encourages the City to follow the recommendations from the Cayuga Bird Club. Enforcement is key to the success of this new ordinance. James Tielers spoke on the changes to the Brewpub ordinance. He questioned some of the changes and will wait for the discussion later in the evening. 3) Updates, Announcements, Reports a) HUD Funding Announcement ( Nels Bohn ) Chair Murtagh read into the record the funding announcement that was published in the Ithaca Journal. A copy of that announcement is attached to these minutes. b) Waterfront Plan ( Jennifer Kusznir ) Jennifer Kusznir explained to the group that the Waterfront working group has been meeting every two weeks. The public information sessions were well attended. It is the goal to complete the review in order to amend the TMPUD ordinance currently in the works. c) Southside Plan ( Megan Wilson ) A draft neighborhood plan was put together but was never acted on. The first task of this committee is a survey to find out about households, transportation, etc. Many of the residents in this area have lived there for many years, but the survey also shows there is a fairly large group of new residents. Of those residents, the majority own a vehicle as there sole method of transportation. Alderperson Brock asked if the Spencer Road area were included in this neighborhood plan. Wilson stated the Spencer Road area will be included in the overall neighborhood plan. d) Parks Master Plan ( Megan Wilson ) An event was held over the weekend at Cass Park that was very well attended. A survey will be distributed by the consultants and will be a statistically sound survey. This project is also working with the County and the Town of Ithaca. The Town’s involvement is mostly the survey. 4) Action Items (Voting to send onto Council) a) Annual Common Council Concurrence for Lead Agency Annual Common Council Concurrence that the City of Ithaca Planning and Development Board be Lead Agency in Environmental Review for Site Plan Review Projects for which the Common Council is an Involved Agency Resolution Moved by Alderperson Brock; seconded by Alderperson Martell. Passed unanimously. Alderperson Brock stated that this includes the right to not to be lead agency if they so choose. WHEREAS: 6 NYCRR Part 617 of the State Environmental Quality Review Law and Chapter 176.6 of the City Code, Environmental Quality Review, require that a lead agency be established for conducting environmental review of projects in accordance with local and state environmental law, and WHEREAS, State Law specifies that, for actions governed by local environmental review, the lead agency shall be that local agency which has primary responsibility for approving and funding or carrying out the action, and WHEREAS, State Law also specifies that when an agency proposes to directly undertake, fund or approve a Type I Action or an Unlisted Action undergoing coordinated review with other involved agencies, it must notify them that a lead agency must be agreed upon within 30 calendar days of the date that the Environmental Assessment Form (EAF) or draft EIS was transmitted to them, and WHEREAS, Projects submitted to the Planning Board for Site Plan Review and Approval, at times involve approvals or funding from Common Council, making Council an involved agency in environmental review, and WHEREAS, in order to avoid delays in establishing a Lead Agency and to make the environmental review process more efficient, it is desirous to continue the agreement in which the Planning Board will assume Lead Agency status for such projects , and WHEREAS, in accordance with the State Environmental Quality Review Law and the City of Ithaca Environmental Quality Review Ordinance, involved agencies are provided with project information and environmental forms for their review, as well as all environmental determinations; now, and WHEREAS, on April 7, 2015 the Common Council did consent to the Planning & Development Board acting as Lead Agency in environmental review for site plan review projects for which Common Council has been identified as an Involved Agency through December 31, 2015, and WHEREAS, That Common Council did consent to the Planning & Development Board acting as Lead Agency in environmental review for site plan review projects for which Common Council has been identified as an Involved Agency through December 31, 2016; and, be it further, therefore be it RESOLVED, That Common Council does hereby consent to the Planning & Development Board acting as Lead Agency in environmental review for site plan review projects for which Common Council has been identified as an Involved Agency through December 31, 2017; and, be it further RESOLVED, That for any future project Common Council may withhold or withdraw its consent should it so desire. Mayor Myrick joined the meeting at 6:20 p.m. b) Zoning Amendment to Allow Brewpubs, Urban Breweries, and Taverns Re: Proposal to Amend Chapter 325, Entitled “Zoning,” to Include Definitions for Brew Pub, Urban Brewery, & Tavern, and Amend Allowable Uses in B-2, B-5, & CBD Districts The purpose of this memo is to provide information regarding a proposal to establish definitions for Brew Pub, Urban Brewery, and Tavern, and to establish them as permitted uses in specific zones. This proposal was previously discussed at the December Planning and Economic Development Committee meeting. At that meeting concerns were raised regarding the proposed definitions of Urban Brewery and Brew Pub. Enclosed for your consideration is a draft ordinance which has been edited in order to remove the requirement for food service in brew pubs, and to remove the language regarding various NYS permit requirements in the Urban Brewery. All changes have been tracked. These changes are minor and do not require re-circulation. The draft Full Environmental Assessment Form of this action is enclosed. The proposed ordinance and environmental assessment were previously circulated to the City Planning Board, the Conservation Advisory Council, the Tompkins County Planning Department and various other City staff and departments. No comments have been received regarding this proposal. At the last meeting the Planning Committee voted on the resolution for the declaration of lead agency and the resolution of environmental significance. If you have any concerns or questions regarding any of this information, feel free to contact me at 274-6410. ORDINANCE NO. ____ Moved by Alderperson Smith; seconded by Alderperson Brock. Alderperson Smith asked removing the requirement of not having to serve food. Does that not allow them to serve food and if so does that need to be spelled out? Alderperson Brock asked if we don’t require food to be served, there may be a total different type of clientele than one would find in a restaurant type of atmosphere. Alderperson Gearhart stated there is a distinction of type of brewpub, etc. why are we not holding the same distinction with serving food or not? Alderperson Martell stated that the goal of the ordinance was to limit the amount of gallons being brewed and restrict that the storage tanks be placed inside. The intention was not to look at whether to allow food or not. It was decided by the committee to bring this back next month to vote whether to circulate the proposed changes to this ordinance. BE IT ORDAINED AND ENACTED by the Common Council of the City of Ithaca that Chapter 325, Zoning, be amended as follows: Section 1. Section 325-3B, entitled, “Definitions and Word Usage,” is hereby amended to add the following definitions: Brew Pub — An establishment that produces ales, beers, meads, hard ciders, and/or similar beverages to serve on‐site. Sale of beverages for off‐site consumption is also permitted in keeping with the regulations of the New York State Liquor Authority. Service of brewed beverages must be in conjunction with the service of food. Brew pubs may not produce more than 5,000 barrels of beverage annually. May also include the distribution of beverages for consumption at other sites. A brew bub, may NOT contain external tanks for storage of raw materials or beverages. Urban Brewery — A limited production brewery that may produce no more than 15,000 barrels annually. Microbreweries may sell to licensees; however, they may NOT sell to the general public without a NYS brewer's retail permit. An Urban Brewery may have a restaurant in or adjacent to it., only if it has obtained a NYS an on-premises retail license. Tavern — An establishment for the sale of beer and other drinks to be consumed on the premises, sometimes also serving food. Section 2. Section 325-8 of the Municipal Code of the City of Ithaca, entitled District Regulations, is hereby amended in order to add Brew Pub as an allowable primary use in the B-2a district and Urban Breweries as an allowable use in the B-5 district. Section 3. Section 325-8 of the Municipal Code of the City of Ithaca, entitled District Regulations, is further amended to add the following allowable accessory use in the B-2 zones: Incidental parking for any uses allowed in any of the B2 zones. Section 4. The City Planning and Development Board, the City Clerk and the Planning Department shall amend the District Regulations Chart in accordance with the amendments made herewith. Section 5. Severability. Severability is intended throughout and within the provisions of this local law. If any section, subsection, sentence, clause, phrase or portion of this local law is held to be invalid or unconstitutional by a court of competent jurisdiction, then that decision shall not affect the validity of the remaining portion. Section 6. Effective date. This ordinance shall take effect immediately and in accordance with law upon publication of notices as provided in the Ithaca City Charter. c) Authorization of Funds from Community Housing Development Fund Community Housing Development Fund, Funding Round #13 — Authorize Disbursement of $50,000 Pursuant to Executed MOU Moved by Alderperson Martell; seconded by Alderperson Smith. Passed Unanimously. WHEREAS, the Community Housing Development Fund (CHDF) was established in 2009, and renewed in 2015, by Memorandum of Understanding (MOU) among and between the City of Ithaca, Tompkins County and Cornell University to raise and award funds to increase the supply of permanently affordable housing in the County, and WHEREAS, on an annual basis Cornell University contributes $200,000 to the CHDF and the City of Ithaca and Tompkins County each contribute $100,000, and WHEREAS, the CHDF Program Oversight Committee (POC) recommends round #13 funding of $356,250 for the following affordable housing projects: and, WHEREAS, the Common Council determined that City contributions to the CHDF should be used solely to assist projects located within the City of Ithaca, and WHEREAS, pursuant to the 2015 MOU, Tompkins County administers the CHDF, including collection of contributions to the CHDF and distribution of funds to project sponsors, and WHEREAS, rehabilitation of a facility in kind on the same site is a type II action under SEQR/CEQRO, therefore no environmental review is required for the INHS Scattered Site Rental Housing Preservation project, now; therefore, be it Community Housing Development Fund Round #13 Recommended Funding Awards Applicant Project # Units Location Funding ($1,000s) Cornell County City Total Second Wind Cottages, Inc. Second Wind Cottages (units #15-#18) 4 rental (T) Newfield -1435 Elmira Rd. 37.5 18.75 0 56.25 INHS, Inc INHS Scattered Site Rental Housing Preservation 98 rental (C) Ithaca -14 various properties 200 50 50 300 Totals 237.5 68.75 50 356.25 WHEREAS, prior City contributions to the CHDF were derived from Gateway Loan proceeds administered by the Ithaca Urban Renewal Agency that originated from sale of City‐owned land for the Eddygate project located at 110 Dryden Road, but such funds have been depleted, and WHEREAS, as part of the 2016 Budget, funds were placed in Restricted Contingency to fund the City’s contribution to the CHDF, now; therefore, be it RESOLVED, that the Common Council for the City of Ithaca hereby authorizes an expenditure of up to $50,000 to Tompkins County for the following affordable housing projects to implement the round #13 recommended funding awards through the Community Housing Development Fund: Project Name: INHS Scattered Site Rental Housing Preservation Project Amount: $50,000 Applicant: Ithaca Neighborhood Housing Services, Inc. Project Summary: Renovation of 98 rental housing units in 44 buildings located throughout the City of Ithaca and RESOLVED, that Common Council hereby transfers $50,000 from Account A1990 Restricted Contingency to the following accounts: A8020‐5700 Planning Contracts $50,000 to fund City/County/Cornell Housing Trust (City portion), and be it further, RESOLVED, that the Mayor, subject to advice of the City Attorney, is hereby authorized to execute a fiscal agency agreement with Tompkins County to implement this resolution. 5) Action Items (Voting to Circulate) Allowing Dogs in Stewart Park At its May 26th meeting, the Parks Commission discussed the current prohibition of dogs in Stewart Park. Per City code, dogs are only allowed in Stewart Park by special permit issued by the Superintendent of Public Works (except for service animals). Stewart Park is the only City park where dogs are prohibited, and this prohibition is often not adhered to and rarely enforced. The completion of the Cayuga Waterfront Trail has brought an increase in the number of dogs as more people travel through and visit the park with their pets. The Parks Commission has not received any complaints about dogs in the park and believes lifting the prohibition would be appreciated by many in the community. While a quorum was not present, all Parks Commissioners in attendance voted unanimously to recommend that the existing legislation (Chapter 336, Stewart Park, of the City Municipal Code) be changed to allow on-leash dogs in all City parks. Dog care stations should be provided to address concerns about waste, and the Cayuga Waterfront Trail Initiative has offered to provide the stations. If you have any questions or comments, please contact Megan Wilson, Senior Planner, at 274-6560 or mwilson@cityofithaca.org. Board of Public Works July 11, 2016 Recommendation to Allow Dogs in Stewart Park – Resolution By Commissioner Goldsmith: Seconded by Commissioner Jenkins WHEREAS, the Parks Commission recently discussed and recommended that the prohibition on Dogs in Stewart Park be changed at their May 26, 2016 meeting, and WHEREAS, Stewart Park is the only City park where dogs are prohibited, and this prohibition is often not adhered to and rarely enforced, and WHEREAS, the completion of the Waterfront Trail has brought an increase in the number of dogs as more people travel through and visit the park with their pets, and WHEREAS, neither the Parks Commission nor the Board of Public Works have received complaints about dogs in Stewart Park, WHEREAS, the BPW acknowledges there will be an additional maintenance costs, therefore be it RESOLVED, That the Board of Public Works recommends that Section 336-11 of the City Code be changed to allow dogs in Stewart Park under the following conditions: 1. Dogs are to remain on leashes no longer than 6 feet and under the owner’s control, and 2. Dog care stations for dog waste are provided and maintained Carried Unanimously Megan Wilson stated based on tonight’s comments, she will draft an ordinance indicating that dogs will be allowed in Stewart Park. Stewart Park is the only park in the City that does not allow dogs. Enforcement can be put into place to limit the dogs in the bird sanctuaries. Rick Manning stated that many of the bird lovers will be vocal as to the enforcement. Moved to circulate by Smith; Brock seconded. Passed unanimously. 6) Review and Approval of Minutes a) November 2016 and December 2016 Moved by Alderperson Smith; seconded by Alderperson Brock as amended with Brock’s requested changes. Passed unanimously. 7) Adjournment Moved by Alderperson Martell; seconded by Alderperson Smith. Passed unanimously. The meeting was adjourned at 7 :00 p.m. FUNDING OPPORTUNITY 2017 Call for Proposals Community Development Block Grant (CDBG) Home Investment Partnership Program (HOME) On behalf of the City of Ithaca, the Ithaca Urban Renewal Agency (IURA) seeks proposals for projects to be included in the City’s draft 2017 Annual Action Plan. Approximately $900,000 in combined CDBG and HOME funding is expected to be available. Community groups, businesses, non‐profit organizations, and individuals are invited to submit proposals for projects to be funded through these programs. APPLICATION INFORMATION Submission requirements are described in the application form and the instructions that accompany it. Application forms may be obtained as follows: • Online: www.IthacaURA.org, or • Pick‐Up: IURA, City Hall, 108 E. Green St., 3rd Floor, Ithaca, NY 14850, or • Call to Request: (607) 274‐6565 APPLICATION DEADLINE: NOON, TUESDAY, FEBRUARY 28, 2017 FOR MORE INFORMATION, OR FOR FREE TECHNICAL ASSISTANCE IN PREPARING AN APPLICATION, PLEASE CONTACT: Nels Bohn, Director OR Charles Pyott, Contracts Monitor Phone: (607) 274‐6565 Fax: (607) 274‐6558 E‐Mail: nbohn@cityofithaca.org or cpyott@cityofithaca.org Ithaca Urban Renewal Agency 108 E. Green St., 3rd Floor Ithaca, NY 14850 ELIGIBLE PROJECTS: CDBG & HOME U.S. Department of Housing and Urban Development (HUD) regulations control the use of both CDBG and HOME funds. There is a two‐tier test to determine project eligibility: 1. NATIONAL OBJECTIVES TEST All projects must either eliminate slum/blight conditions or principally benefit low‐ and moderate‐ income (LMI) persons in one of the following ways: DIRECT BENEFIT – at least 51% of households benefiting from the project are LMI. For housing projects, 100% of households assisted must be LMI. AREA BENEFIT – project benefits all residents of a particular neighborhood where 51% or more of the residents are LMI persons. LMI households are currently defined as follows: Household Size Maximum Income 80% of Area Median Income (AMI) 1 $41,100 2 $47,000 3 $52,850 4 $58,700 5 6 $63,400 $68,100 Note: These limits are expected to be updated by HUD in February 2017. 2. PROJECT ELIGIBILITY TEST In addition to meeting one of the National Objectives described above, eligible projects must fall into one of the four following categories: 1) AFFORDABLE HOUSING (examples include): Rehabilitation of housing Construction of new housing Homeownership assistance Facilities for persons with special needs, such as homeless shelters or group homes Tenant‐based rental assistance 2) ECONOMIC DEVELOPMENT (examples include): Brownfield remediation Blight removal Job creation and/or retention resulting from: o Loans to businesses o Micro‐enterprise programs o Technical assistance to businesses 3) PUBLIC SERVICES (examples include): Food, clothing, healthcare, or other basic services for LMI populations Initiatives that expand access to/utilization of existing LMI services Job training & placement Programs directed toward specific subpopulations, such as immigrants, youth, or the elderly 4) PUBLIC FACILITIES (examples include): Streets Parks & playgrounds Sewer, water, & drainage systems Pedestrian safety improvements Community centers Childcare centers Removal of architectural barriers for elderly & disabled persons SELECTION CRITERIA To be considered for funding, each proposal must satisfy the following two threshold criteria: ELIGIBILITY ― All projects must meet the benefit and eligibility tests, as described above for the specific funding source. CONSISTENCY with IURA CONSOLIDATED PLAN ― All projects must address a priority need identified in the 2014‐2018 Consolidated Plan, available at www.IthacaURA.org. Proposals that satisfy these threshold criteria will be prioritized for funding based on an evaluation of: NEED ― Documented extent and severity of the need that the project will address. IMPACT ― Results that will be achieved to address identified need, including number of persons who will benefit from the project (both low‐ and moderate‐income and total number) or impact of project on neighborhood stability. FEASIBILITY ― Inclusion of a proposed budget and timeline that are reasonable, and the extent to which the applicant has anticipated and proposed to manage potential obstacles to completion. CAPACITY ― Evidence of applicant’s ability to successfully implement the project. LEVERAGE ― Percentage of CDBG/HOME used in comparison to funding from other sources. COORDINATION ― Extent to which a project implements or coordinates with other initiatives and plans, or other proposed projects that have been submitted for funding. APPLICATION DEADLINE: NOON, TUESDAY, FEBRUARY 28, 2017 FOR MORE INFORMATION, TO OBTAIN AN APPLICATION, OR FOR FREE TECHNICAL ASSISTANCE CONTACT: Nels Bohn, Director OR Charles Pyott, Contracts Monitor Phone: (607) 274‐6565 Fax: (607) 274‐6558 E‐Mail: nbohn@cityofithaca.org or cpyott@cityofithaca.org