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HomeMy WebLinkAbout8.1 1st reading of an ORDINANCE AMENDING CHAPTER 14 "ZONING" OF THE VILLAGE CODE OF MOUNT PROSPECT, ILLINOIS (PZ-03-23).Mr�GauC �'d'+rt;�iect Item Cover Page readingSubject Ist of ORDINANCE AMENDING CHAPTER 4 • OF •! OF MOUNTPROSPECT,• 1 Meeting March 21, 2023 - REGULAR MEETING OF THE MOUNT PROSPECT VILLAGE BOARD - Fiscal Impact false Dollar Amount Budget Source Category NEW BUSINESS Type Action Item Information Background: The 2022-2023 Village Strategic Plan lists Charging Stations: Outcome, Village Role, Direction and Village Actions as a High Priority Policy Agenda Item (Goal 4). In addition, an Electric Vehicles Plan Final Report: Presentation, is a management progress item for 2022-2023. The Building Department is concurrently evaluating potential changes to the building code related to charging port wiring for residential properties. Planning staff was asked to provide information on all current rules and regulations surrounding Electric Vehicles (EV) in the Village and surrounding communities, and to provide potential amendments to the Village's Zoning Code to regulate this use. Information: Currently, the Village of Mount Prospect Zoning Ordinance and Building Code do not require property owners to provide EV -capable or EV -ready charging stations. As of this date, the building department has received one (1) commercial building permit for the installation of four (4) EV charging stations in a shopping center and twelve (12) residential building permits for the installation of electric car chargers and/or amp upgrades in single-family homes; there are currently four (4) EV charging stations installed in the Village's two parking structures. Key Federal Legislation According to the American Planning Association's October 2022 monthly 1 publication "Zoning Practice: Preparing for the Electric Vehicle Surge", included as Attachment , in the second quarter of 2022, EV sales have accelerated, reaching 442,740 and marking a 12.9% increase from the same quarter in 2021. According to this publication, two recent federal legislative changes have accelerated the pace of EV market transformation. The Bipartisan Infrastructure Law (BIL) was passed in 2021 and funds a substantial buildout of EV charging infrastructure, with $5 billion in funding for states over the next three years and an additional $2.5 billion in grant funding for communities and corridors. At the same time, the Inflation Reduction Act (IRA) of 2022 significantly incentivizes the purchase of EVs as the IRA provides $7.5 billion in tax credits for new EVs and $1.3 billion for purchase of used vehicles, substantial funding for EV infrastructure in disadvantaged or underserved communities, and tens of billions to incentivize expanded domestic manufacture of batteries. In the Fall of 2021, the Village of Mount Prospect's Community Development Department released a report titled "Electric Vehicle Readiness: Preparing Mount Prospect for the Future", and it was intended to serve as a resource toward utilizing EV Charging Stations to better serve the community, and discussed how EV's could be incorporated into Village processes. The report states that EVs are a growing trend, and adopting code amendments and policy to support a more sustainable future is in the Village's best interest. Furthermore, this document identifies current readiness in implementing EV, lists incentives available, introduces opportunities toward accomplishing these goals, and provides several readiness related outreach tactics to engage and educate Village staff, the Village Board, Mount Prospect residents, stakeholders, and business owners. More information about this report can be found in Attachment B. In order to make land -use decisions about where and how to permit the installation of EV charging stations, it is important to understand what electric vehicle charging infrastructure is and the different levels of EV charging readiness, the different types of chargers available, the installation costs associated with each, and what other local suburban municipalities are doing to consider the implications of EV charging needs. Electric Vehicle Charging Infrastructure and Types of EV Charging: Otherwise known as electric vehicle supply equipment (EVSE), this infrastructure focuses on three charging technologies designed primarily for light-duty vehicles: Level I: Level I charging uses a household plug-in at 15-20 amps and 120 volts. This method of charging is most common for single-family residential properties. A Level I (or 120 volt outlet) can output approximately 40 miles of range from 8 hours of charging. 2 Level II: Level II charging uses a circuit similar to an electric dryer or oven at 40- 60 amps and 208 or 240 volts. This type of service is common in multi -family or commercial districts and increasingly in single-family residential properties (the Village has seen an increase in single-family residential building permits requesting amperage upgrades from 100 amps to 200 amps). This option can operate up to 80 amps, and 19.2 kilowatts (kW) of service, but most Level II charging stations operate at lower output levels. A Level II charging station provides approximately 32 miles of range per hour of charging time. Level III/Direct Current Fast Charging (DCFQ: Unlike Level I or II charging, Level III charging or DC Fast Charge and Supercharging utilizes a direct current (DC) instead of AC, a separate transformer and much higher power capacity (25-300 kW) and can recharge an EV at a rate of 3 to 20 miles of range per minute. Level III chargers typically use between 400-900 volts and is the fastest type of charging currently available. Very few residential locations have the high-voltage supply that is required for Level III charging. • No EV Infrastructure: spaces not equipped with any EV charging infrastructure. • EV Capable: the installation of electrical panel capacity with a dedicated branch circuit and a continuous raceway from the panel to the future EV parking spot(s). These are usually spaces constructed within an empty raceway (e.g. pathway for future electrical wiring, usually in enclosed walls or pavement) to supply power for future EV charging stations at any given time. • EV Ready: the installation of electrical panel capacity and raceway with conduit to terminate in a junction box or 240 -volt charging outlet. These are typically spaces that are constructed with full electrical circuits (junction box, conduit, receptacle, overprotecting devices, and wiring) that are ready for connection with an EV charger at any given time. • EV Charger Installed: spaces equipped with EV charging stations by project completion. Zoning lins for EV Chargingtion in Other Communities: The Village of Mount Prospect is a member of the Northwest Municipal Conference (NWMC) which is an intergovernmental group that represents over 1.2 million citizens residing in 42 municipalities and one township. The NWMC has served as a resource for the Village to gather information and increase cooperation with local municipalities. Planning staff reached out to the NWMC to survey local municipalities to gain more insight to how EV charging stations are regulated in each community. Out of 42 municipalities surveyed, 20 municipalities responded and these responses are included as Attachment C. KI Elk Grove Village and Northbrook require EV charging stations or infrastructure for new construction and/or redevelopments. In certain zoning districts and planned unit developments (PVDs), Elk Grove Village requires that 2% of parking spaces are equipped with EV charging stations. Northbrook requires EV infrastructure for all new single-family residential and townhouse projects, and any project development in need of zoning relief, if officials determine it is appropriate. Similar to Northbrook, EV charging stations are not required in Schaumburg, but Schaumburg's electrical code requires that conduit be installed from the electrical panel to an electrical junction box located in the garage for future dedicated circuits to be available for EV charging equipment, heating/cooling equipment, appliances, etc., for all new single-family or townhome construction. Schaumburg's EV Code also strongly encourages but does not require that all new single- and multi -family residential and nonresidential developments provide the electrical capacity necessary to accommodate the future hardwire installation of a Level II charging station. Morton Grove and Wilmette will require EV charging stations only as a recommendation by staff and/or the Plan Commission, and the requirement is included as part of a special use/PUD ordinance or only through the PUD process. Des Plaines has not required EV charging stations but does allow them, and Des Plaines has considered requiring EV charging stations for certain PUDs or projects with a redevelopment agreement. The majority of communities surveyed indicated that EV charging stations would generally be considered accessory uses, either undefined or explicitly defined as such in their respective codes. For the communities that implemented code changes, a handful of communities provided that concurrent changes were made to their signage, building and/or electrical codes. Schaumburg and Lincolnshire both regulate signage, parking stall width, parking stall markings, setbacks, wattage output, screening of power units and battery storage, protection of AC or DC station, and ADA accessibility for EV charging stations and associated stalls. Lincolnshire also contains regulations for other considerations including motion detectors and anti -vandalism hardware. Code changes addressing EV charging stations are on the radar for Glencoe, Grayslake, Hanover Park, Libertyville, Morton Grove, Northfield and Wilmette. These communities range from possibly considering regulations to being in the initial stages of discussions to drafting code later in 2023. Niles, Streamwood and Winnetka indicated that they are not planning changes to their code that would require EV charging stations or infrastructure. In general, it appears that most communities, including Mount Prospect, have adopted a permissive attitude towards EV charging stations even if they are not explicitly regulated in their codes. 4 Current Review Process in Mount Prospect Zoning Regulations The Village's Zoning Ordinance currently contains no regulations related to EV charging stations. However, when the Village receives a permit request for EV charging station(s) in commercial developments, staff planners will typically review for screening around a utility transformer or power cabinet (if a transformer or cabinet is proposed), dimensions of any proposed transformers, and dimensions of parking stall widths. Staff may sometimes require a parking analysis for parking lots that have existing parking issues. Planning staff is not typically involved in plan reviews for EV chargers or service upgrades for single- family residential garages. Building Regulations If an EV charging station is proposed, a building permit is required and the charging station's electrical designs must satisfy the 2020 National Electric Code. For a single-family homeowner looking to install a charger in their garage or upgrade their amperage, a building permit requires the submission of a panel schedule, load calculations, and a plan noting the location of the charger/circuit. For a service upgrade, the applicant is required to provide the location of the service panel with a surge protector and meter socket which is to include an exterior disconnect. Stamped and signed drawings are not required for adding an EV charging circuit. Based on a review of single-family residential permits from 2021 to present day, staff notes it would cost a single-family residential homeowner anywhere from $1,000 to $5,000 to install a car charger. For multi -family residential developments, the building department estimates it would cost approximately $8,000-$10,000 per parking stall to install a Level I or II charger (which does not include the cost of charger or service upgrade) and approximately $50,000 per parking stall to install a Level III charger if a Homeowners Association were to install these as a group of three (3) chargers. Chargers installed underground would cost an additional $5,000-$10,000. These estimates only relate to retrofits for existing buildings where chargers are added after a building has already been constructed. The estimates include a transformer! CT cabinet, and the cost of any directional boring that may be required. It should also be noted that prices are market and supply driven and can have large fluctuations. Current lead times for obtaining a transformer are approximately 18 to 24 months and will likely affect the cost of installing a charger. In comparison, the building department estimates it would cost a developer approximately $40,000 for an at -grade Level III charger if the chargers are built up front as part of new construction. 5 For multi -family residential developments or commercial shopping centers looking to install several EV charging stations in a parking lot, the applicant is required to provide isometric drawings, a panel schedule, cut sheets of charging stations, load calculations, and the location of the charger(s). For a service upgrade or new service, the location of service panel/disconnect and meter socket which is to include an exterior disconnect must be provided. A site plan is required indicating the location, barrier protection, and any other department information necessary for review. Stamped and signed drawings by an Illinois Licensed Design Professional are required. There is one shopping center in the Village located at 2300 S. Elmhurst Road that provides two Level II charging stations and two Level III charging stations in their outdoor at -grade parking lot; the cost to install these three chargers (including labor and material) was approximately $250,000. The building department requires the following inspections: a pre -pour base and underground inspection where the location of chargers to transformers are examined, and an electrical service inspection. The permit process is streamlined and straightforward from initial submittal to final inspection and permit closeout. Public Works Although there are no specific regulations required by the Village Code, the Public Works Department reviews the placement of EV charging stations and potential conflicts with other items, like utilities or lights. If located within a parking island, Public Works would ensure that the charging station(s) are placed in such a way as to not shorten or narrow the parking stall. Proposed Changes to the Village of Mountroc' oni Code Proposed amendments to the zoning code include the following. Refer to Attachment for the proposed changes to the Zoning Ordinance: Article III General Provisions, Section 14.317: Environmentally Sensitive Development Techniques Amend Section 14.317 Environmentally Sensitive Development Techniques to add Electric Vehicle Charging Stations as subsection C as proposed below. Staff finds this the most appropriate location since this section already includes regulations for wind energy and solar energy conversion systems. Staff does not propose to mandate a certain percentage of EV charging stations in nonresidential or residential developments since the installation costs for an EV charging station may be cost -prohibitive for many developments. C. Electric Vehicle Charging Station: The Village of Mount Prospect recognizes the growing electric vehicle market and proposes the following minimum 11 standards in order to reduce automobile air pollution, greenhouse gas emissions, and storm water runoff contaminants, encourage electric vehicle charging infrastructure to increase electric vehicle usage across the Village, and streamline the permitting process: 1. Location: Electric charging station equipment shall not block the public right- of-way. EV charging stations are encouraged in landscaped areas. If located within a parking lot, EV charging stations shall be placed to minimize vehicular and pedestrian conflicts and maintain site aesthetics. 2. Signage: A public charging station must be posted with a sign indicating the space is only for electric vehicle purposes. Days and hours of operation must be included if time limits or tow away provisions are to be enforced by the property owner. Information identifying voltage and amperage levels or safety information shall be posted. Only signs required to identify the purpose and function of the charging station and corresponding parking space are allowed in compliance with Chapter 7 Sign Regulations. Off - premises advertisement of goods and services is prohibited on LED screens or on any other component of the charging station through images or sound. 3. Parking: Charging station spaces reserved only for electric vehicles may be included in the overall calculation of minimum parking spaces required for the primary use by this Chapter, provided that such charging station spaces do not (a) account for more than 10% of the minimum parking spaces required, or (b) reduce the dimensions of adjoining spaces or the parking aisle or reduce the number of available spaces below the minimum required by Article XXII Off Street Parking and Loading. Subject to the conditions of this Article, additional charging station spaces may be constructed but they will not count towards any minimum parking spaces required. 4. Accessibility: If any EV charging stations are constructed in nonsingle-family residential districts, a minimum of one accessible charging station with an adjacent accessible parking space shall be installed per development in compliance with all local, state, and federal accessibility requirements. The accessible charging station does not have to be designated for exclusive use of persons with disabilities, unless it is intended to satisfy the overall accessibility requirement of Article XXII Off Street Parking and Loading. 5. Screening: Charging station equipment must be screened from adjacent properties and the right-of-way with native ornamental grasses that are sufficiently tall and dense, as feasible. Documentation providing the rationale for screening that is not feasible shall be submitted by the installer and approved by the Director of Community Development. 6. Pavement Marking: Lettering that states "'EV Charging" or "'EV Charging Only" and any marking to delineate accessible spaces, shall be the only pavement marking permitted to identify charging station spaces. 7. Equipment Protection: All equipment shall be protected via curbing, bollards, 7 or similar protective structure or device. Article VI Zoning Districts, Section 14.604: Land Use Tables I and II Electric vehicle charging stations would be permitted as an accessory use within any parking lot or parking structure in all non -single family zoning districts. Add "BEV charging stations, as an accessory use" to all non -single family zoning districts in the appropriate alphabetical locations (regardless of the level of charging). Add "EV charging stations, as a principal use" as a conditional use in the B-3, B-4, B-5, B -5C and I-1 zoning districts. 0 M USE TABLE RESIDENTIAL. A Land Use C-R R -X R-1 R-A'R-2 R-3 R-4 Electric vehicle charging stations, P P P P as an accessory use LAND USE TABLE 2 COMMERCIAL AND INDIUSTRIAL ZONING DISTRICTS Land Use Electric vehicle charging stations, as P P P P P P P P P an accessory use Electric vehicle charging stations, as a C C C C C principal use The installation of EV chargers in the single-family zoning districts do not need to be addressed in the zoning code as these would be permitted by -right as most chargers are located within a private garage or within the building footprint of a home, and will be addressed and regulated by the building code. Article XXIV: Definitions Add separate definitions for the following in the appropriate alphabetical locations: ELECTRIC VEHICLE: Any vehicle that is licensed and registered for operation on public and private highways, roads, and streets; and operates either partially or exclusively using an electric motor powered by an externally charged on -board battery. ELECTRIC VEHICLE CHARGING STATION: A public or private parking space that is served by battery charging station equipment for the purpose of transferring electric energy to a battery or other energy storage device in an electric vehicle. E-3 ELECTRIC VEHICLE SUPPLY/SERVICE EQUIPMENT OR (EVSE): The equipment, including the cables, cords, conductors, connectors, couplers, enclosures, attachment plugs, power outlets, power electronics, transformer, switchgear, switches and controls, network interfaces, point of sale equipment, and associated apparatus designed and used for the purpose of transferring energy from the electric supply system to a plug-in electric vehicle. "EVSE" may deliver either alternating current or, consistent with fast charging equipment standards, direct current electricity. ""EVSE" is synonymous with "electric vehicle charging station." The proposed changes are intended to reflect current Village objectives as outlined in the Comprehensive Plan and other accepted planning documents. The proposed amendments satisfy the standards for text amendments as required in the zoning code. Public Hearing: The Planning and Zoning Commission held a public hearing on March 9, 2023 to review the proposed text amendments and voted 5-0 to recommend approval of the amendments. Public comments made by two audience members included a suggestion to eliminate restrictions on the number of chargers and to consider e -bikes within the proposed definitions. Staff does not propose any restrictions on the number of EV chargers such as outlets, but the proposed text amendments would limit the number of parking spaces reserved for EV charging stations to ten percent of the overall parking requirement of a development. The number of parking spaces reserved for EV charging stations is limited to ten percent so that EV charging stations can be considered accessory. Based on the provided literature, most public charging takes place at destinations with longer parked times such as in parking lots at grocery stores, restaurants, shopping centers, places of work, and transportation hubs. This suggests EV drivers will seek out fueling as a convenience when an electric vehicle charger is present which has different impacts than an EV charging station as a principal use. Staff notes that a property owner could increase the number of EV charging stations if desired, as long as the overall parking provided would also increase. The proposed text amendments do not regulate or define e -bikes, as they are not referenced anywhere in the proposed text amendments, and are largely charged via 110 -volt outlets. However, staff notes that the proposed text amendments would not restrict the use of e -bikes in the Village. Alternatives A. Approve the ordinance amending Chapter 14 as outlined in the attached documents for case PZ -03-23 which should perform certain amendments to the text of the Village's zoning regulations. B. Action at the discretion of the Village Board. 0 Staff Recommendation Staff recommends that the Village Board approve an Ordinance amending Chapter 14 of the Village Code. The proposed changes are intended to reflect current Village objectives as outlined in the Comprehensive Plan, Strategic Plan, and other accepted planning documents. The proposed amendments satisfy the standards for text amendments as required in the zoning code. Staff requests that the Village Board waive the 2nd reading of the ordinance and approve the proposed ordinance. ATTACHMENTS: PZ -03-23 Staff Report.pdf PZ -03-23 Attachment A (Zoning Practice).pdf PZ -03-23 Attachment B (EV Readiness Whitepaper).pdf PZ -03-23 Attachment C (Electric Vehicles Charging Stations Survey).pdf PZ -03-23 Attachment D Zoning Code Changes - Redline.pdf PZ -03-23 Attachment D Zoning Code Changes - Final.pdf PZ -03-23 Administrative Content.pdf PZ -03-23 Waive 2nd Meeting Request.pdf PZ -03-23 (50 S Emerson St) Minutes.pdf PZ -03-23 Draft Ordinance.pdf si F VILLAGE OF MOUNT PROSPECT 50 S. Emerson Street, Mount Prospect, IL 60056 STAFF REPORT FROM THE DEPARTMENT OF Community Development William J. Cooney, AICP Director of Community Development DATE: March 2, 2023 CASE NUMBER PZ -03-23 PUBLIC HEARING DATE March 9, 2023 BRIEF SUMMARY OF REQUEST Ann Choi Development Planner APPLICANT/PROPERTY OWNER Village of Mount Prospect PROPERTY ADDRESS/LOCATION 50 South Emerson Street The purpose of this staff report is to discuss proposed code amendments to modify Chapter 14 and other chapters of the Village of Mount Prospect Village Code as may be required for electric vehicle charging stations. A summary of the proposed changes are described below. STAFF RECOMMENDATION APPROV APPROVE WITH CONDITIONS DENY BACKGROUND The August 2022 Executive Summary of the Strategic Plan lists Charging Stations: Outcome, Village Role, Direction and Village Actions as a High Priority Policy Agenda Item (Goal 4). The 2022 Executive Summary lists Electric Vehicles Plan Final Report: Presentation as a management progress item for 2022-2023. The Building Department is concurrently evaluating potential changes to the building code related to charging port wiring for residential properties. The Draft Village of Mount Prospect Sustainability Plan 2028 also lists as a goal to formalize the Village's participation in the Illinois Finance Authority's C -PACE Program that will allow commercial and certain residential properties to finance investment in electric vehicle charging. Planning staff was asked by the Village Board to provide information on all current rules and regulations surrounding Electric Vehicles (EV) in the Village and surrounding communities, and to provide potential amendments to the Village's Zoning Code to regulate this use. INFORMATION Currently, the Village of Mount Prospect Zoning Ordinance and Building Code do not require property owners to provide EV -capable or EV -ready charging stations. As of this date, the building department has received one (1) commercial building permit for the installation of four (4) EV charging stations in a shopping center and twelve (12) residential building permits for the installation of electric car chargers and/or amp upgrades in single-family homes; there are currently four (4) EV charging stations installed in Village parking structures. Key Federal Legislation According to the American Planning Association's October 2022 monthly publication "Zoning Practice: Preparing for the Electric Vehicle Surge", included as Attachment A of this staff report, in the second 11 quarter of 2022, EV sales have accelerated, reaching 442,740 and marking a 12.9% increase from the same quarter in 2021. According to this publication, two recent federal legislative changes have accelerated the pace of EV market transformation. The Bipartisan Infrastructure Law (BIL) was passed in 2021 and funds a substantial buildout of EV charging infrastructure, with $5 billion in funding for states over the next three years and an additional $2.5 billion in grant funding for communities and corridors. At the same time, the Inflation Reduction Act (IRA) of 2022 significantly incentivizes the purchase of EVs as the IRA provides $7.5 billion in tax credits for new EVs and $1.3 billion for purchase of used vehicles, substantial funding for EV infrastructure in disadvantaged or underserved communities, and tens of billions to incentivize expanded domestic manufacture of batteries. In the Fall of 2021, the Village of Mount Prospect's Community Development Department released a report titled "Electric Vehicle Readiness: Preparing Mount Prospect for the Future", and it was intended to serve as a resource toward utilizing EV Charging Stations to better serve the community, and discussed how EV's could be incorporated into Village processes. The report states that EVs are a growing trend, and adopting code amendments and policy to support a more sustainable future is in the Village's best interest. Furthermore, this document identifies current readiness in implementing EV, lists incentives available, introduces opportunities toward accomplishing these goals, and provides several readiness related outreach tactics to engage and educate Village staff, the Village Board, Mount Prospect residents, stakeholders, and business owners. More information about this report can be found in Attachment B of this staff report. In order to make land -use decisions about where and how to permit the installation of EV charging stations, it is important to understand what electric vehicle charging infrastructure is and the different levels of EV charging readiness, the different types of chargers available, the installation costs associated with each, and what other local suburban municipalities are doing to consider the implications of EV charging needs. Electric Vehicle Charging Infrastructure and Types of EV Charging Otherwise known as electric vehicle supply equipment (EVSE), this infrastructure focuses on three charging technologies designed primarily for light-duty vehicles: Level I: Level I charging uses a household plug-in at 15-20 amps and 120 volts. This method of charging is most common for single-family residential properties. A Level I (or 120 volt outlet) can output approximately 40 miles of range from 8 hours of charging. Level II: Level II charging uses a circuit similar to an electric dryer or oven at 40-60 amps and 240 volts. This type of service is common in multi -family or commercial districts and increasingly in single-family residential properties (the Village has seen an increase in single-family residential building permits requesting amperage upgrades from 100 amps to 200 amps). This option can operate up to 80 amps, and 19.2 kilowatts (kW) of service, but most Level II charging stations operate at lower output levels. A Level II charging station provides approximately 32 miles of range per hour of charging time. Level III/Direct Current Fast Charging (DCFC): Unlike Level I or II charging, Level III charging or DC Fast Charge and Supercharging utilizes a direct current (DC) instead of AC, a separate transformer and much higher power capacity (25-300 kW) and can recharge an EV at a rate of 3 to 20 miles of range per minute. Level III chargers typically use between 400-900 volts and is the fastest type of charging currently available. Very few residential locations have the high-voltage supply that is required for Level III charging. 2 12 The Four Levels of EV Readiness • No EV Infrastructure: spaces not equipped with any EV charging infrastructure. • EV Capable: the installation of electrical panel capacity with a dedicated branch circuit and a continuous raceway from the panel to the future EV parking spot(s). These are usually spaces constructed within an empty raceway (e.g. pathway for future electrical wiring, usually in enclosed walls or pavement) to supply power for future EV charging stations at any given time. • EV Ready: the installation of electrical panel capacity and raceway with conduit to terminate in a junction box or 240 -volt charging outlet. These are typically spaces that are constructed with full electrical circuits (junction box, conduit, receptacle, overprotecting devices, and wiring) that are ready for connection with an EV charger at any given time. • EV Charger Installed: spaces equipped with EV charging stations by project completion. Zoning Regulations for EV Charging Stations in Other Communities The Village of Mount Prospect is a member of the Northwest Municipal Conference (NWMC) which is an intergovernmental group that represents over 1.2 million citizens residing in 42 municipalities and one township. The NWMC has served as a resource for the Village to gather information and increase cooperation with local municipalities. Planning staff reached out to the NWMC to survey local municipalities to gain more insight to how EV charging stations are regulated in each community. Out of 42 municipalities surveyed, 20 municipalities responded and these responses are included as Attachment C of this staff report. Elk Grove Village and Northbrook require EV charging stations or infrastructure for new construction and/or redevelopments. In certain zoning districts and planned unit developments (PUDs), Elk Grove Village requires that 2% of parking spaces are equipped with EV charging stations. Northbrook requires EV infrastructure for all new single-family residential and townhouse projects, and any project development in need of zoning relief if officials determine it is appropriate. Similar to Northbrook, EV charging stations are not required in Schaumburg, but Schaumburg's electrical code requires that conduit be installed from the electrical panel to an electrical junction box located in the garage for future dedicated circuits to be available for EV charging equipment, heating/cooling equipment, appliances, etc., for all new single-family or townhome construction. Schaumburg's EV Code also strongly encourages but does not require that all new single- and multi -family residential and nonresidential developments provide the electrical capacity necessary to accommodate the future hardwire installation of a Level II charging station. Morton Grove and Wilmette will require EV charging stations only as a recommendation by staff and/or the Plan Commission, and the requirement is included as part of a special use/PUD ordinance or only through the PUD process. Des Plaines has not required EV charging stations but does allow them, and Des Plaines has considered requiring EV charging stations for certain PUDs or projects with a redevelopment agreement. The majority of communities surveyed indicated that EV charging stations would generally be considered accessory uses, either undefined or explicitly defined as such in their respective codes. For the communities that implemented code changes, a handful of communities provided that concurrent changes were made to their signage, building and/or electrical codes. Schaumburg and Lincolnshire both regulate signage, parking stall width, parking stall markings, setbacks, wattage output, screening of power units and battery storage, protection of AC or DC station, and ADA accessibility for EV charging stations and associated stalls. Lincolnshire also contains regulations for other considerations including motion detectors and anti -vandalism hardware. 3 13 Code changes addressing EV charging stations are on the radar for Glencoe, Grayslake, Hanover Park, Libertyville, Morton Grove, Northfield and Wilmette. These communities range from possibly considering regulations to being in the initial stages of discussions to drafting code later in 2023. Niles, Streamwood and Winnetka indicated that they are not planning changes to their code that would require EV charging stations or infrastructure. In general, it appears that most communities, including Mount Prospect, have adopted a permissive attitude towards EV charging stations even if they are not explicitly regulated in their codes. Current Review Process in Mount Prospect Zoning Regulations The Village's Zoning Ordinance currently contains no regulations related to EV charging stations. However, when the Village receives a permit request for EV charging station(s) in commercial developments, staff planners will typically review for screening around a utility transformer or power cabinet (if a transformer or cabinet is proposed), dimensions of any proposed transformers, and dimensions of parking stall widths. Staff may sometimes require a parking analysis for parking lots that have existing parking issues. Planning staff is not typically involved in plan reviews for EV chargers or service upgrades for single-family residential garages. Building Regulations If an EV charging station is proposed, a building permit is required and the charging station's electrical designs must satisfy the 2020 National Electric Code. For a single-family homeowner looking to install a charger in their garage or upgrade their amperage, a building permit requires the submission of a panel schedule, load calculations, and a plan noting the location of the charger/circuit. For a service upgrade, the applicant is required to provide the location of the service panel with a surge protector and meter socket which is to include an exterior disconnect. Stamped and signed drawings are not required for adding an EV charging circuit. Based on a review of single-family residential permits from 2021 to present day, staff notes it would cost a single-family residential homeowner anywhere from $1,000 to $5,000 to install a car charger. For multi -family residential developments, the building department estimates it would cost approximately $8,000-$10,000 per parking stall to install a Level I or II charger (which does not include the cost of charger or service upgrade) and approximately $50,000 per parking stall to install a Level III charger if a Homeowners Association were to install these as a group of three (3) chargers. Chargers installed underground would cost an additional $5,000-$10,000. These estimates only relate to retrofits for existing buildings where chargers are added after a building has already been constructed. The estimates include a transformer, CT cabinet, and the cost of any directional boring that may be required. It should also be noted that prices are market and supply driven and can have large fluctuations. Current lead times for obtaining a transformer are approximately 18 to 24 months and will likely affect the cost of installing a charger. In comparison, the building department estimates it would cost a developer approximately $40,000 for an at - grade Level III charger if the chargers are built up front as part of new construction. For multi -family residential developments or commercial shopping centers looking to install several EV charging stations in a parking lot, the applicant is required to provide isometric drawings, a panel schedule, cut sheets of charging stations, load calculations, and the location of the charger(s). For a service upgrade or new service, the location of service panel/disconnect and meter socket which is to include an exterior disconnect must be provided. A site plan is required indicating the location, barrier protection, and any other department information necessary for review. Stamped and signed drawings by an Illinois Licensed Design Professional are required. 4 14 There is one shopping center in the Village located at 2300 S. Elmhurst Road that provides two Level II charging stations and two Level III charging stations in their outdoor at -grade parking lot; the cost to install these three chargers (including labor and material) was approximately $250,000. The building department requires the following inspections: a prepour base and underground inspection where the location of chargers to transformers are examined, and an electrical service inspection. The permit process is streamlined and straightforward from initial submittal to final inspection and permit closeout. Public Works Although there are no specific regulations required by the Village Code, the Public Works Department reviews the placement of EV charging stations and potential conflicts with other items, like utilities or lights. If located within a parking island, Public Works would ensure that the charging station(s) are placed in such a way as to not shorten or narrow the parking stall. Proposed Changes to the Village of Mount Prospect's Zoning Code Proposed amendments to the zoning code include the following. Refer to Attachment D for the proposed changes to the Zoning Ordinance: Article 111 General Provisions, Section 14.317: Environmentally Sensitive Development Techniques Amend Section 14.317 Environmentally Sensitive Development Techniques to add Electric Vehicle Charging Stations as subsection C. Staff finds this the most appropriate location since this section already includes regulations for wind energy and solar energy conversion systems. Staff does not propose to mandate a certain percentage of EV charging stations in nonresidential or residential developments since the installation costs for an EV charging station may be cost -prohibitive for many developments. Article VI Zoning Districts, Section 14.604: Land Use Tables 1 and II Electric vehicle charging stations would be permitted as an accessory use within any parking lot or parking structure in all non -single family zoning districts. Add "EV charging stations, as an accessory use" to all non - single family zoning districts in the appropriate alphabetical locations (regardless of the level of charging). Add "EV charging stations, as a principal use" as a conditional use in the B-3, B-4, B-5, B -5C and 1-1 zoning districts. The installation of EV chargers in the single-family zoning districts do not need to be addressed in the zoning code as these would be permitted by -right as most chargers are located within a private garage or within the building footprint of a home, and will be addressed and regulated by the building code. Article XXIV. Definitions Add separate definitions for the following in the appropriate alphabetical locations: Electric Vehicle, Electric Vehicle Charging Station, and Electric Vehicle Supply Equipment. Standards for Text Amendments The standards for text amendments are listed in Section 14.203.D of the Village Zoning Ordinance for the Planning and Zoning Commission to consider. The standards are: • The general applicability of the amendment to the community, rather than an individual parcel; • Consistency of the amendment with objectives of the Zoning Code and Comprehensive Plan; and 5 15 • The degree to which the amendment would create non -conformity; and • Consistency of the amendment with Village policy as established by previous rulings. The proposed changes are intended to reflect current Village objectives as outlined in the Comprehensive Plan and other accepted planning documents. The proposed amendments satisfy the standards for text amendments as required in the zoning code. The proposed text amendments to the zoning code are contained in Attachment D. Modifications to each of the chapters are indicated as 4ek44-,� and a.(; d..ii.:Vii.c.n:. No rearranging of language is proposed. The proposed text amendments meet the standards contained in Section 14.203.D of the Zoning Ordinance. Based on these findings, staff recommends that the Planning and Zoning Commission make a recommendation to the Village Board to approve the following motion: 1. "To approve the text amendments as outlined in the attached documents for case PZ -03-23 which should perform certain amendments to the text of the Village's zoning regulations." The Village Board's decision is final for this case. ATTACHMENTS: C(Zoning MINISTRATIVE CONTENT equest Application, Responses to Standards, etc...) I concur: William J. Cooney, AICP Director of Community Development H1PLAMPlanninq & Zoning COMM\P&Z 2023\Staff Reports\PZ-03-23 50 S Emerson Street (Text Amendments).doox PLANS (Plat of Survey, Site Plan, etc.) E(Supp OTHER lemental Information, Comments Received, etc... ) M i P OCTOBER 2022 1 VOL. 39, NO. 10 • D j o11 In this Issue: Why Are EVs Coming? I Charging Stations as Land Uses Zoning Trends I Zoning Standards for Different Land Uses I Equity Considerations Non -Zoning Tools and State Preemption I Conclusion I References 17 A plug-in electric vehicle at a public charging station in Goodyear, Arizona (Credit. Arizona Department of Transportation / Flickr Preparing for the Electric Vehicle Surge By Brian Ross, AICP, Jessica Hyink, and Rebecca Heisel Electric vehicles (EVs) are a rapidly growing sector of our nation's (and the world's) light- duty vehicle market. In the second quarter of 2022, EV sales accelerated, reaching 442,740 and marking a 12.9 percent increase from the same time last year. During the same period, traditional gasoline -powered vehicle sales were down more than 20 percent compared to the second quarter in 2021 (Cox 2022). The transforming market has impli- cations for communities and for local governments, including land -use and development changes that need to be addressed in policy, programs, and reg- ulation. In particular, planners and local government decision makers need to consider the land -use implications of the extensive build -out of EV charging infra- structure that is a necessary part of this new technology. This issue of Zoning Practice identifies the land -use implications of the ongoing EV market transformation, particularly the considerations that communities need to address in regard to public EV charging infrastructure. It describes the significant differences between gas and electric vehicles in fueling practices, the unique land -use nature of EV charging equipment, and the evolving zoning practices that communities across the country are using for public (i.e., non -home) charging equipment and land use. Finally, this issue recommends some tools for assessing zoning considerations of EV charging infrastructure and shares examples of best practices that enable transparent and predictable zoning practices across jurisdictions. Why Are EVs Coming? The EV market transformation is driven by climate action and air quality goals, but also by economic factors, such as lower fuel and maintenance costs for vehicle owners. Just as planners and local decision makers must address infrastructure and land uses associated with gasoline -powered vehicles, they will need to address the new infrastruc- ture and the local land -use decisions associated with EVs. Zoning Practice i American Planning Association i October 2022 2 18 """':,iiimLat &ire 'Illt':Illleot°mrt, 'lii i,c',iil,ee" Electric vehicle is a designation that includes several different technologies and transportation modes. Most commonly, EVs refer to light-duty (passenger car and light truck) vehicles that are hybrid-, plug -in -hybrid-, or battery -electric technologies. The EV designation also includes medium- and heavy-duty vehicles, such as delivery vans and buses, and electrified bicycles and scoot- ers, which are a growing new mode of transport. This article uses the term "EV" to refer to vehicles that can be plugged into the electric grid to provide some or all of the vehicle fuel (excluding non -plug-in hybrid technologies) and is primarily focused on the light-duty fleet. C'11,°iiii m.a:te^ a°uu°ii.d Illtlio°e°iiu,°mlmorr,°uirrirr.m'w�eaollll, 'IIII'o':Illl,t,ot,ee The transportation sector is the largest emitter of carbon (carbon dioxide equiv- alent, or CO2e) in our nation and most of our states, more than industry, the power sector, or land -use -related emissions (U.S. BTS 2021). Similarly, health-related air quality problems from internal combustion engines, primarily from the use of light- duty vehicles, continues to plague our urban areas. Many of our nation's urban centers are "nonattainment" areas under the federal Clean Air Act's National Ambi- ent Quality Standards that must enact policies to improve environmental and health outcomes associated with various air pollutants (EPA 2022). Electrification of transportation is a primary tool to reduce both transportation carbon emissions and regulated pollutants, particularly in urban areas. Consequently, many cities have included EV adoption goals in both com- prehensive plans and local climate action and energy plans (Samphea and Ross 2020). At least 13 states have adopted a low -carbon fuel standard for vehicles, and most states have adopted market trans- formation plans, incentives, or tax policies (Hartman and Shields 2022). IIY°mlrir.e°uu ftt,°uur. o°uu°otrettttw,o°uu°r.aoe of 'Illtllll° °° While policy drivers often get the head- lines as the reason for growing EV market share, the more universal reason that planners need to address emerging EV land -use issues is simply because EVs will be the least expensive form of personal vehicle transportation in the very near future (Lutsey and Nicholas 2019). Every major car manufacturer in the world has announced transition plans for moving to predominantly or exclusively EV produc- tion (Motavalli 2021). The net effect is that even for those local governments who are not setting climate goals, planning for an EV future is highly warranted. And the single biggest local planning consideration for an EV future is planning for the charging infra- structure to support a high -penetration future of EVs. II, a:rtret. f; uuma°uur.a:r°uu°°uu.matt,o°uu°m 'i[r ic',,iixerm, o°uir 'IIItRIIS Accelerating the electrification of trans- portation requires that consumers choose EVs over internal combustion engine vehi- cles. One of the acknowledged barriers to consumer adoption of EVs is the lack of charging infrastructure in both private res- idences and public charging opportunities for longer trips and to relieve "range anxi- ety." But non -home charging opportunities are unlikely to be installed until market demand is clearly in place to justify install- ing new infrastructure. The market will not respond to anticipated demand, creating a classic chicken -or -egg dilemma: We need charging infrastructure to enable vehicle purchase, but we need vehicle ownership and use to justify investment in charging infrastructure. Two recent federal legislative changes are accelerating the pace of EV market transformation. The Bipartisan Infrastructure Law (BIL) passed in 2021 is funding a substantial buildout of EV charging infrastructure, with $5 billion in formula funding for states over the next four years and an additional $2.5 billion in competitive grants for communities and corridors (White House 2021). These public charging facilities in communities Zoning Practice I American Planning Association I October 2022 3 19 and along transportation corridors will be only part of the charging infrastructure buildout; additional charging infrastructure will need to be installed in homes and apartment buildings, in workplace employee parking lots, and in private commercial parking lots to serve clients, shoppers, and other patrons of those businesses. As the infrastructure buildout is funded, these projects will require cities and other jurisdictions to make land -use decisions about where and how to permit installation. Similarly, the Inflation Reduction Act (IRA) of 2022 will significantly incentivize purchase of EVs. The IRA makes $7.5 billion in tax credits for new EVs, and $1.3 billion for purchase of used vehicles available, as well as substantial funding for EV infrastructure in disadvantaged (as defined by Justice 40) or underserved communities, and tens of billions to incen- tivize expanded domestic manufacture of batteries (White House 2022). These policies will certainly increase the urgency for all communities to consider the land use implications of EV charging needs (H. R.5376 §1.D.13401-4). Charging Stations as Land Uses The U.S. Energy Information Administra- tion reports that the U.S. has more than 100,000 retail gas stations (2022). These stations are the exclusive place for con- sumers to purchase gasoline, diesel, and ethanol as fuel for the light-duty fleet. But EVs present a dramatic departure from the historic driving culture, where gas stations are the only place for consumers to refuel their vehicles and where fueling infrastruc- ture is highly regulated and associated with a variety of health, safety, and envi- ronmental risks. Most EV charging occurs at home, so public chargers are (for most households) supplemental rather than pri- mary, except when traveling outside one's home community or region. Similarly, EV chargers do not have nearly the same public health or environmental risk of gas refueling infrastructure. So, what kind of land use is an EV charger? Are they simply an accessory device in a parking lot, like a parking .et 'fs 'IIIF'f, of°uu °ou,e ..Ve,iii.xile'f, . Illi,i,e°uir r,ri. f; e,:Pf°uu�est°uiroet�r°uire7 Different EV technologies use different forms of charging that fall in different classes of land use. EV charging infrastructure (a.k.a. electric vehicle supply equipment or EVSE) for light-duty vehicles is distinctly different in both design and use than charging equip- ment for trucks, buses, bikes, or scooters. Here we are focusing on three charging technologies designed primarily for light-duty vehicles: Level 1 charging (using a household plug-in at 15-20 amps and 120 volts); Level 2 charging (using a circuit similar to an electric dryer or oven at 40-60 amps and 240 volts); and Direct Current Fast Charging (DCFC) that utilizes a separate utility transformer and much higher power capacity (25-300 kW). payment kiosk? Or does the presence of an EV charger change the nature and function of a parking lot into a separate business for which a separate zoning application and permit is needed? What about electric infrastructure, such as transformers, that must be installed in some cases? .°"'e'f ,°i,d,e as a'11111' an Use Traditional gas stations are typically prin- cipal uses but can be an accessory use. As a principal use, associated secondary uses often include a convenience store, fast food service, car wash, or service station. As an accessory use, gas stations are most frequently sited with grocery or large wholesale stores, although the des- ignation even in those instances may be as a principal use. The business model of a traditional gas station necessitates coupled land uses. Convenience stores are the domi- nant coupled land use with traditional gas stations, with approximately 80 percent of fuel purchased at a convenience store (NACS 2022). While an estimated 30 per- cent of a traditional gas station's revenue is attributable to sales of goods from inside convenience stores, these sales account for approximately 70 percent of the profit (Crockett 2022). Zoning Practice i American Planning Association i October 2022 4 20 Traditional gas stations are often regu- lated through zoning, with prohibitions on locating traditional gas stations in residen- tial zones. Zoning regulation of traditional gas stations developed in consideration of heavy vehicular traffic use and associated nuisance but also of the environmental and health impacts imposed by traditional gas stations. According to the U.S. EPA, traditional gas stations emit air pollution, contam- inate soil and ground water, and cause vapor intrusion into structures, resulting in the potential contamination of sites within 1,000 feet of the traditional gas station (2011). Additionally, the U.S. EPA estimates that half of the existing 450,000 Brown- field sites were caused by petroleum, most often due to leaking storage fuel tanks (2022). Conversely, EV charging stations are most frequently accessory uses, with an array of principal uses in residential, commercial, industrial, institutional, and recreational zones. Because EV charging stations do not contaminate the air, soil, or ground water, zoning of EV fueling stations should differ from traditional gas stations. While some traditional gas stations may offer electric vehicle charging to draw these customers to their coupled land uses, most public charging takes place at destinations with longer parked times (e.g., parking lots at grocery stores, restaurants, shopping centers, places of work, and transportation hubs, such as airports or transit facilities) (Ricardo 2021). This behavior indicates EV drivers seldom seek out fueling for the sake of fueling but instead fuel as a convenience when an electric vehicle charger is present. Fast chargers are the exception to this and account for approximately five percent of all charging (Wood, 2017). This makes many EV charging land uses more compa- rable to that of charging a cell phone when a cell phone charger is available for use rather than fueling a combustion vehicle. The business model established by traditional gas stations and the behavior of EV drivers makes a case for a local government to encourage electric vehicle charging infrastructure coupled with com- mercial and recreational zones. According to the U.S. Department of Transporta- tion, public electric vehicle charging can draw EV drivers, and thereby increase economic development benefits, with the coupled use of electric vehicle charging and local attractions (2022). Allowing pub- lic EV charging as a principal or accessory use is critical for promoting this potential economic development driver. Dt,tfiaiuiirermt ':1111°. °uilm t,°uir,. "Use Cases,, t,E[e irenI 'fs °uir.W 't'°1"ees EV chargers are not a single land use but take different forms that need to be con- sidered in developing land -use regulations, particularly when communities are looking to enable and accelerate the electrification of transportation. Moreover, an equitable market transformation to an EV future requires that different forms of public EV charging infrastructure be enabled in local regulation to ensure fueling opportunities for all residents, regardless of access to home charging. The following are four considerations that should be assessed in land -use and zoning decision-making. Type of Use. Different levels of char- ger create different charging use cases and affect the resulting treatment in the zoning code. Level 1 and 2 chargers are used where the vehicle will be parked for hours, or when the user is just "topping off" a charge while in an associated busi- ness or institution. DCFCs are more akin to a traditional fueling station, where the primary purpose is likely to be getting fuel while enroute to another destination. Zoning Practice i American Planning Association i October 2022 5 21 A single charging station (left) versus a bank of chargers (right) (Credit. Brian Ross) Intensity or Density of Use. The number of chargers in a single installa- tion or parking area is a critical factor in assessing impacts to surrounding land uses and the transportation system. A bank of 10 or 15 chargers has different visual impact, different electrical infrastruc- ture, and different trip generation than one or two chargers provided as an amenity at a business, workplace, or institution. Public Access of the Use. Different levels of public access create different zoning considerations. Chargers that are broadly accessible to the public create different zoning considerations than char- gers restricted to customers or employees of an adjacent business or institution, or home charging, which is completely pri- vate. The degree to which the chargers are a destination, or just an accessory use associated with parking, affects how the use is permitted or regulated in zoning. Business Case of the Use. How, or whether, the chargers are paid for (requiring payment by the user or payment by the site owner to a vendor) can affect zoning considerations. Zoning frequently distinguishes between virtually identical land uses or activities based on whether the activity is a business. Defining what qualifies as a business is a judgment faced by many planning commissions and local officials. Zoning standards will vary if a third party is providing EV charging as a service to an existing business and its customers or is offering fueling services independently as a separate business. Zoning Trends In 2019, our organization, the Great Plains Institute (GPI), released the Sum- mary of Best Practices in Electric Vehicle Ordinances (Cooke and Ross 2019). We created the summary to provide local gov- ernments looking to develop EV zoning standards or development regulations with real-life references. However, the regula- tory landscape has changed significantly since 2019. To address this, GPI is work- ing to create an updated version of the guide. The updated scan of best practices in EV zoning standards and development regulations is expected to be publicly avail- able by the end of the year. As EVs become more common, and as more cities adopt policies encouraging EV market transformation, zoning prac- tices for EV charging infrastructure reflect this evolving EV landscape. Trends include evolving terminology reflecting different development use cases and increasing percentage requirements for both installed chargers and "make-ready" parking requirements. Ole°v ^':Illl,q°llpi,n . ill,t :r°uir. °t.f,°uu°t.o':Illl,c y, Defining terms within your ordinance is key to ensure that there is no confusion for ordinance users and staff. In the 2019 summary, terms related to EVSE that were defined in ordinances include battery charging station, electric vehicle charging station, electric vehicle supply equipment, and electric vehicle infrastructure. While all slightly different terms, each term Zoning Practice I American Planning Association I October 2022 6 22 essentially refers to the infrastructure from the building electric supply to the installa- tion location for the EV charging station. Our new ordinance scan reflects a growing granularity for the required com- pleteness of charging infrastructure in new construction or renovation. The best practice definitions distinguish between EV -capable, EV -ready, and EV -installed. An ordinance from Avon, Colorado, demonstrates how some cities are defining these terms (&15.28.020): EV Capable means the installation of electrical panel capacity with a dedi- cated branch circuit and a continuous raceway from the panel to the future EV parking spot(s). EV Ready means the installation of electrical panel capacity and raceway with conduit to terminate in a junction box or 240 -volt charging outlet. Electric Vehicle Supply Equipment (EVSE) Installed means the installation of a Level 2 EV charging station. Some cities choose to use all three of these definitions in their ordinances, while others elect to only differentiate between EV -installed and EV -ready, leaving out EV -capable. The evolution and separation of these terms impact the required per- centages we see in EV parking standards. f eq"lair°iii,: °m, e°iiircen,tages In the 2019 document, "Required EV parking capacity & minimum parking requirements," the best practice cate- gory discusses minimum EV -ready or EV -installed parking space requirements. Recent trends are toward requiring much higher percentages of the total parking spaces to meet an EV charger standard. Montgomery County, Maryland, was highlighted as an example in the 2019 guide. The county required one percent of parking stalls to have an installed EV charging station. "Any parking facility constructed... containing 100 parking stations or more, must have a minimum of one parking space ready to be converted to a station EV Capable �.� ReadyEV a A EVSE Installed in ip, A visualization of EV -capable, EV -ready, and EV -installed (Credit. Southeast Michigan Council of Governments) for charging electric vehicles for every 100 parking spaces, or fraction thereof" (Cooke 2019). Another example comes from India- napolis, Indiana, requiring 0.4 percent of parking stalls to have charging stations in developments with off-street parking lots with over 500 parking stalls (§744-402.D). Comparatively, in the updated scan we see much higher percentages required, especially for cities that differentiate between EV -ready and EV -capable. In the previous example of Avon, Colorado, above, for multifamily dwellings with over seven spaces, the town requires five per- cent EV -installed, 10 percent EV -ready, and 15 percent EV -capable. For commer- cial development parking lots with over 10 stalls, the same percentages hold true (§15.28.040). Richfield, Minnesota, provides another example of the increased percentages required. Its requirements for multifam- ily dwellings with 15 or more units are 10 percent Level 2 EV -installed and 10 Zoning Practice I American Planning Association I October 2022 7 23 Atlanta, GA NA 20% of spaces must be Appendix B §101.8 EV -ready Chicago, IL 20% of spaces must be 20% of spaces must be §17-10-1011 EV -ready or EV -installed EV -ready or EV -installed Honolulu, HI Buildings with 8+ spaces: Buildings with 12+ spaces: §32-1.1(20) 25% must be EV -ready 25% must be EV -ready Issaquah, WA 10% of spaces must be 5% of spaces must be §18.09.140 EV -installed; 30% must be EV -installed; 10% must be EV -ready EV -ready Madison, WI 2% of spaces must be 1% of spaces must be EV -in- §28.141(8)(e) EV -installed; 10% must be stalled (increases by 1% EV -ready (increases by 10% every 5 years); 10% must be every 5 years) EV -ready (increases by 10% every 5 years) San Jose, CA 10% of spaces must be 10% of spaces must be §24.10.200 EV -installed; 20% must be EV -installed; 40% must be EV -ready; 70% must be EV -ready EV -capable St. Louis, MO 2% of spaces must be 2% must be EV -installed; 5% §25.01.020-406.2.7 EV -installed; 5% must be must be EV -ready EV -ready (increases to 10% in 2025) Washington, DC Buildings with 3+ spaces: Buildings with 3+ spaces: §6-1451.03a 20% must be EV -ready 20% must be EV -ready Select Findings from the 2022 Scan of EV Ordinances percent EV -ready stalls capable of Level 2 charging, with at least one space capable of fast charging (Appendix B §544.13.7). Seattle goes one step further. It requires 100 percent EV -ready for multi- family residences with up to six spaces but backs down to 20 percent EV -ready for parking lots with over seven spaces. In commercial developments, 10 percent are required to be EV -ready (§23.54.030.L). Zoning Standards for Different Land Uses Based on our review of existing local and state land -use standards, technical assis- tance on EV -readiness, and stakeholder discussions at the state and national level, we recommend the following general best practices. Dn°ffne D°i1stlm,ct IIIIII'� I.V, Gti, iiirgeiiir '0"sns Provide definitions for different EV char- ger use cases as distinct land uses. Consider defining accessory -use and principal -use installations and consider a separate definition for DCFC installations. "Uses s 1114mr.,°uu,n°uu,t ° , n°uu�r°n.r' nns o:r Most installations of EV charging equip- ment are accessory uses; the primary use is either a building or parking (in those instances where the parking is on a separate parcel). For clarity, zoning ordinances should explicitly permit EV charging equipment for all home chargers (subject to accessory use dimensional and performance standards). Level 1 and 2 charger installations associated with commercial or institutional land uses should similarly be listed as per- mitted accessory uses up to at least the Zoning Practice i American Planning Association i October 2022 8 24 minimum installation requirements in the city's parking standards. All EV charging equipment installed and maintained in a surface parking area by the property owner or lessee should be considered a permitted accessory use in all districts where vehicle parking is required or allowed as an accessory use. Set° 'Parfr f,°uur.g° e °iiii, .. c. or f :r°fo' iir°uurr.orm.ce^ S1&iii,d&iiirdr Many communities will have parking or zoning standards that include a design or performance element (e.g., size or configuration of space, Americans with Disabilities Act requirements, landscaping, stormwater management, lighting, etc.). In most states, EV charging capability can be included as a minimum standard. As noted above, many cities are requiring minimum levels of EV charging capability for specific land -use types (single-family homes, multifamily buildings) or as part of commercial parking standards. Some states, such as Minnesota and New Jersey, have a "max/min" state building code, where the state code is both a floor and a ceiling for local regula- tion. These states may limit local zoning requirements to those that clearly do not overlap with building code standards. Communities will have a judgment call on whether installations that are installed or maintained by third party providers, such as a bank of chargers installed and maintained by a charging infrastructure company in a retail store parking lot, are accessory uses or principal uses, and whether design standards apply. Evaluating the installation under the four considerations noted above will help parse the question. EV chargers should only be subject to aesthetic or landscaping standards where cities have established standards for surface parking lots. Applying design or aesthetic standards uniquely to EV charging infrastructure could be deemed arbitrary. Signage is another judgment call, where signage may be appropriate when charging infrastructure is either a principal use or accessory to a mix of commercial uses that also have signage. Accessory uses in other land -use cases should not have signs or advertising, except to distin- guish the availability of, type of, or vendor for charging. De°ve':Illlo e '..III.. f°ce ffc i Stornd&iiir Commercial operation of a vehicle charging station by a third party (partic- ularly for fast charging) where there is a synergistic mix of uses will be a grow- ing instance of mixed-use development that incorporates EV charging with other compatible businesses. The business case for EV charging is similar to existing business models for gasoline refueling, where fuel is part of a convenience store, fast food, auto repair, and car wash. Gas- oline refueling is a destination but makes for a poor business case without other revenue streams. This is also true for DCFC charging; the business case typ- ically requires revenue beyond what the customer pays for fuel. But like gasoline stations, DCFC charging is a critical ele- ment to enable widespread EV use. Communities should enable DCFC charging land uses along transporta- tion corridors and create standards for DCFC charging stations as a mixed-use component that complements synergis- tic transportation corridor uses. DCFC charging installations along transportation corridors are similar in use to gas fueling in that the charging is the reason that people stop. Consideration should be given to site Zoning Practice i American Planning Association i October 2022 9 25 circulation patterns to accommodate a flow of traffic in and out. While EV market penetration is still low, circulation is unlikely to be an issue, but after EV market share reaches a higher level, peak use could result in vehicles waiting in line to charge. Equity Considerations Transportation and land use are intrinsically impacted by each other, and this relationship will continue to exist with EVSE. When EV charging access is not equitably distributed throughout a community and region, equity impacts will occur due to a lack of access. A study of EVSE throughout the Chicago region found EVSE clustering in isolated commercial developments and affluent communities, with only 26 percent of EVSE clusters in mixed land uses (Carlton and Sultana 2022). If communities leave siting of EVSE to private developers and charging operators rather than a Designated Accessible Space with 60"' or 9,6" accessible aslle considered planning approach, then access to underserved communities will likely continue to be limited. Approaches to advancing equity in EVSE land -use planning may include accessibility of equipment, multifamily supportive policies, right-of-way (ROW) supportive policies, and equitable geo- graphic coverage. The U.S. Access Board released the "Design Recommendations for Accessible Electric Vehicle Charging Stations" tech- nical assistance document, on July 21, 2022. This is the first guidance on Ameri- cans with Disabilities Act (ADA) guidance on what state and local governments and commercial facilities are required to do versus what they should do related to ADA EVSE (U.S. AB 2022). To date, the U.S. Access Board has not provided guid- ance on the number of ADA EVSE stalls but will be issuing a Notice of Proposed 5igniage Giridanc . 4Meclstcps �R r . " I Regular EV I Parking i Spdue 1 I' Regular Parking l' SpdVC T Accessible EV Charging Station Includes Ipedestall-mounted charging station, signage, and barrier -tree routes to charging equipment and the building. EV Charging Station Wall -mounted charging station. I Regrdar I Parking Space I Regralar N Parking Space 6 "a Example of an ADA -accessible parking stall layout (Credit. South Windsor, Connecticut, 11.8.3 EV W RVr Zoning Practice I American Planning Association I October 2022 10 26 An example of ROW charging infrastructure (Credit: HourCar) Rule Making to solicit comments from the public. Some municipalities have already adopted codes to address the accessibility of EVSE, including number of accessi- ble stations, cord management, and site planning considerations. Best practices consider ADA regulations for parking and sidewalk management and apply these practices to EV charging stations. While there are policies for including charging infrastructure in new multifamily developments, there are fewer policies and programs to address a lack of EVSE in existing multifamily buildings. In some cases, existing electricity service may be inadequate for EV charging stations. Ensuring an equitable distribution of public EV in proximity to multifamily buildings and underserved communities can alleviate limitations with existing buildings. Allowing EV charging stations in the public ROW along curbs can benefit underserved communities and people with disabilities. By developing an application process for placement of EV charging stations in the ROW, greater equitable distribution of EV charging stations can be achieved, particularly in locations lacking access to private, off-street parking. Where pri- vate off-street parking is not available, EV owners may choose to park along the curb and lay a charging cable across the right-of-way, including the sidewalk, to charge from home. This scenario can limit a person using an assistive device from navigating the sidewalk. Allowing the placement of EV charging infrastruc- ture in the right-of-way between the curb and sidewalk, can allow the placement of EVSE in underserved communities while allowing sidewalks to remain free of charging cables. Zoning Practice i American Planning Association i October 2022 11 27 Equity Pr by Block 6 ttr 7 TrffiM US Not [DCFC 11 Laval Coveirage To ensure equitable access to EV charging stations, communities can evaluate exist- ing locations to determine coverage and then evaluate data on underserved com- munities to develop a plan for addressing inequities in EVSE access. The U.S. Department of Transportation has a toolkit on "Equity Considerations in EV Infrastruc- ture Planning," including engagement and outreach, using equity data, and EV infra- structure funding (2022). Non -Zoning Tools and State Preemption In states where cities can adopt their own building code, many cities are choosing to use the building code instead of parking standards or zoning standards to imple- ment EV -readiness in new construction (Salcido et al. 2021). Where cities do not have independent jurisdiction over the building code, zoning or parking standards are the primary new construction EV -read- iness tools. A growing number of states are also addressing the land -use and development standards associated with EV charging infrastructure. In 2010 the State of Wash- ington passed legislation requiring cities along its major transportation corridors to meet minimum zoning requirements for EV charging equipment in new development (HB 1481). California similarly passed min- imum requirements in 2015 (updated in 2021)(GOV 65850.7 & &65850.71), New Jersey in 2021 (&40:55D-28, &40:55D-89 & &40A:12A-7), Hawaii in 2012 ( 291-71 & 291-72), and Oregon in 2021 (HB 2180). State laws generally set a floor that cities must meet, although the New Jersey law sets a uniform standard that municipalities cannot depart from, and other states have limited local jurisdictional control to health and safety issues (excluding aesthetics or character considerations). An analysis of areas of high priority or greatest opportunity for equitable EV charging deployment (i.e., block groups with equity priority scores of six or seven) in the Twin Cities, Minnesota, metropolitan area (Credit: Minnesota Department of Transportation) Zoning Practice i American Planning Association i October 2022 12 28 Conclusion The automotive industry is in an accel- erating state of transition, moving from internal combustion vehicles to electric powered vehicles. This market change is accompanied by the need for new refuel- ing infrastructure and a change in refueling "culture" that affects how communi- ties consider the deployment of vehicle charging infrastructure. Infrastructure is likely to be part of all new development, and the new business model of public vehicle fueling significantly changes exist- ing zoning considerations and practices. Charging infrastructure will generally be sited and used very differently than tradi- tional gas stations. To accommodate EV market trans- formation, communities need to consider clear and transparent zoning standards for enabling accessory use deployment of Level 1 and Level 2 charging infra- structure and, in some cases, for DCFC (fast charging) land uses. Using parking and development standards to ensure home -charging capacity in all forms of housing enables the EV market to acceler- ate. Equity concerns regarding access to charging infrastructure similarly need to be deliberately addressed in local codes and programs by making sure that charging infrastructure is accessible to people who might not have home -charging ability, including various forms of public charging, right-of-way charging, destination charging, and workplace charging. Finally, the small but critical market services of fast charging infrastructure needs to be thoughtfully incorporated into appropriate travel corridors. X°bwurt, ilthr.9 Aiuill.tllli�,oY s Brian Ross, AICP, LEED GA, is a Vice President at the Great Plains Institute, leading GPI's renewable energy market transformation efforts in the Midwest and nationally. He joined the institute after 20 years as a consultant working with local, regional, and state governments on climate and energy planning, policy, and regulation. Jessica Hyink serves as a Senior Program Manager and transportation planner for the Communities Program at the Great Plains Institute. She has more than 10 years of experience in transportation planning and program implementation, including research, analysis, data visualization, public outreach, and facilitation. Rebecca Heisel is a Program Coordinator at the Great Plains Institute. Her focus is on electric vehicle initiatives and programs that help cities understand what it means to be electric vehicle ready and to take action to accelerate EV adoption. Prior to joining GPI as a staff member, Rebecca served as a GreenCorps member with GPI supporting cities' vehicle electrification efforts. Zoning Practice i American Planning Association i October 2022 13 29 References Association for Convenience and Fuel Retailing (NACS). 2022. "Convenience Stores Sell the Most Gas." Fuels Resource Center, May 19. Carlton, Gregory J. and Selima Sultana. 2022. "Electric Vehicle Charging Station Accessibility and Land Use Clustering: A Case Study of the Chicago Region." Journal of Urban Mobil- ity, 2: 100019. Samphea, Putheawin and Brian Ross. 2020. "Transforming Minnesota's Electric Vehicle Market: Comprehensive Plan Best Practices for Local Action." Minneapolis: Great Plains Institute. U.S. Access Board (AB). 2022. "Design Recommendations for Accessible Electric Vehicle Charging Stations." August 11, 2022. Cooke, Claire and Brian Ross. 2019. "Summary of Best Prac- U.S. Bureau of Transportation Statistics (BTS). 2021. "Earth tices in Electric Vehicle Ordinances." Minneapolis: Great Day 2021 Arrives as U.S. Electric Vehicle Sales Continue to Plains Institute. Grow." Cox Enterprises. 2022. "EV Sales Hit New Record in Q2 2022." News, July 14. Crockett, Zachary. 2022. "Why Most Gas Stations Don't Make Money from Selling Gas." The Hustle, April 15. Dwyer, Michael. 2022. "Electric Vehicles and Hybrids Sur- pass 10% of U.S. Light -Duty Vehicle Sales." Today In Energy, February 9. Hartman, Kristy and Laura Shields. 2022. "State Policies Promoting Hybrid and Electric Vehicles." Washington, D.C.: National Conference of State Legislatures. Lutsey, Nic and Michael Nicholas. 2019. "Update on Electric Vehicle Costs in the United States through 2030." Washing- ton, D.C.; International Council on Clean Transportation. Motavalli, Jim. 2021. "Every Automaker's EV Plans through 2035 and Beyond." Forbes Wheels, October 4. Ricardo Strategic Consulting (Ricardo). 2021. EV Consumer Behavior. Alexandria, Virginia: Fuels Institute. Salcido, V.R., M. Tillou, and E. Franconi. 2021. "Electric Vehicle Charging for Residential and Commercial Energy Codes." Richland, Wash.: Pacific Northwest National Laboratory. U.S. Department of Transportation. 2022. "Community Benefits of Rural Vehicle Electrification" and "Equity Con- siderations in EV Infrastructure Planning." In Rural EV Toolkit. U.S. Energy Information Administration (EIA). 2022. "Gasoline Explained: Where Our Gasoline Comes From." U.S. Environmental Protection Agency (EPA). 2022. Green Book. U.S. Environmental Protection Agency (EPA). 2022. "Petroleum Brownfields." U.S. Environmental Protection Agency (EPA). 2011. School Sit- ing Guidelines. White House. 2021. "Fact Sheet: The Biden-Harris Electric Vehicle Charging Action Plan." Briefing Room, December 13. White House. 2022. "Justice40: A Whole -of -Government Ini- tiative." Wood, Eric, Clement Rames, Matteo Muratori, Sesha Raghavan, and Marc Melaina. 2017. National Plug -In Electric Vehicle Infrastructure Analysis. Golden, Colo.: National Renewable Energy Laboratory. �, �, ZONING PRACTICE OCTOBER 2022 1 VOL. 39, NO. 10. Zoning Practice (ISSN 1548-0135) is a monthly publication of the American Planning Association. Joel Albizo, FASAE, CAE, Chief Executive Officer; Petra Hurtado, PHD, Research Director; David Morley, AICP, Editor. Subscriptions are available for $95. © 2022 by the American American Planning Association Planning Association, 205 N. Michigan Ave., Suite 1200, Chicago, IL 60601-5927; planning.org. All rights reserved. No part of this publication may be reproduced or Creating Great Communities for All utilized in any form or by any means without permission in writing from APA. Zoning Practice I American Planning Association I October 2022 14 30 M Executive Summary............................................................................3 PEV Charging Station Equipment & Infrastructure .............................4 Existing Conditions.............................................................................5 Zoning & Policy Creation....................................................................6 Implementation of EV's on Village Fleet Composition .......................7 Laws & Incentives for Promoting EV's and PEV Charging Stations .....8 Alternative Fuels and Price per Source..............................................9 Education, Outreach & Partnerships at a Local Level.......................10 z 32 Executive Summary Local Governments play a critical role in the development of both public and private charging infrastructure and electric vehicle (EV) fleet management due to their authority over the implementation and regulation processes. This document is intended to support the growing interest in understanding EV readiness and plug-in electric vehicle (PEV) charging station infrastructure and preparedness. The document provides an educational tool and resource toward utilizing PEVs to better serve the community, and how EV's can be incorporated into Village processes. Currently, the Village does not regulate PEV charging infrastructure or have 100% EV's in the fleet, but understands it is a growing trend, and adopting code amendments and policy to support a more sustainable future is in the community's best interest. Sustainability as a whole has become a clear area of focus for not only municipalities, but agencies, corporations, and organizations throughout the entire country. A plan for community electric vehicles is included as a high priority in the Village's 2021-2022 Strategic Plan. Strategic policy and proactive solutions are needed to combat the barriers that exist within the EV and PEV charging station sector, and this document aims to start the discussion. While many barriers exist, there are several opportunities which can lead to the Village taking a pragmatic approach looking at services and processes more sustainably. The document further identifies current readiness in implementing EV, considers alternative fuels into the Village's fleet composition, lists incentives available, and introduces opportunities toward accomplishing that goal. Finally, the document provides several readiness related outreach tactics which can engage and educate not only Village staff and the Village Board, but Mount Prospect residents, stakeholders, and business owners. 33 PEV Charging Station Equipment & Infrastructure To understand the scope of what is required to implement a PEV charging station, the makeup, specifications, and design should be examined. While each unit varies, the stations require an electrical hookup, a station with a monitor directing payment options, and an output charger, of which the type and voltage will depend on what type of charger is installed. Types of PEV Charging Stations: In total, there are currently three different types of charging stations, level I, level II, and level III. A 4th option, extreme fast chargers (XFC), was developed in 2018 and is beginning to be implemented throughout the EV sector. For reference, most EV vehicles have comparable mile ranges to that of a gasoline powered vehicle. Below is a description of each type: Level I: A level I charging station provides a standard 120 volt alternating current (AC) plug. This method of charging is common for single-family residential properties. A 120 volt outlet can output about 40 miles of electric range from 8 hours of charging for a gas powered car with an electric battery. A common wall outlet can accommodate this type of charger. Level II: A level II charging station offers charging through a 240 volt or 208 volt electrical service. This type of service is common in a multi -family or commercial district. While single-family homes have this electrical service for common appliance items such as an over or dryer, this type of service is also becoming increasingly popular in single-family specifically for PEV charging. This option can operate up to 80 amps, and 19.2 kilowatts (kW) of service, but most level II charging stations operate at lower output levels. A level II station provides 10-20 miles of range per hour of charging time. Level III: A level III charging station utilizes a direct current (DC) instead of AC, and provides 50-70 miles of range per 20 minutes of charging time. It is important to note that existing infrastructure may need to be upgraded to support fast charging equipment. Level III chargers typically use between 200-600 volts. Extreme Fast Chargers (XFC): XFC station are capable of up to 350 kW and higher. While these chargers have been deployed around the United States, most PEVs being driven today are not capable of charging at rates higher than 50 kW. With continued technological advancements, this method of charging will gain popularity'. Installation Costs: Installation costs vary by type of charging station constructed, and at what output. A single connector station ranges from $300 to $1,500 for a level I, $400 to $7,000 for a level II, and $10,000-$40,000 for a level III. Based on network capabilities, theft deterrence, output power rating (specifically if the electrical connection needs to be upgraded), number of connectors, operation and maintenance, the cost can range much higher. The Village operated PEV charging stations were $7,000/station, excluding installation and annual maintenance'. Payment/Data Collection: Payment for PEV charging stations can come in many forms, but the most common method of payment is through the company or consultant created app from which the station was ordered through. Customers input payment information, and the cashless process takes place ' "Developing Infrastructure to Charge Plug -In Electric Vehicles," U.S. Department of Energy, Alternative Fuels Data Center, last modified January 11, 2021, accessed September 2021, http://www.afdc.energy.gov/fuels/electricity_infrastructure.html ' ,Charging Infrastructure Procurement and Installation," U.S. Department of Energy, Alternative Fuels Data Center, last modified January 11, 2021, accessed September 2021, http://www.afdc.energy.gov/fuels/electricity_infrastructure.html 34 through the app. Some States and metro areas, including the State of Iowa, offer free public charging in most areas. The Village offers a generous fee of $1/hour for up to 4 hours of charge time. The Village also collects extensive data from the charging stations, including number of sessions, session length, and kW usage by day. Understanding the usage and demand for PEV charging stations will guide future growth and direction taken by the Village. Existing Conditions Public PEV Charging Stations: Overall, the Village has the capability to implement and construct PEV charging stations on public property from a utility and electrical perspective. The Village has a limited existing supply of PEV infrastructure, with two recently implemented dual charge PEV stations; one located in the Emerson Street parking deck, and one in the Maple Street parking deck in the downtown. Each "dual charge" PEV station has the ability to charge up to two vehicles at the same time. The Village is exploring other locations on public property for additional stations. Existing charging stations utilize a level II charger. From a technical perspective, the charging stations provide 30 amps, 240 volts, or 7.2 kW of service, slightly under a level II maximum output measurement. As explained in the previous section, The Village offers public usage of the PEV charging stations for $1 an hour, for up to 4 hours total. The hired consultant, Chargepointe, offers a free app to download Emerson Street Parking Garage Dual Charging Station and manage usage of the charging stations. As of fall of 2021, there have been 78 charging sessions at the Emerson Street parking garage since late 2020. To date, the Maple Street parking garage has yet to open to the public. Private PEV Charging Stations: The Village encourages new development and existing properties to incorporate PEV charging stations. In fact, both the 10 N. Main (one charging station) and Maple Street Lofts developments (two charging stations) each have PEV charging stations as part of its private parking area. Each of these stations is a level II charging station. Upcoming redevelopments and permit applications of existing commercial properties, including Prospect Place and HQ Residences, intend on having at least one PEV charging station constructed. The Village has received several inquiries for new charging stations within single-family residential properties. It is important to note that much of the Village's single family housing stock was built in the 1950's and 1960's, and likely have electrical levels reaching 100 amps at the most. Constructing a level II charging station in many of these residences would require an upgraded electrical connection. 35 School District 214 recently constructed two new dual charging stations at Prospect High School. Similar to the Emerson Street parking deck, each station is a dual charge, and is considered a level II station. Usership has been intermittent, with employees utilizing the charging stations most. It is anticipated that with additional demand, School District 214 would look to expand its PEV infrastructure. Prospect High School PEV Charging Stations Village Fleet Composition: Currently, the Public Works vehicle fleet operates on a 10% biodiesel blend combination with regular diesel gas. The department is exploring the feasibility of obtaining a 20% biodiesel blend, but concerns over the colder weather and freezing temperatures require more research to be done before further action is taken. The Police Department currently operates one Ford Explorer hybrid vehicle that is pursuit rated, and two additional Ford Explorer hybrid vehicles are currently being outfitted. The current Ford Explorer hybrid option features a gas engine plus an electric motor, and switches between the two. The regenerative braking recharges the battery, thus no PEV charging station infrastructure is required. In 2022, the Police Department are expected to have an additional 6 hybrid vehicles delivered. Earlier in 2021, Ford announced a fully electric Ford Explorer is in development. The Village will evaluate future hybrid vehicle implementation as the technology becomes available. The Fire Department currently operates one Ford Explorer hybrid vehicle as a fire prevention vehicle. Two additional hybrid vehicles scheduled to be delivered to the Department in 2022. Similar to the Public Works Department, the larger fire vehicles and trucks operate on a 10% biodiesel blend. Zoning & Policy Creation To better serve private property owners of all different zoning and land use classifications, it is in the Village's best interest to adopt PEV charging station code language to properly enforce orderly design and construction of charging stations. To date, the Village has received several inquiries in constructing PEV charging stations, mainly on commercial strip center or multi -family parking lots. Should the Village pursue code amendments for PEV charging stations, the following should be regulated: o Signage o Parking stall width, parking stall markings o Setbacks, if any, of the charging stations o Wattage output o Screening of power units and battery storage o Protection of AC or DC station o Other site considerations including motion detectors, anti -vandalism hardware 36 o ADA accessibility to PEV charging stations and associated stalls. o Consider regulations for single-family and multi -family residential PEV charging stations by requiring: o Manufacturers information o Site plan o Electrical load calculations o Electrical plans Example screening created by the California Governor's Office of Business and Economic Development The above image shows what a typical screening plan could look like within a privately owned parking lot. In areas where parking is already maximized, parking variations have been granted, or a PUD is in place with parking that is less than what is required, a zoning process should be put in place to further evaluate site specific parking lots. While the above zoning regulations are important from a planning & zoning and building enforcement standpoint, the following policy related items should also be addressed: o Maximum parking time enforcement o Payment o Grant programs or incentives offered o Partnerships Implementation of EV's on Village Fleet Composition Converting some or all of the Village's fleet to cleaner vehicles helps set the precedent for reduced greenhouse gas emissions within the Village, as well as neighboring communities, and represents a best practice as outlined in the 2021-2022 Village Strategic Plan. The below narrative offers insight into the barriers and opportunities toward achieving an EV ready fleet: Barriers: Fully implementing EV's within municipal vehicles is likely years or decades away as the infrastructure and capabilities are not yet advanced enough to support services currently provided by N 37 municipalities. Beyond the high up -front costs of EV's and PEV charging stations alone, Village vehicle PEV charging stations throughout town do not exist. Several electrical and panel upgrades are likely required to support electric vehicle supply equipment (EVSE) in Village facilities, which will likely be an enormous cost. The cost will be dependent on the type of charger installed and number of installations. The higher the output or DC charge, the more significant the upgrade. Existing Village facilities would likely need some type of electrical upgrade, regardless of the level of charging station installed, if the goal was to have an entire fleet of EV's. EV fleet composition would likely not be feasible given the type of EV supply that currently exists, as larger vehicles and SUVs, such as fire trucks, ambulances, and other Public Works vehicles have fewer offerings and additional limitations. There is also a lack of private property PEV charging stations, and while more private property owners are inquiring about charging stations, this lack of private property investment at this time does not create a suitable EV infrastructure environment. Opportunities: Research and technological advancement continue to be at the forefront of EV's. Advanced batteries in EV's are designed to last longer than original designs, with several manufacturers of EV's offering 8 year/100,000- mile battery warranties. Predictive modeling done by the National Renewable Energy Laboratory indicates that today's batteries may last 12 to 15 years in moderate climates, and 8 to 12 years in extreme climates'. The Village can take advantage of the long term cost savings of an EV fleet, where feasible. Transitioning certain division and department vehicles to EV, particularly those which do not require constant use should be evaluated. There are also a significant amount of incentives offered by State and Federal resources. At a minimum, an evaluation to determine cost, efficiency, and availability of EV's must be done to determine appropriate steps toward purchasing EV's. To further advance the Village's capabilities and knowledge to implement EV's and PEV charging station infrastructure, the Village intends on hiring a consultant in 2022 to develop an EV fleet implementation plan. The plan will identify the classes of vehicles that offer the best opportunity for EV implementation, and provide further details on the necessary infrastructure to successfully implement an EV fleet. Laws & Incentives for Promoting EV's and PEV Charging Stations On a high level, the U.S. is the third largest producer of electric vehicles in the world, with nearly 320,000 new electric vehicles sold in 2019. As of 2021, 47 states offer incentives related to EV vehicles and PEV charging stations, either through legislation or private utility incentives within each State. With Illinois as a participating State, there are numerous commercial incentives, rebates, and grants related to purchasing EV's'. Below is a short history of II<ey fed(: 14� IIegsK l,afladr: o The Clean Air Act of 1970 and Energy Policy and Conservation Act of 1975 initially assigned the Environmental Protection Agency (EPA) with protecting and improving air quality. o Numerous Surface Transportation Acts enabled programs and grants aimed at reducing greenhouse gas emissions. 3 ,Electric Vehicle Benefits and Considerations," U.S. Department of Energy, Alternative Fuels Data Center, last modified January 11, 2021, accessed September 2021, https:Hafdc.energy.gov/fuels/electricity_benefits.html\ 4 ,State Policies Promoting Hybrid and Electric Vehicles," National Conference of State Legislatures, last modified August 20, 2021, accessed September 2021, https://www.ncsl.org/research/energy/state-electric-vehicle-incentives-state-chart.aspx 38 o Various Energy Policy Acts throughout the 80's and 90's provided tax incentives and grant programs for promoting and exploring alternative fuels and reducing U.S. dependence on petroleum. o The American Recovery and Reinvestment Act of 2009 provided infrastructure modernization and supported a variety of alternative fuel and advanced fuel technology research and grant programs. o Various appropriations acts extended and reinstated a number of alternative fuel tax credits. o President Biden reinstated the U.S. in the Paris Climate Accord in 2021 and is pushing to reach net -zero carbon emissions before 2050. State IllinceV'11dves & laws: o All -Electric Vehicle (EV) Emissions Inspection Exemption: EVs are exempt from state motor vehicle emissions inspections. o All -Electric Vehicle (EV) Fee: EV owners must pay an annual fee of $100 in addition to standard registration fees. A portion of the fees contribute to the Illinois Road Fund. o Other incentives related to alternative fuels include; diesel emission reduction grants, school bus retrofit reimbursement, biofuels tax exemption, fleet user fee exemption, idle reduction weight exemption, natural gas and propane vehicle weight exemption, smart grid infrastructure development and support, and various transportation electrification infrastructure projects'. o As of September of 2021, the state will offer a $4,000 rebate of state residents buying an electric vehicle. o REV Midwest: as of Fall 2021, the Governors of Illinois, Indiana, Michigan, Minnesota, and Wisconsin created a plan entitled; the Regional Electric Vehicle Midwest Coalition. The plan outlines broad goals, but aims to improve the region's economy while reducing CO2 emissions from cars and trucks. The plan will help the Midwest compete for private investment and federal funding as it relates to EV's and PEV's. The plan calls for the five states to speed up the creation and production of the EV network. Under the agreement, the five states will also promise to "work together to enable an equitable transition to electric vehicles for all with specific consideration for communities that are historically disadvantaged."' Alternative Fuels and Price per Source While EV's and PEV charging stations are the most looked at source of alternative fuel and energy, there are several other alternative sources which are being tested and used today. The following sources are the most prominent alternative fuels in development right now: o Biodiesel: Processed from vegetable oils and animal fats, biodiesel is domestically produced, clean burning, and is a renewable substitute for petroleum diesel. Using biodiesel reduces life cycle emissions because carbon dioxide released from biodiesel combustion is offset by the 5 ,Illinois Laws and Incentives," U.S. Department of Energy, Alternative Fuels Data Center, last modified January 11, 2021, accessed September 2021, https:Hafdc.energy.gov/laws/state_summary?state=IL 6 "5 Midwestern governors agree to create a network to charge electric vehicles," npr, last modified October 1, 2021, accessed October, 2021, https://www. n p r. o rg/2021/10/01/1041987104/m i dwest-e I ect ri c-ve h i c l es -c h a rg i ng-evs-ca rs 39 carbon dioxide absorbed from growing soybeans or other feedstocks used to produce the fuel. Biodiesel in its pure, unblended form causes far less damage than petroleum diesel if spilled or released to the environment. It is safer than petroleum diesel because it is less combustible. Biodiesel is available around the U.S. at hundreds of gas stations. To date, all of the Village's Public Works Department vehicles operates on biodiesel fuel. o Hydrogen: Hydrogen is a zero tailpipe emissions alternative fuel, or fuel cell electric vehicle (FCEV) produced from diverse energy sources. Vehicles utilizing this technology can fuel up in less than 5 minutes, and have a driving range of more than 300 miles. Currently, there are 48 open retail hydrogen stations in the U.S. The challenge with this technology is the process of storing hydrogen because of the high pressures and low temperatures it requires. o Natural Gas: Domestically produced and readily available, natural gas is currently being tested as a fuel source in vehicles, and needs to be compressed or liquefied to do so. Benefits to utilizing natural gas is its domestic availability, established distribution network, relatively low cost, and lower emission benefits. o Propane: Propane powered vehicles offer lower amounts of air pollutants, while providing a cheaper option in terms of fuel economy. Propane is domestically produced, provides energy security, and reduces environmental impacts of vehicles'. Below highlights the cost factor between energy sources: Fuel Price Biodiesel $3.05/gallon Electricity $0.14/kWh (typically can travel 67 more miles for the same price paid for a gallon of gas) Ethanol (E85) $2.62/gallon Natural Gas (CNG) $2.22/GGE (gallon of gas equivalent) Propane $2.98/gallon Gasoline $3.39/gallon (IL average) Diesel $3.26/gallon Education, Outreach & Partnerships at a Local Level Local Government knowledge and understanding of EV's and PEV charging stations has historically not been included in long range planning documents until recently. The 2017 Village Comprehensive Plan notes the promotion of EV's, adding a provision for PEV charging stations in the downtown, and recommends evaluating the need for a green fleet to replace Village owned vehicles (Chapter 2, Goal 4 and Implementation Table). The Village must first understand the costs and infrastructure involved in transitioning to EV's and PEV charging stations. The Village should consider the following outreach and education tactics to engage and educate the public: o Educational EV and PEV charging station fact sheet on the Village website. ' ,Alternative Fuels and Advanced Vehicles," U.S. Department of Energy, Alternative Fuels Data Center, last modified January 11, 2021, accessed September 2021, https:Hafdc.energy.gov/fuels/ 10 40 o Regular educational articles within the bi-monthly Village Newsletter. o Apply this document to the Village Operational Sustainability Plan as necessary. o Promotion of the future Green Buildings Grant in association with the American Rescue Plan, specifically recommending PEV charging stations. o Creation of an interactive map showing the existing PEV infrastructure in the Village, both public and private stations. o Barriers and Opportunities to transition the Village fleet to EV. o Links to state and federal resources and incentives to purchase EVs. o Incorporate webinars and resources into the Mount Prospect Entrepreneurs Initiative (MPEI). Partnerships: In conjunction with existing partnerships, the Village should support and promote applicable incentives and sustainability efforts from companies, agencies, and organizations such as ComEd, Ameren, the Metropolitan Mayors Caucus- Environmental Committee, State of Illinois, Cook County, the Northwest Municipal Conference, the Greenest Region Compact, and the Chicago Metropolitan Agency for Planning (CMAP), which recently released its 2021. Hirnate AcHoirn PSI n for the QIiuc,ag2 II ". far:: • 11 41 Add subsection "C" in the appropriate alphabetical location. 14.317: ENVIRONMENTALLY SENSITIVE DEVELOPMENT TECHNIQUES: C E I e c t r i c V e h i c I e C 11 a r A n, Station:,rhe VillaveofMountPros :)ectrec e s the following inj .1 m um standards in or d e r o ............ r e .......... d i jc e ............. a R i t o mobile air gEeenhous..eXas emissions and ,storm ............................................................................ ............... ........ water runoff conta i a ts e co rag ............................................................................................................................................... m n n .............. .......... n . .................. u . ................ . g_ejectric vehicle charging infrastructure to .i. n c r e..a..s e el e c t1i c aye .hif.!t nis.a the Village„ and streamline the .. ....... ..... ..... ...... ....... ..... ...... ...... ... ...... ..... ... ...... .. ..... ...... ...... ... ... .. ..... ffiallmm 1. L.q c.ai i o n..::: E I e c..Iri c ch.a.f. .0E. -H ndsca ed areas If located ....... within..a inimize vehicular .................................................... .......... ... and p..e conflicts and maintain site aesthetics. ............................. ... ... dift..s .......................................................................................................................................................................................................................................................................................................................... 2. Si ed with a.s1119-n immdica.timm throe on must be included if time limits or to aw ns are to be enforced Im this .............................................................................................................................................................................................................................................................................. ' i n information shall be i si s re mired to identify the .)ur ose and p ...................................................................................................................................... .................... ..... 2.. tgd .... . . . . . 0.1 ly--gn--- function of the char iimm,station and come,, . ondimmm )arki s:mase are allowed ...................................................................................................................................................... in coni.p.liance with Cha sement of .................................................... ... ............................................................................................................... ood,s amend sem rices i,s Irmm ohmihmited omen 11:1 ,acro ens or on an.v other con. -----,%- the charg.ng. �tation �tliro�uh imaes �®rso�und. of .......................... .................................. . -5 3. 1.)alti.fl.k: Cha. mi �y station aces reserved for electric vehicles moria be ... .. ...... ....... included in the overall calculation ofre aired for time minimum .......................................................................................................................................................................................................................................................................................................................................................................... parkingsT aces; e ------- q - .p . im r f use , f this Chinaterm r in stations. aces do not,, ........................ 1. arkin s. aces re uired or .....redo; c e th e d i m g115 i o 11s of.adj.ftinj'ng aces or this iarlkin - aisle or reduce ......... ...................:j.. . ... ............... ..... the number of available s.l. acg...s b glnw the mini .................................................................................................................................................................................................. ................................................................................. mum jtq 113 r e d h .. ..... ..... ....... ... ff 5 Ll e e t P a r his.Article additional ch rmi Lvstation, be constructed but throe will not count ..................................................................................................... a - tow.a... d a.1 rlu ired. ............... ...... ...... 4. Af c e5 s i b i I ity;_kany_E3Ljcliar ging .... s La tJ o n s are constr.0cted J n n o n.s i ngljLtania I e s i d e nti.a.l d i s..�W.iq.s. of one accessible chai mi , station with an ..... ...... .... ... ...... ..... ........ .... ... ....... ... ...... ... .... .. ..... .ad in ..c.......o......mpIiancewith all local stateale and f..e.........d..........e.........r.......a.........l.........a.........c........c........e........s........s........i.....b..........I.....l.....i.....t..... jr eqireets ] he ....................................................... .accessi hIe c. .h........afui station does not have to be desi-nated for exclusive use of ........ ...... p.e.rsons with disabilities tinless it, is intended to sa stystligg, overall .......................................................................................................................................................................... ................................................................................................................................................................................................. lu ............ . -overall .................c................. ssi i it re�, uim reent of Article XXII Off Street Parlftim and l.oadimm ace 5. .5 cff e n ened from ad recent: .p.. g1p .... . ..... e. ties amend time r. fiat are 43 g. M c i e the rationale for, re cn n �y that is nol feasible shall be submfitted e installer and ........................ ................................ .......... .......... app .... ..... Evg.d hy �the D�Irecto�r �ofCon�-imun�jt.Dc�tyctlo�ment� 6. PavementMa k mm Aetteri �Ythatsta,tes"EVCha "EV Cha ........................................................................................................ .......... .......... and a all be the on y pay -ment ........................................... Mar n �y )ermitted t ............ ....... W .......... oid�ent. c h a rgjng.5�m� 7. E. Q r s m ar p Eqj!E!Ktjyg� structure or device, ........ ...................................................................................................................................................... 44 Add "Electric vehicle charging stations, as an accessory use" as a permitted use in the appropriate alphabetical location in Land Use Table 1. Add "Electric vehicle charging stations, as a principal use" as a conditional use in the appropriate alphabetical location in Land Use Table 2. 14.604: LAND USE TABLES: LAND USE TABLE 1 RESIDENTIAL AND RECREATIONAL ZONING DISTRICTS Land Use C- R Iect.r®1....y q1 i cI e....ch a..Kgjug-aLafi2n&-aLan ;,c;c��, , , se LAND USE TABLE 2 COMMERCIAL AND INDUSTRIAL ZONING DISTRICTS R- R- R- R- R- R- X 1 A 2 3 4 5C 1 2 3 . ��. P Land Use B- B- B- B- B- B- I- I- I- 1 2 3 4 5 5C 1 2 3 Elect�°m.�....:vehicle ....char iin statiionsa a,s an �) l) 1 1 1) �) Electricvehicle , ,—wh stations as a ..... �:. paj�l. mase 45 Add the following definitions to Section 14.2401 in the appropriate alphabetical location. 14.2401: PURPOSE .E. „E c'l R I C VE I I I C IJE A.. In exclusive rd ........................................................................ hAIC.M ELEcrRIC VEIIICI..E CII.ARGING S'TA.'uoN::: A ..................................................................................................................................................................................................................................................................................................................................... .. p C F m.hil ............... o ............. 5g. ed h transferrin g electric .C�. eiu. io a h.�A!t ic vehicle .E. L E c..'I il i c VE III C 1...,..E 5 IIPPI I he e W I ment ......... ......... ......................................... includin tachnient ...................................... ......................... network interfaces pin ofsale e W m ent,, and associated a paratus ................................................................................... ....................................... . ...................... ......................................................... ..............— oin the electric simysIly, ther alternating current or consistent withfast char gin g e in. moment standards direct current electricit-l- "EVSE" ...................................................................................................................... ............................. .................................. i-5 s non mous with ""electric station." ...... ..... ....... 14.317: ENVIRONMENTALLY SENSITIVE DEVELOPMENT TECHNIQUES: C. Electric Vehicle Charging Station: The Village of Mount Prospect recognizes the growing electric vehicle market and proposes the following minimum standards in order to reduce automobile air pollution, greenhouse gas emissions, and storm water runoff contaminants, encourage electric vehicle charging infrastructure to increase electric vehicle usage across the Village, and streamline the permitting process: 1. Location: Electric charging station equipment shall not block the public right-of-way. EV charging stations are encouraged in landscaped areas. If located within a parking lot, EV charging stations shall be placed to minimize vehicular and pedestrian conflicts and maintain site aesthetics. 2. Signage: A public charging station must be posted with a sign indicating the space is only for electric vehicle purposes. Days and hours of operation must be included if time limits or tow away provisions are to be enforced by the property owner. Information identifying voltage and amperage levels or safety information shall be posted. Only signs required to identify the purpose and function of the charging station and corresponding parking space are allowed in compliance with Chapter 7 Sign Regulations. Off -premises advertisement of goods and services is prohibited on LED screens or on any other component of the charging station through images or sound. 3. Parking: Charging station spaces reserved only for electric vehicles may be included in the overall calculation of minimum parking spaces required for the primary use by this Chapter, provided that such charging station spaces do not (a) account for more than 10% of the minimum parking spaces required, or (b) reduce the dimensions of adjoining spaces or the parking aisle or reduce the number of available spaces below the minimum required by Article XXII Off Street Parking and Loading. Subject to the conditions of this Article, additional charging station spaces may be constructed but they will not count towards any minimum parking spaces required. 4. Accessibility: If any EV charging stations are constructed in nonsingle-family residential districts, a minimum of one accessible charging station with an adjacent accessible parking space shall be installed per development in compliance with all local, state, and federal accessibility requirements. The accessible charging station does not have to be designated for exclusive use of persons with disabilities, unless it is intended to satisfy the overall accessibility requirement of Article XXII Off Street Parking and Loading. S. Screening: Charging station equipment must be screened from adjacent properties and the right-of-way with native ornamental grasses that are sufficiently tall and dense, as feasible. Documentation providing the rationale for screening that is not feasible shall be submitted by the installer and approved by the Director of Community Development. 47 6. Pavement Marking: Lettering that states TV Charging" or "EV Charging Only" and any marking to delineate accessible spaces, shall be the only pavement marking permitted to identify charging station spaces. 7. Equipment Protection: All equipment shall be protected via curbing, bollards, or similar protective structure or device. 48 14.604: LAND USE TABLES: LAND USE TABLE 1 RESIDENTIAL AND RECREATIONAL ZONING DISTRICTS Land Use C- R- R X Electric vehicle charging stations, as an accessory P use R- R- 1 A LAND USE TABLE 2 COMMERCIAL AND INDUSTRIAL ZONING DISTRICTS Land Use B- B- B- B- B- 13- 1 2 3 4 5 5C Electric vehicle charging stations, as an P P P P P P accessory use Electric vehicle charging stations, as a principal use R- R- R- 2 3 4 P P P I- I- I- 1 2 3 P P P C C C C C 49 14.2401: PURPOSE ELECTRIC VEHICLE: Any vehicle that is licensed and registered for operation on public and private highways, roads, and streets; and operates either partially or exclusively using an electric motor powered by an externally charged on -board battery. ELECTRIC VEHICLE CHARGING STATION: A public or private parking space that is served by battery charging station equipment for the purpose of transferring electric energy to a battery or other energy storage device in an electric vehicle. ELECTRIC VEHICLE SUPPLY/SERVICE EQUIPMENT OR (EVSE): The equipment, including the cables, cords, conductors, connectors, couplers, enclosures, attachment plugs, power outlets, power electronics, transformer, switchgear, switches and controls, network interfaces, point of sale equipment, and associated apparatus designed and used for the purpose of transferring energy from the electric supply system to a plug-in electric vehicle. "EVSE" may deliver either alternating current or, consistent with fast charging equipment standards, direct current electricity. "EVSE" is synonymous with "electric vehicle charging station." 50 T"77117. 7P-7771. Village of Mount Prospect Community Development Department 50 S. Emerson Street Mount Prospect, Illinois 60056 Phone: (847) 818-5328 Zoning Request Application Official Use Only (To be completed by Village Staff) Case Number: P&Z -_Lo Date of Submission: Project Name/Address: I. Subject Property Address(es): Hearing Date: 10311!1120za Zoning District (s): Property Area (Sq. Ft. and/or Acreage): Parcel Index Number(s) (PIN(s): II. Zoning Request(s) (Check all that apply) ❑ Conditional Use: For ❑ Variation(s): To ❑ Zoning Map Amendment: Rezone From To EvrZoning Text Amendment: Section(s) ❑ Other: IV. Applicant (all correspondence will be sent to the applicant) I Name:AtAA 0 Corporation; ._ .. �. Address:, City, State, ZIP Code: Phone. ......_w Email Interest in Property:t�r� (e.g. owner, buyer, dev toper, 1 51 V. Property Owner _...www_ ._. �.....�_ ❑ Check.. Same as Applicant ................aa__.............................._.........--......... ..... __� _ w.....w ..� Name: Corporation: Address: City, State, ZIP Code: Phone: Email: In consideration of the information contained in this petition as well as all supporting documentation, it is requested that approval be given to this request. The applicant is the owner or authorized representative of the owner of the property. The petitioner and the owner of the property grant employees of the Village of Mount Prospect and their agent's permission to enter on the property during reasonable hours for visual inspection of the subject property. I hereby affirm that all information provided herein and in all materials submitted in association with this application are tru nd cerate to the best of my knowledge. Applicant: Cn(r Date:...... it or Type Name) If applicant is not property owner: I hereby designate the applicant to act as my agent for the purpose of seeking the zoning request(s) described in this application and the associated supporting material. Property Owner: (Signature) (Print or Type Name) 2 Date: 52 William J. Cooney, AICP Director of Community Development Village of Mount Prospect 50 S. Emerson Street Mount Prospect, IL 60056 or Via fax: 847/818-5329 or Via email: bcooney@mountprospect.org Dear Mr. Cooney, Staff would like to move forward and request that the Village Board waive the 2nd reading as required by the Village Board as the amendments are in the best interest of the Village. The proposed amendments reflect the current Village objectives as outlined in the Comprehensive Plan and other accepted planning documents. Sincerely, Ann Choi Development Planner Village of Mount Prospect 53 1 MINUTES OF THE REGULAR MEETING OF THE PLANNING & ZONING COMMISSION CASE NO. PZ -03-23 Hearing Date: March 9, 2023 PROPERTY ADDRESS: 50 S. Emerson Street PETITIONER: Village of Mount Prospect PUBLICATION DATE: February 22, 2023 REQUEST: Text Amendments to Chapter 14 of the Village Code MEMBERS PRESENT: William Beattie Walter Szymczak Ewa Weir Donald Olsen Greg Miller MEMBERS ABSENT: Joseph Donnelly Thomas Fitzgerald Norbert Mizwicki STAFF MEMBERS PRESENT: Ann Choi — Development Planner Antonia Lalagos — Development Planner INTERESTED PARTIES: Village of Mount Prospect Vice Chairman Beattie called the meeting to order at 7:01 PM. Vice Chairman Beattie made a motion to approve the minutes from the Planning and Zoning Commission meeting on January 26, 2023. The minutes were approved 5-0. After hearing three previous cases, at 9:57 PM Vice Chairman Beattie introduced case PZ -03-23: 50 S. Emerson Street for text amendments to the zoning code. The Village Board's decision is final for this case. Ms. Choi introduced the case and stated that the text amendments are Village -initiated to discuss proposed code amendments to modify Chapter 14 to address electric vehicle (EV) charging stations. Ms. Choi stated that EVs are a growing trend, and adopting code amendments and policy to support a more sustainable future is in the Village's best interest. Ms. Choi added that planning staff was asked by the Village Board to provide potential changes to our code to regulate this use. Ms. Choi indicated that the Village's Vehicle Sticker Program provided some data on the number of electric vehicles in Mount Prospect and that approximately less than half a percent of the vehicles registered with the Village, or 133 cars, are electric vehicles. As of this date, the building department has received one commercial building permit for the installation of four EV charging stations in a shopping 54 center (2300 S. Elmhurst Rd) and there are currently four EV charging stations installed in Village parking structures. Ms. Choi stated that currently, the zoning code does not require property owners to provide EV -capable or EV -ready charging stations and the code currently contains no regulations related to EV charging stations. Ms. Choi further stated that the proposed text amendments would not mandate a certain percentage of EV charging stations in nonresidential or residential developments since the installation costs may be cost -prohibitive for many developments. Instead, staff is proposing to codify how the Village already reviews and approves EV charging stations should property owners elect to install them on their property. Ms. Choi presented several slides to propose the following: Add the definitions of Electric Vehicle, Electric Vehicle Charging Station, and Electric Vehicle Supply Equipment in the appropriate alphabetical locations in the zoning code. Amend Section 14.317 Environmentally Sensitive Development Techniques to add Electric Vehicle Charging Stations as subsection C. Staff finds this the most appropriate location for these regulations since this section already includes regulations for wind energy and solar energy conversion systems. Under 14.317, the following would be regulated: o Location o Signage o Parking o Accessibility o Screening o Pavement Marking o Equipment Protection: All equipment shall be protected via curbing, bollards, or similar protective structure or device. Add "EV charging stations, as an accessory use" to all non -single family residential zoning districts in the appropriate alphabetical locations (regardless of the level of charging). Add "EV charging stations, as a principal use" as a conditional use in the B-3, B-4, B-5, B -5C and 1-1 zoning districts. Ms. Choi explained the location of EV charging stations could not block the public right-of-way and are encouraged in landscaped areas. If located within a parking lot, EV charging stations shall be placed to minimize vehicular and pedestrian conflicts and maintain site aesthetics. Ms. Choi explained that a public charging station must be posted with a sign indicating the space is only for electric vehicle purposes, and that days and hours of operation must be included if time limits or tow away provisions are to be enforced by the property owner. Ms. Choi further explained that signage would be required to provide information identifying voltage and amperage levels or safety information. Off -premises advertisement of goods and services would also be prohibited on LED screens or on any other component of the charging station through images or sound. Ms. Choi went on to state that charging station spaces reserved only for electric vehicles may be included in the overall calculation of minimum parking spaces required for the primary use, provided that such charging station spaces do not (a) account for more than 10% of the minimum parking spaces required, or (b) reduce the dimensions of adjoining spaces or the parking aisle or reduce the number of available spaces below the minimum required by code. Ms. Choi added that additional charging station spaces may be constructed but they will not count towards any minimum parking spaces required. 55 Ms. Choi indicated that if any EV charging stations are constructed in nonsingle-family residential districts, a minimum of one accessible charging station shall be installed per development in compliance with all local, state, and federal accessibility requirements. Ms. Choi explained that screening would be required around charging station equipment, such as transformers, that would be composed of native ornamental grasses that are sufficiently tall and dense. Ms. Choi also explained that lettering that states "EV Charging" or "EV Charging Only" and any marking to delineate accessible spaces, shall be the only pavement marking permitted to identify charging station spaces. And finally, all EV charging equipment would require protection via curbing, bollards, or similar protective structure or device. Ms. Choi stated that the installation of EV chargers in the single-family zoning districts do not need to be addressed in the zoning code as these would be permitted by -right as most chargers are located within a private garage or within the building footprint of a home, and will be addressed and regulated by the building code. Vice Chairman Beattie asked if there would be any limitations on single-family residences on the level of charging or would that be driven by how much voltage you would be able to have in a home. Ms. Choi stated that the level of charging would be determined by how much power could be supplied to your home. Ms. Choi explained that definitions of the level of charging were originally included in the proposed text amendments, but were not included in the proposed definitions since they were not referenced anywhere in the proposed text amendments and would likely change over time as technology evolved. Ms. Choi confirmed Vice Chairman Beattie's statement that single-family homes could essentially do whatever they wanted with the level of charging as long as they had the proper power (circuits and output to accommodate the level of charging). Commissioner Olsen asked if an EV charging station parking space would take away from the number of required ADA parking spaces. Ms. Choi provided an example and explained that if a parking lot required 100 parking spaces, up to 10% or 10 vehicles would be reserved for EV charging spaces. If a property owner wanted to install 15 EV charging stations, then the parking lot would need to provide 105 total parking spaces. Out of the 10 EV charging spaces, 5% or one of those spaces would be required to be ADA accessible. Commissioner Olsen rephrased his question and asked if there would be a percentage of EV charging stations and a percentage of ADA spaces based on the total requirement. Ms. Choi responded in the affirmative. Commissioner Miller asked Ms. Choi is the proposed amendments would require commercial areas to have one accessible EV charging space. Ms. Choi clarified and explained that one accessible EV charging space would be required only if EV charging stations are installed. Vice Chairman Beattie stated that if a restaurant were to have a parking lot, they would not be required to have EV charging stations, but if EV charging stations were installed, one of them would need to be accessible. Ms. Choi confirmed and further explained that the EV regulations would be treated in the same way as solar panels are treated in the Village; the Village does not require them, but if solar panels would be installed, there would be regulations around them. Ms. Choi concluded her presentation by stating that the proposed text amendments align with the Village's Comprehensive Plan, the Village's Strategic Plan and other plans that are currently being reviewed and drafted. Ms. Choi provided that the Building Department will also be evaluating potential 56 4 changes to the building code related to charging port wiring for residential properties. Ms. Choi further stated that the proposed amendments to the zoning code would be applicable to the community as a whole and are not proposed in response to an individual parcel within the Village and meet the standards for a text amendment. Based on these findings, Staff recommends that the Planning and Zoning Commission approve the recommendation set forth in the staff report and the presentation and approve the following motion: 1. `To approve the text amendments as outlined in the attached documents for case PZ -03-23 which should perform certain amendments to the text of the Village's zoning regulations." Ms. Choi stated that the case is Village Board final. Vice Chairman stated it was good that the Village was adjusting the zoning code to incorporate EV charging stations as these are more common than wind turbines and solar panels. Vice Chairman Beattie previously swore in Ken Brae, address withheld, a resident of Mount Prospect. Mr. Brae asked staff how the analysis of the vehicle sticker program data of EV vehicles was obtained and if all of the plug-in hybrids were included in that analysis. Ms. Choi stated that the data collected from the vehicle sticker program is not completely accurate, was likely obtained directly from the vendor. The data was processed by the Assistant [to the] Village Manager, who had to manually research the make and model of each car listed [of over 34,000 cars]. Ms. Choi stated it is likely that the number of EVs in the Village is higher than 133 cars. Mr. Brae pointed out that he has previously filled out a vehicle sticker application and that the information requested on these applications is not enough to distinguish a fully electric vehicle from a plug-in hybrid vehicle. Commissioner Weir asked if the vehicle stickers were gone. Ms. Choi responded that the program has been paused, and Vice Chairman Beattie stated that the Village is not currently doing them. Mr. Brae asked what years of data were used in the analysis and if there was an increase in the number of electric vehicles through the years. Ms. Choi responded that the data was based on 2022, and had suggested to compare the numbers to 2023, but since the program is paused, there would not be enough data to directly compare the number of EVs between 2022 and 2023. Mr. Brae also stated he thought it was odd that based on the text, he understood there would be a limit to the number of EV charging stations but that it sounded like there would be a limit to the number of EV chargers. Mr. Brae asked assuming there was a 10% EV charging [station] reservation limit, what would be the harm of having 15 chargers, as long as only 10 of the spaces were reserved for only EVs but there were 5 other spaces that could be parked in by anybody but happened to have a charger. Mr. Brae thought staff was putting an unnecessary limit on the total number of chargers when what the Village should really be trying to do is limit the number of reserved spaces. Mr. Brae also stated the proposed text was written in a way to limit the name of chargers and suggested that the text should not limit the number of chargers but the limit of spaces. There was some back and forth discussion on the proposed text. Ms. Choi re -read the following proposed text amendment under the proposed Parking subsection: "Charging station spaces reserved only for electric vehicles may be included in the overall calculation of minimum parking spaces required for the primary use by this Chapter, provided 57 that such charging station spaces do not (a) account for more than 10% of the minimum parking spaces required, or (b) reduce the dimensions of adjoining spaces or the parking aisle or reduce the number of available spaces below the minimum required by Article XXII Off Street Parking and Loading. Subject to the conditions of this Article, additional charging station spaces may be constructed but they will not count towards any minimum parking spaces required." Vice Chairman Beattie stated that the proposed text would not limit the number of chargers but that the number of EV charging stations would not count against the minimum number of parking stalls that a particular development would be required to have [if within ten percent of the total requirement]. Mr. Brae appeared to have been satisfied with the mention of the world "Reserved". Vice Chairman Beattie swore in Michael Canavino, 119 N. Main Street. Mr. Canavino requested that there be a consideration to include a -bikes within the definition of "Electric Vehicle". Vice Chairman Beattie asked if a -bikes are charged into a charger or into a wall. Mr. Canavino stated they are charged primarily into a wall [outlet]. Hearing no further discussions, Vice Chairman Beattie asked for a motion. Commissioner Miller made a motion seconded by Commissioner Olsen to approve the following motion: 1. "To approve the text amendments as outlined in the attached documents for case PZ -03-23 which should perform certain amendments to the text of the Village's zoning regulations." UPON ROLL CALL AYES: Szymczak, Weir, Olsen, Beattie, Miller NAYS: None The motion was approved by a vote of 5-0 with a positive recommendation to the Village Board for the scheduled meeting on March 21, 2023. After hearing no more cases, and hearing no citizens to be heard for non -agenda items, Commissioner Miller made a motion seconded by Commissioner Olsen and the meeting was adjourned at 10:15 PM. Ann Choi Development Planner 58 ORDINANCE NO. AN ORDINANCE AMENDING CHAPTER 14 "ZONING" OF THE VILLAGE CODE OF MOUNT PROSPECT, ILLINOIS WHEREAS, the Village of Mount Prospect is a home rule municipality as defined by Article VII, § 6 of the Illinois Constitution of 1970; and WHEREAS, the President and Board of Trustees of the Village of Mount Prospect desire to make certain amendments to the Village Code of Mount Prospect as set forth below; and WHEREAS, pursuant to the authority granted under the Illinois Municipal Code and in accordance with home rule authority granted to home rule municipalities, the President and Board of Trustees of the Village of Mount Prospect approve the amendments as set forth below. BE IT ORDAINED BY THE PRESIDENT AND BOARD OF TRUSTEES OF THE VILLAGE OF MOUNT PROSPECT, COOK COUNTY, ILLINOIS: SECTION 1: Section 14.317, `Environmentally Sensitive Techniques," to Chapter 14, "Zoning," to the Mount Prospect Village Code shall be amended to add the following subsection in the appropriate alphabetical location: C. Electric Vehicle Charging Station: The Village of Mount Prospect recognizes the growing electric vehicle market and proposes the following minimum standards in order to reduce automobile air pollution, greenhouse gas emissions, and storm water runoff contaminants, encourage electric vehicle charging infrastructure to increase electric vehicle usage across the Village, and streamline the permitting process: I . Location: Electric charging station equipment shall not block the public right-of- way. EV charging stations are encouraged in landscaped areas. If located within a parking lot, EV charging stations shall be placed to minimize vehicular and pedestrian conflicts and maintain site aesthetics. 2. Signage: A public charging station must be posted with a sign indicating the space is only for electric vehicle purposes. Days and hours of operation must be included if time limits or tow away provisions are to be enforced by the property owner. Information identifying voltage and amperage levels or safety information shall be posted. Only signs required to identify the purpose and function of the charging station and corresponding parking space are allowed in compliance with Chapter 7 Sign Regulations. Off -premises advertisement of goods and services is 59 prohibited on LED screens or on any other component of the charging station through images or sound. Parking: Charging station spaces reserved only for electric vehicles may be included in the overall calculation of minimum parking spaces required for the primary use by this Chapter, provided that such charging station spaces do not (a) account for more than 10% of the minimum parking spaces required, or (b) reduce the dimensions of adjoining spaces or the parking aisle or reduce the number of available spaces below the minimum required by Article XXII Off Street Parking and Loading. Subject to the conditions of this Article, additional charging station spaces may be constructed but they will not count towards any minimum parking spaces required. 4. Accessibility: If any EV charging stations are constructed in nonsingle-family residential districts, a minimum of one accessible charging station with an adjacent accessible parking space shall be installed per development in compliance with all local, state, and federal accessibility requirements. The accessible charging station does not have to be designated for exclusive use of persons with disabilities, unless it is intended to satisfy the overall accessibility requirement of Article XXII Off Street Parking and Loading. Screening: Charging station equipment must be screened from adjacent properties and the right-of-way with native ornamental grasses that are sufficiently tall and dense, as feasible. Documentation providing the rationale for screening that is not feasible shall be submitted by the installer and approved by the Director of Community Development. 6. Pavement Marking: Lettering that states "EV Charging" or `BV Charging Only" and any marking to delineate accessible spaces, shall be the only pavement marking permitted to identify charging station spaces. 7. Equipment Protection: All equipment shall be protected via curbing, bollards, or similar protective structure or device. SECTION 2: Land Use Table 1: "Residential and Recreational Zoning Districts," of Section 14.604, "Land Use Tables," of Article VI, "Zoning Districts," to Chapter 14, "Zoning," to the Mount Prospect Village Code shall be amended to add the following row in the appropriate alphabetical location: Land Use C- R- R- R- R- R- R- R X 1 A 2 3 4 Electric vehicle charging stations, as an accessory P P P P use 60 SECTION 3: Land Use Table 2: "Commercial and Industrial Zoning Districts," of Section 14.604, "Land Use Tables," of Article VI, "Zoning Districts," to Chapter 14, "Zoning," to the Mount Prospect Village Code shall be amended to add the following rows in the appropriate alphabetical locations: Land Use B- B- B- B- B- B- I- I- I- 1 2 3 4 5 5C 1 2 3 Electric vehicle charging stations, as an P P P P P P P P P accessory use Electric vehicle charging stations, as a C C C C C principal use SECTION 4: Section 14.2401, "Purpose," of Article XXIV, "Definitions," to Chapter 14, "Zoning," to the Mount Prospect Village Code shall be amended to include the following definitions in the appropriate alphabetical locations: ELECTRIC VEHICLE: Any vehicle that is licensed and registered for operation on public and private highways, roads, and streets; and operates either partially or exclusively using an electric motor powered by an externally charged on -board battery. ELECTRIC VEHICLE CHARGING STATION: A public or private parking space that is served by battery charging station equipment for the purpose of transferring electric energy to a battery or other energy storage device in an electric vehicle. ELECTRIC VEHICLE SUPPLY/SERVICE EQUIPMENT OR (EVSE): The equipment, including the cables, cords, conductors, connectors, couplers, enclosures, attachment plugs, power outlets, power electronics, transformer, switchgear, switches and controls, network interfaces, point of sale equipment, and associated apparatus designed and used for the purpose of transferring energy from the electric supply system to a plug-in electric vehicle. "EVSE" may deliver either alternating current or, consistent with fast charging equipment standards, direct current electricity. "EVSE" is synonymous with "electric vehicle charging station." SECTION 5: This Ordinance shall be in full force and effect from and after its approval, adoption and publication in the manner provided by law. 61 ADOPTED this 21 st day of March, 2023, pursuant to a roll call vote as follows: AYES: NAYS: ABSENT: APPROVED this 21 st day of March, 2023, by the Village Mayor of the Village of Mount Prospect, and attested by the Village Clerk, on the same day. Paul Wm. Hoefert Village Mayor APPROVED and FILED in my office this day of March, 2023 and published in pamphlet form in the Village of Mount Prospect, Cook County, Illinois. ATTEST: Karen Agoranos Village Clerk 62