Corcoran City Council
July 23, 2024

CORCORAN CITY COUNCIL &

JOINT POWERS FINANCE AUTHORITY
AGENDA
City Council Chambers
1015 Chittenden Avenue
Corcoran, CA 93212
Tuesday, July 23, 2024
5:30 P.M
ublic Inspection: A detailed City Council packet is available for review at the City Clerk' Office, located at Corcoran City Hall, 832 Whitley Avenue Notice of ADA Compliance: In compliance with the Americans with Disabilities Act, if you need assistance to participate in this meeting, please contact the City Clerk's Office at (559) 992-2151.

ROLL CALL Mayor: Jeanette Zamora-Bragg
Vice Mayor: Patricia "Pat" Nolen
Council Member: Greg Ojeda
Council Member: Sidonio "Sid" Palmerit
Council Member: Jerry Robertson

INVOCATION

FLAG SALUTE

1. PUBLIC DISCUSSION (Verbal and Written)
Members of the audience may address the Council or submit written comments on non-agenda items; however, in accordance with government code section 54954.2, the Council may not (except in very specific instances) take action on an item not appearing on the posted agenda.

This is the time for members of the public to comment or provide written comments on any matter within the jurisdiction of the Corcoran City Council. This is also the public's opportunity to request that a Consent Calendar item be removed from that section and made a regular agenda item. The council members ask that you keep your comments brief and positive. Creative criticism, presented with appropriate courtesy, is welcome.

After receiving recognition from the chair, speakers shall state their name and address and proceed with comments. Each speaker will be limited to five (5) minutes.

2. CONSENT CALENDAR (VV)
All items listed under the consent calendar are routine and will be enacted by one motion.

If anyone desires discussion of any item on the consent calendar, the item can be removed at the request of any member of the City Council and made a part of the regular 2-A. Approval of minutes for the meeting of the City Council on July 9, 2024. 2-B. Authorization to read ordinances and resolutions by title only. 2-C. Notice of Completion for the Corcoran WWTP Clarifier Rehab.

3. APPROPRIATIONS
3-A. Approval of Warrant Register dated July 23, 2024. (Pineda) (VV)

PRESENTATIONS
4-A. Recognition of Employee of the 2nd Quarter Lisa Jones 4-B. Swearing in of Officer Soliz (Ochoa)
4-C. Swearing in of Officer Villasenor (Ochoa)

5. PUBLIC HEARING
5-A. Public Hearing to obtain comments to intent to levy and collect assessments on the following Districts and approve Resolution No. 4050 - Resolution No. 4059. (Spain) (VV)
• Assessment District 07-01, Subdivision Salyer Estates #3, Tract Map 853; intent to levy and collect assessments on Assessment District 07-02 • Subdivision the Pheasant Ridge (previously known as Sequoias Phase 1), Tract Map 857; intent to levy and collect assessments on Assessment District 07-02,
• Subdivision Sunrise Villas, Tract Map 856; and intent to levy and collect assessments on Assessment District 08-01,
• Subdivision Patterson Avenue, Tract Map 785; and intent to levy and collect assessments on Assessment District 08-02
• Sierra Estates Subdivision Tract 925; and intent to levy and collect assessments on Public Facility Maintenance District (PFMD) Assessment District 18-01
A. Open Public hearing
B. Staff Report
C. Accept written testimony
D. Accept oral testimony
E. Close hearing
F. Council discussion
G. By motion, approve/approve with changes/deny recommendation

STAFF REPORTS
6-A. PG&E Informational Update (Gatzka)
6-B. Consider approving Resolution No. 4063 Vacancy Tax Ordinance (Gatzka) (VV) 6-C. Unsheltered Population Outreach Services (Gatzka) (VV) 6-D. Minimum Wage Initiative (Gatzka) (Informational Only) 6-E. Consider approving Resolution No. 4064 City Manager Signature Authorization (Gatzka) (VV)
6-F. Consider approving Resolution No. 4062 CAT's Zero Emission Vehicle Rollout and Implementation Plan (Bega) (VV)
6-G. Consider approving Resolution No. 4060 (Letter of Convenience and Necessity) regarding Conditional Use Permit 23-04 and Planning Commission Resolution 2024-05 for a type 47 (on site) alcohol/liquor license in conjunction with a future restaurant to be located at 1130 Van Dorsten Ave. (Tromborg) (VV) 6-H. Consider approving Resolution No. 4061 regarding approving maximum increase amount of program assistance and revising the City of Corcoran's Homebuyers Program Guidelines (Tromborg) (VV)

MATTERS FOR MAYOR AND COUNCIL
7-A. Upcoming Events/Meetings
7-B. City Manager's Report
7-C. Council Comments/Staff Referral Items - Items of Interest (Non-action items the Council may wish to discuss)
7-D. Committee Reports

8. CLOSED SESSION
8-A. CONFERENCE WITH LABOR NEGOTIATOR(S) (Government Code § 54957.6). It is the intention of this governing body to meet in closed session to review its position and to instruct is designated representatives:

Designated representatives: City Manager
X Position title(s) of unrepresented employee(s): CPOA. 8-B. PENDING LITIGATION (Government Code § 54956.9). It is the intention of this governing body to meet in closed session concerning:

Conference with legal counsel - EXISTING LITIGATION (Government Code § 54956.9(d)(1)).

Parties, case/claim no. Case name unspecified because of jeopardy to settlement negotiations or service process.

ADJOURNMENT
I certify that I caused this Agenda of the Corcoran City Council meeting to be posted at the City Council Chambers, 1015 Chittenden Ave on July 19, 2024.

Gomez, Deputy City Clerk

MINUTES

CORCORAN CITY COUNCIL,

JOINT POWERS FINANCE AUTHORITY,

SUCCESSOR AGENCY FOR CORCORAN RDA,
& HOUSING AUTHORITY REGULAR MEETING
Tuesday, July 9, 2024
The regular session of the Corcoran City Council was called to order by Vice Mayor Nolen, in the City Council Chambers, 1015 Chittenden Avenue, Corcoran, CA at 5:30 P.M.

ROLL CALL
Councilmembers present: Patricia Nolen, Greg Ojeda, Sid Palmerin, and Jerry Robertson Councilmembers absent: Jeanette Zamora-Bragg
Staff present: Joseph Faulkner, Greg Gatzka, Tina Gomez, Zishan Lokhandwala, Maggie Ochoa and Sandra Pineda.

Press present: None
INVOCATION Invocation was presented by Robertson
FLAG SALUTE The Flag Salute was led by Ojeda

PUBLIC DISCUSSION
Natalie Sierra 120 Cardoso Ave purchased a home from D.R. Horton, has concerns re: issue with PG&E/D.R. Horton and move in date. 5 additional homeowners were present with the same concerns.

Reina Madrid is a real estate agent who represents 6 clients complaining about the same issue with PG&E/D.R. Horton.

Mario Carvalho 1868 Estes Ave is concerned about issues with PG&E and D.R. Horton.

Goreen Demetrius 881 Groveland Ave. W Madera, CA, representative for Dr Horton/Central Valley Division addressed DR Horton homeowners re: trying to resolve issue with PG&E and offered all homebuyers a full refund of any monies paid for homes if interested with no questions asked.

Regular Meeting Minutes Page 1 of 4
rcoran City Coun
v 9. 20
Valerie Bega, Transit & Grants Manager for the City of Corcoran introduced (2) new transit drivers: Miguel Magana and Priscilla Simpson.

Kings County Fire Chief Salvador Flores was present along with staff, thanked for his response to coordinating cooling centers for residents during high temperatures.

CONSENT CALENDAR
Following Council discussion, a motion was made by Robertson and seconded by Ojeda to approve the Consent Calendar. Motion carried by the following vote:

AYES: Nolen, Ojeda, Palmerin, and Robertson
NOES:

ABSENT: Zamora-Bragg
ABSTAINED: Robertson abstained from the minutes.
2-A. Approval of minutes for the meeting of the City Council on June 25, 2024. 2-B. Authorization to read ordinances and resolutions by title only. 2-C. Consider approval of Resolution No. 4039 Directing City Engineer to prepare a report on Assessment District No. 07-01, Subdivision Salyer Estates No. 3, Tract Map 853, Pursuant to Landscape & Lighting Act of 1972 and Resolution No.4040 Intent to Levy and Collect Assessments on Assessment District No. 07-01, Subdivision Salyer Estates No. 3, Tract Map 853, Pursuant to Landscape & Lighting Act of 1972.
2-D. Consider approval of Resolution No. 4041 Directing City Engineer to prepare a report on Assessment District No. 07-02, Subdivision Pheasant Ridge (previously known as Sequoias Phase I), Tract Map 857, Pursuant to Landscape & Lighting Act of 1972 and Resolution No. 4042 Intent to Levy and Collect Assessments on Assessment District No. 07-02, Subdivision Pheasant Ridge (previously known as Sequoias Phase I), Tract Map 857, Pursuant to Landscape & Lighting Act of 1972. 2-E. Consider approval of Resolution No. 4043 Directing City Engineer to prepare a report on Assessment District No. 08-01, Subdivision Sunrise Villas, Tract Map 856, Pursuant to Landscape & Lighting Act of 1972 and Resolution No. 4044 Intent to Levy and Collect Assessments on Assessment District No. 08-01, Subdivision Sunrise Villas, Tract Map 856, Pursuant to Landscape & Lighting Act of 1972. 2-F. Consider approval of Resolution No. 4045 Directing City Engineer to prepare a report on Assessment District No. 08-02, Subdivision Patterson Avenue, Tract Map 785, Pursuant to Landscape & Lighting Act of 1972 and Resolution No. 4046 Intent to Levy and Collect Assessments on Assessment District No. 08-02, Subdivision Patterson Avenue, Tract Map 785, Pursuant to Landscape & Lighting Act of 1972.

Consider approval of Resolution No. 4047 Directing City Engineer to prepare a report on Public Facility Maintenance District (PFMD) Assessment District No. 18- 01, Subdivision Sierra Estates 2, Tract 925 and Resolution No. 4048 Intent to Levy and collect Assessments on Public Facility Maintenance District (PFMD) Assessment No. 18-01
Regular Meeting Minutes Page 2 of 4
Corcoran City Council
July 9, 2024
2H. Coitler alasorical Resolution No. 4039 to permanently eliminate the Deputy Police

3. APPROPRIATIONS -None

4. PRESENTATIONS -None
PUBLIC HEARINGS -None

6. STAFF REPORTS -None

7. MATTERS FOR MAYOR AND COUNCIL
7-A. Upcoming Events/Meetings
7-B. City Manager's Report
7-C. Council Comments/Staff Referral Items - Items of Interest (Non-action items the Council 7-D. Committee Report
The City Council convened in closed session at 6:26 p.m.

8. CLOSED SESSION
8-A. CONFERENCE WITH LABOR NEGOTIATORS) (Government Code § 54957.6). It is the intention of this governing body to meet in closed session to review its position and to instruct is designated representatives:

Designated representatives: City Manager
Position titles) of represented employee(s): CPOA.
8-B. PENDING LITIGATION (Government Code § 54956.9). It is the intention of Conference wilbody to men i Ed TENG LITIGATTION (Goverment Code 8 54956.9(d)(I)).

Parties, case/claim no. Case name unspecified because of jeopardy to settlement negotiations or service process.

Regular Meeting Minutes Page 3 of 4
Corcoran City Council
July 9, 2024

9. ADJOURNMENT 7:28 P.M.

Tina Gomer, Dyputy City Clerk Vice Mayor Patricia. Nolen APPROVED DATE:

Regular Meeting Minutes Page 4 of 4
Corcoran City Council
July 9, 2024
City of

CORCORAN
FOUNDED 1914
Public Works Department-

CONSENT CALENDAR
ITEM #: 2-C
MEMO
TO: Corcoran City Council
FROM: Joseph Faulkner, Public Works Director
DATE: July 15, 2024 MEETING DATE: July 23, 2024
SUBJECT: Notice of Completion for the Corcoran WWTP Clarifier Rehab Recommendation:

Move to accept the Notice of Completion for the construction contract for the Corcoran Wastewater Treatment Plant Clarifier Rehab project with American Incorporated and authorize the Public Works Director to sign the Notice of Completion and the City Clerk to file the notice with the County Recorder's Office.

Discussion:

During a regular City Council Meeting on January 24, 2023, the Council awarded the construction contract to American Incorporated in the amount of $605,861.00 to provide construction services for the Wastewater Clarifier Rehab Project. The project included replacement of cast-iron components with type 304-L stainless steel components, drive unit that controls the rotating blades, re-grouting of the floor of the clarifier, and epoxy coating of the floor and walls of the clarifier to protect the tank against corrosion.

A Notice of Completion will need to be recorded with the County Clerk Recorder's office now that the Contractor has fulfilled his contractual obligation for construction of the project.

Original Bid Amount:... ...$605,861.00
Approved Change Orders: ...$ 13,770.00
Final Construction Contract Total: ...$619,631.00
Budget Impact:

No Budget impact to record Notice of Completion.

Attachment:

Notice of Completion
City of

CORCORAN
FOUNDED 1914

A MUNICIPAL CORPORATION

PUBLIC HEARING
ITEM #: 5-A
MEMO
TO: Corcoran City Council
FROM: Marlene Spain, Assistant to the City Manager/City Clerk DATE: July 11, 2024 MEETING DATE: July 23, 2024
SUBJECT: Public Hearing to obtain comments to intent to levy and collect assessments on Assessment District 07-01, Subdivision Salyer Estates #3, Tract Map 853; intent to levy and collect assessments on Assessment District 07-02, Subdivision the Pheasant Ridge (previously known as Sequoias Phase 1), Tract Map 857; intent to levy and collect assessments on Assessment District 08-01, Subdivision Sunrise Villas, Tract Map 856; and intent to levy and collect assessments on Assessment District 08-02, Subdivision Patterson Avenue, Tract Map 785; Public Facility Maintenance District (PFMD) Assessment District No. 18-01, Subdivision Sierra Estates 2, Tract 925 and approval of Resolution No. 4050 - Resolution No. 4059.

Recommendation: (VV)
Following the noticed public hearing, it is recommended that the City Council approve Resolution No. 4050, approving Engineer's report and confirming Assessment on Assessment District No. 07-01, Subdivision Salyer Estates No. 3, Tract Map 853. 2) Resolution No. 4051, certifying to County of Kings the validity of the legal process used to place certain special assessments on the tax roll. (Salyer Estates No. 3, Assessment District)
Resolution No. 4052, approving Engineer's report and confirming Assessment on Assessment District No. 07-02, Subdivision Pheasant Ridge (previously known as Sequoias Phase 1), Tract Map 857.
4) Resolution No. 4053, certifying to County of Kings the validity of the legal process used to place certain special assessments on the tax roll. (Pheasant Ridge ((previously known as Sequoias Phase I)), Assessment District)
5) Resolution No. 4054, approving Engineer's report and confirming Assessment on Assessment District No. 08-01, Subdivision Sunrise Villas, Tract Map 856.

City Offices:
832 Whitley Avenue Corcoran, CA 93212 * Phone 559.992.2151 * www.cityofcorcoran.ca.gov Resolution No. 4055, certifying to County of Kings the validity of the legal process used to place certain special assessments on the tax roll. (Sunrise Villas, Assessment District) 7) Resolution No. 4056, approving Engineer's report and confirming Assessment on Assessment District No. 08-02, Subdivision Patterson Tract Map 785.

Resolution No. 4057, certifying to County of Kings the validity of the legal process used to place certain special assessments on the tax roll. (Patterson Avenue, Assessment District)
Resolution No. 4058, approving the Engineer's report and confirming Public Facility Maintenance District (PFMD) Assessment District No. 18-01, Subdivision Sierra Estates 2, Tract 925
10) Resolution No. 4059, certifying to County of Kings the validity of the legal process used to place certain special assessments on the tax roll (Subdivision Sierra Estates) Discussion:

On an annual basis, the City Engineer is required to provide an Engineer's Report for each landscaping and lighting assessment district outlining the maintenance and incidental costs associated with the district. A public hearing notice was published to allow public comment at tonight's meeting. Following the public hearing, it is recommended the attached resolutions are approved.

Budget Impact:

The assessments will pay for all costs relating to the maintenance of the district.

Attachment:

City Engineer Reports - Landscape Assessment Districts
Resolution No. 4050
Resolution No. 4051
Resolution No. 4052
Resolution No. 4053
Resolution No. 4054
Resolution No. 4055
Resolution No. 4056
Resolution No. 4057
Resolution No. 4058
Resolution No. 4059
RESOLUTION NO. 4050

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CORCORAN

APPROVING ENGINEER'S REPORT AND CONFIRMING ASSESSMENT ON ASSESSMENT DISTRICT NO. 07-01, SALYER ESTATES UNIT NO. 3 WHEREAS, the City of Corcoran formed an assessment district pursuant to the Landscaping and Lighting Act of 1972 (Section 22500 and following, Streets & Highways Code); and,
WHEREAS, the Engineer for the proceedings filed an Engineer's report with the City Clerk in accordance with Article 4 of Chapter 1 of the Landscaping & Lighting Act of 1972; and, WHEREAS, the City Council did conduct a public hearing on July 23, 2024, to consider its intent to levy and collect assessments on said assessment district.

NOW, THEREFORE BE IT RESOLVED, by the City Council of the City of Corcoran:

The City Council of the City of Corcoran hereby confirms the diagram and assessment contained in the Engineer's Report and levies the assessment for the Fiscal Year 2024/25;
The City Council of the City of Corcoran hereby forwards the following attachments to Kings County Recorder's Office for recordation:

City Clerk's Certification to County Auditor
Engineer's Report
Exhibit A Recording History
Exhibit B Recapitalization of Assessments
Exhibit C Estimated Assessments
Exhibit D Assessment Roll
Exhibit E Digram Showing All Parcels of Real Property Within the Assessment PASSED AND ADOPTED at a regular meeting of the City Council of the City of Corcoran held on the 23rd day of July 2024, by the following vote:

AYES: Councilmembers:

NOES: Councilmembers:

ABSENT: Councilmembers:

APPROVED:

Jeanette Zamora-Bragg, Mayor
ATTEST:

Marlene Spain, City Clerk
RESOLUTION NO. 4051

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CORCORAN

CERTIFYING TO COUNTY OF KINGS THE VALIDITY OF THE LEGAL PROCESS

USED TO PLACE CERTAIN SPECIAL ASSESSMENTS ON THE TAX ROLL WHEREAS, the City of Corcoran desires to place certain special assessments on the Kings County secured tax roll for collection; and,
WHEREAS, the City has complied with all laws pertaining to the levy of the special assessments to be collected; and,
WHEREAS, the special assessments have been levied in accordance with a particular benefit to each parcel to be assessed without regard to its assessed valuation; and, WHEREAS, the Salyer Estates Unit No. 3, Assessment District special assessment is for the purpose of maintenance of turf areas, shrubs, trees and irrigation systems and walls; and street lighting.

NOW, THEREFORE, BE IT RESOLVED, by the City Council of the City of Corcoran that the following special assessments shall be placed on the Kings County secured tax roll for collection.

Salyer Estates Unit No. 3, Assessment District.

PASSED AND ADOPTED at a regular meeting of the City Council of the City of Corcoran held on the 23rd day of July 2024, by the following vote:

AYES: Councilmembers:

NOES: Councilmembers:

ABSENT: Councilmembers:

APPROVED:

Jeanette Zamora-Bragg, Mayor
ATTEST:

Marlene Spain, City Clerk
RESOLUTION NO. 4052

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CORCORAN

APPROVING ENGINEER'S REPORT AND CONFIRMING ASSESSMENT ON ASSESSMENT DISTRICT NO. 07-02, PHEASANT RIDGE (PREVIOUSLY KNOWN AS SEQUOIAS PHASE 1)
WHEREAS, the City of Corcoran formed an assessment district pursuant to the Landscaping and Lighting Act of 1972 (Section 22500 and following, Streets & Highways Code); and,
WHEREAS, the Engineer for the proceedings filed an Engineer's report with the City Clerk in accordance with Article 4 of Chapter 1 of the Landscaping & Lighting Act of 1972; and, WHEREAS, the City Council did conduct a public hearing on July 24, 2024, to consider its intent to levy and collect assessments on said assessment district.

NOW, THEREFORE BE IT RESOLVED, by the City Council of the City of Corcoran:

The City Council of the City of Corcoran hereby confirms the diagram and assessment contained in the Engineer's Report and levies the assessment for the Fiscal Year 2024/25;
The City Council of the City of Corcoran hereby forwards the following attachments to Kings County Recorder's Office for recordation:

City Clerk's Certification to County Auditor
Engineer's Report
Exhibit A Recording History
Exhibit B Recapitalization of Assessments
Exhibit C Estimated Assessments
Exhibit D Assessment Roll
Exhibit E Diagram Showing All Parcels of Real Property Within the Assessment District
PASSED AND ADOPTED at a regular meeting of the City Council of the City of Corcoran held on the 23°d day of July 2024, by the following vote:

AYES: Councilmembers:

NOES: Councilmembers:

ABSENT: Councilmembers:

APPROVED:

Jeanette Zamora-Bragg, Mayor
ATTEST:

Marlene Spain, City Clerk
RESOLUTION NO. 4053

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CORCORAN

CERTIFYING TO COUNTY OF KINGS THE VALIDITY OF THE LEGAL PROCESS

USED TO PLACE CERTAIN SPECIAL ASSESSMENTS ON THE TAX ROLL WHEREAS, the City of Corcoran desires to place certain special assessments on the Kings County secured tax roll for collection; and,
WHEREAS, the City has complied with all laws pertaining to the levy of the special assessments to be collected; and,
WHEREAS, the special assessments have been levied in accordance with a particular benefit to each parcel to be assessed without regard to its assessed valuation; and, WHEREAS, Pheasant Ridge (previously known as Sequoias - Phase I), Assessment District special assessment is for the purpose of maintenance of turf areas, shrubs, trees and irrigation systems and walls; and street lighting.

NOW, THEREFORE, BE IT RESOLVED, by the City Council of the City of Corcoran that the following special assessments shall be placed on the Kings County secured tax roll for collection.

Pheasant Ridge (previously known as Sequoias - Phase I), Assessment District.

PASSED AND ADOPTED at a regular meeting of the City Council of the City of Corcoran held on the 23rd day of July 2024, by the following vote:

AYES: Councilmembers:

NOES: Councilmembers:

ABSENT: Councilmembers:

APPROVED:

Jeanette Zamora-Bragg, Mayor
ATTEST:

Marlene Spain, City Clerk
RESOLUTION NO. 4054

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CORCORAN

APPROVING ENGINEER'S REPORT AND CONFIRMING ASSESSMENT ON ASSESSMENT DISTRICT NO. 08-01, SUNRISE VILLAS
WHEREAS, the City of Corcoran formed an assessment district pursuant to the Landscaping and Lighting Act of 1972 (Section 22500 and following, Streets & Highways Code); and,
WHEREAS, the Engineer for the proceedings filed an Engineer's report with the City Clerk in accordance with Article 4 of Chapter 1 of the Landscaping & Lighting Act of 1972; and, WHEREAS, the City Council did conduct a public hearing on July 23 2024, to consider its intent to levy and collect assessments on said assessment district.

NOW, THEREFORE BE IT RESOLVED, by the City Council of the City of Corcoran:

The City Council of the City of Corcoran hereby confirms the diagram and assessment contained in the Engineer's Report and levies the assessment for the Fiscal Year 2024/25;

2. The City Council of the City of Corcoran hereby forwards the following attachments to Kings County Recorder's Office for recordation:

City Clerk's Certification to County Auditor
Engineer's Report
Exhibit A Recording History
Exhibit B Recapitalization of Assessments
Exhibit C Estimated Assessments
Exhibit D Assessment Roll
Exhibit E Distian Showing All Parcels of Real Property Within the Assessment PASSED AND ADOPTED at a regular meeting of the City Council of the City of Corcoran held on the 23rd day of July 2024, by the following vote:

AYES: Councilmembers:

NOES: Councilmembers:

ABSENT: Councilmembers:

APPROVED:

Jeanette Zamora-Bragg, Mayor
ATTEST:

Marlene Spain, City Clerk
RESOLUTION NO. 4055

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CORCORAN

CERTIFYING TO COUNTY OF KINGS THE VALIDITY OF THE LEGAL PROCESS

USED TO PLACE CERTAIN SPECIAL ASSESSMENTS ON THE TAX ROLL WHEREAS, the City of Corcoran desires to place certain special assessments on the Kings County secured tax roll for collection; and,
WHEREAS, the City has complied with all laws pertaining to the levy of the special assessments to be collected; and,
VHEREAS, the special assessments have been levied in accordance with a particul enefit to each parcel to be assessed without regard to its assessed valuation; anc WHEREAS, the Sunrise Villas, Assessment District special assessment is for the purpose of maintenance of turf areas, shrubs, trees and irrigation systems and walls; street lighting; and park/pond area.

NOW, THEREFORE, BE IT RESOLVED, by the City Council of the City of Corcoran thalei following special assessments shall be placed on the Kings County secured tax roll for Sunrise Villas, Assessment District.

PASSED AND ADOPTED at a regular meeting of the City Council of the City of Corcoran held on the 23rd day of July 2024, by the following vote:

AYES: Councilmembers:

NOES: Councilmembers:

ABSENT: Councilmembers:

APPROVED:

Jeanette Zamora-Bragg, Mayor
ATTEST:

Marlene Spain, City Clerk
RESOLUTION NO. 4056

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CORCORAN

APPROVING ENGINEER'S REPORT AND CONFIRMING ASSESSMENT ON ASSESSMENT DISTRICT NO. 08-02, PATTERSON TRACT
WHEREAS, the City of Corcoran formed an assessment district pursuant to the Landscaping and Lighting Act of 1972 (Section 22500 and following, Streets & Highways Code); and,
WHEREAS, the Engineer for the proceedings filed an Engineer's report with the City Clerk in accordance with Article 4 of Chapter I of the Landscaping & Lighting Act of 1972; and, WHEREAS, the City Council did conduct a public hearing on July 23, 2024, to consider its intent to levy and collect assessments on said assessment district.

NOW, THEREFORE BE IT RESOLVED, by the City Council of the City of Corcoran:

The City Council of the City of Corcoran hereby confirms the diagram and assessment contained in the Engineer's Report and levies the assessment for the Fiscal Year 2023/25;
The City Council of the City of Corcoran hereby forwards the following attachments to Kings County Recorder's Office for recordation:

City Clerk's Certification to County Auditor
Engineer's Report
Exhibit A Recording History
Exhibit B Recapitalization of Assessments
Exhibit C Estimated Assessments
Exhibit D Assessment Roll
Exhibit E Distic Showing All Parcs of Real Property Within the Assessment PASSED AND ADOPTED at a regular meeting of the City Council of the City of Corcoran held on the 23rd day of July 2024, by the following vote:

AYES: Councilmembers:

NOES: Councilmembers:

ABSENT: Councilmembers:

APPROVED:

Jeanette Zamora-Bragg, Mayor
ATTEST:

Marlene Spain, City Clerk
RESOLUTION NO. 4057

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CORCORAN

CERTIFYING TO COUNTY OF KINGS THE VALIDITY OF THE LEGAL PROCESS

USED TO PLACE CERTAIN SPECIAL ASSESSMENTS ON THE TAX ROLL WHEREAS, the City of Corcoran desires to place certain special assessments on the Kings County secured tax roll for collection; and,
WHEREAS, the City has complied with all laws pertaining to the levy of the special assessments to be collected; and,
WHEREAS, the special assessments have been levied in accordance with a particular benefit to each parcel to be assessed without regard to its assessed valuation; and, WHEREAS, the Patterson Avenue Tract, Assessment District special assessment is for the purpose of maintenance of walls; and street lighting.

NOW, THEREFORE, BE IT RESOLVED, by the City Council of the City of Corcoran that the following special assessments shall be placed on the Kings County secured tax roll for collection.

Patterson Avenue Tract, Assessment District.

PASSED AND ADOPTED at a regular meeting of the City Council of the City of Corcoran held on the 23rd day of July 204, by the following vote:

AYES: Councilmembers:

NOES: Councilmembers:

ABSENT: Councilmember:

APPROVED:

Jeanette Zamora-Bragg, Mayor
ATTEST:

Marlene Spain, City Clerk
RESOLUTION NO. 4058

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CORCORAN

APPROVING ENGINEER'S REPORT AND CONFIRMING ASSESSMENT ON PUBLIC FACILITY MAINTENANCE DISTRICT (PFMD) NO. 18-01, SUBDIVISION SIERRA ESTATES 2, TRACT 925
WHEREAS, the City of Corcoran formed an assessment district pursuant to the Landscaping and Lighting Act of 1972 (Section 22500 and following, Streets & Highways Code); and,
WHEREAS, the Engineer for the proceedings filed an Engineer's report with the City Clerk in accordance with Article 4 of Chapter 1 of the Landscaping & Lighting Act of 1972; and, WHEREAS, the City Council did conduct a public hearing on July 23, 2024, to consider its intent to levy and collect assessments on said assessment district.

NOW, THEREFORE BE IT RESOLVED, by the City Council of the City of Corcoran:

The City Council of the City of Corcoran hereby confirms the diagram and assessment contained in the Engineer's Report and levies the assessment for the Fiscal Year 2024/25;
The City Council of the City of Corcoran hereby forwards the following attachments to Kings County Recorder's Office for recordation:

City Clerk's Certification to County Auditor
Engineer's Report
Exhibit A Recording History
Exhibit B Recapitalization of Assessments
Exhibit C Estimated Assessments
Exhibit D Assessment Roll
Exhibit E Diagram Showing All Parcels of Real Property Within the Assessment District
PASSED AND ADOPTED at a regular meeting of the City Council of the City of Corcoran held on the 23rd day of July 2024, by the following vote:

AYES: Councilmembers:

NOES: Councilmembers:

ABSENT: Councilmembers:

APPROVED:

Jeanette Zamora-Bragg, Mayor
ATTEST:

Marlene Spain, City Clerk
RESOLUTION NO. 4059

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CORCORAN

CERTIFYING TO COUNTY OF KINGS THE VALIDITY OF THE LEGAL PROCESS

USED TO PLACE CERTAIN SPECIAL ASSESSMENTS ON THE TAX ROLL WHEREAS, the City of Corcoran desires to place certain special assessments on the Kings County secured tax roll for collection; and,
WHEREAS, the City has complied with all laws pertaining to the levy of the special assessments to be collected; and,
WHEREAS, the special assessments have been levied in accordance with a particular benefit to each parcel to be assessed without regard to its assessed valuation; and, WHEREAS, the Subdivision Sierra Estates, Assessment District special assessment is for the purpose of maintenance of walls; and street lighting.

NOW, THEREFORE, BE IT RESOLVED, by the City Council of the City of Corcoran that the following special assessments shall be placed on the Kings County secured tax roll for collection.

Subdivision Sierra Estates.

PASSED AND ADOPTED at a regular meeting of the City Council of the City of Corcoran held on the 23rd day of July 2024, by the following vote:

AYES: Councilmembers:

NOES: Councilmembers:

ABSENT: Councilmember:

APPROVED:

Jeanette Zamora-Bragg, Mayor
ATTEST:

Marlene Spain, City Clerk
City of

CORCORAN
FOUNDED 1914

CITY ADMINISTRATION

STAFF REPORT
ITEM #: 6-A
MEMO
TO: Corcoran City Council
FROM: Greg Gatzka, City Manager
DATE: July 17, 2024 MEETING DATE: July 23, 2024
SUBJECT: PG&E Informational Update
Summary:

PG&E Local Government Affairs representative Nathan Alonzo will provide an information update on PG&E rates, and other utility information.

Recommendation:

None. Informational item only.

Budget impact:

None.

Background:

PG&E is the electricity utility provider within the City of Corcoran and has requested to be placed on the agenda to provide an informational update. Information will be provided on rate affordability and other utility services in Corcoran.

City Offices
832 Whitley * Corcoran, CA 93212 * Phone 559-992-2151 * www.cityofcorcoran.com City of

CORCORAN
FOUNDED 1914

CITY ADMINISTRATION

STAFF REPORT
ITEM #: 6-B
MEMO
TO: Corcoran City Council
FROM: Moses Diaz, City Attorney / Greg Gatzka, City Manager DATE: July 18, 2024 MEETING DATE: July 23, 2024
SUBJECT: Vacancy Tax Ordinance
Summary:

On September 26, 2023, Council directed staff to address vacant and blighted properties within the city through an ordinance. The ordinance is now complete and ready for Council consideration.

Recommendation:

Consider approval of Resolution No. 4063 to approve the Vacancy Tax Ordinance, and request the Kings County Elections Department to place the Vacancy Tax on the November 5, 2024 ballot.

Budget impact:

If approved, the City will be responsible for the Kings County Elections Department estimated cost of $25,000 associated with placing this tax measure on the November 5, 2024, ballot.

Background:

The City continues to experience blighted property and structure conditions throughout Corcoran that negatively impact the marketability and viability of adjacent commercial businesses, and quality of life within residential neighborhoods. The City is still recovering from the Covid pandemic, and the economic impacts associated with that incident have contributed to the economic decline of local businesses, and accelerated blighted conditions on vacant properties. In addition, the City, much like other cities in the San Joaquin Valley, is also experiencing greater challenges with societal changes that negatively affect property. Property deterioration and blighted conditions expand as vacant property and buildings become conduits for increased crime, vandalism, and unsheltered occupation take over. All of these circumstances pose greater public health and safety risk to the community, and potential damage and destruction to adjacent properties. Ultimately, these situations place greater demand and strain on the City's limited resources, and place extra public service cost burdens on the citizens of Corcoran.

The proposed Vacant Tax ordinance and resolution, if approved by Council, would act to place a city-wide tax measure on the November 5, 2024, ballot for Corcoran residents to vote on. If City Offices
832 Whitley * Corcoran, CA 93212 * Phone 559-992-2151 * www.cityofcorcoran.ca.gov approved, this measure would apply an initial $125 per linear foot frontage tax on vacant properties left vacant through the 2025 tax year, and payable by the registered property owner. This vacancy tax will not apply to owner-occupied residences or businesses in active operation. Instead, this tax measure will serve to encourage vacant structure and vacant property owners to utilize their property in a manner that enhances the City, and promotes property reinvestment. In general, it has the potential to increase economic activity, enhance housing availability, lead to beautification within the City, and serve to discourage continued vacant structure and vacant property disregard by property owners that contribute to blighted conditions. Should the vacant properties and/or structures be left vacant, the tax revenue generated would help the City to offset costs associated with added staff time and resources needed to address vacant property and structure nuisance The deadline for the City to submit Kings County Elections Department to receive a city resolution and impartial analysis is August 9, 2024. The draft resolution was not ready at the time of this genda publication and will be made available to the public prior to the meeting and council consideration.

Attachments:

Vacancy Tax Ordinance
CHAPTER 1 - VACANCY TAX
SEC. 1. SHORT TITLE AND CODIFICATION.

This Chapter shall be known as the "Vacancy Tax Ordinance," and the tax it imposes shall be known as the "Vacancy Tax." The City Clerk is authorized to codify this Chapter within Title 3 of the municipal code of the City, and in so doing may re-label its numbering to be consistent that utilized within Title 3.

SEC. 2. FINDINGS AND PURPOSE.
(a) City's commercial districts prioritize street-level, customer-facing businesses as a means of stimulating a bustling, pedestrian-friendly urban environment. Retail and other commercial storefronts are the building blocks of neighborhood vitality, encouraging people to stroll through City's streets, sidewalks, parks and other open spaces, and inviting them in.
(b) City residents and visitors have an interest in preserving the vitality of commercial corridors in these districts. Vacant parcels and storefronts in otherwise vibrant commercial districts degrade the urban environment and reduce the quality of life in those neighborhoods, leading to blight and sometimes crime, particularly when storefronts and adjacent parcels remain empty or devoid of commercial activity for extended periods of time. Further, the resulting blight negatively impacts other small businesses in the area by discouraging foot traffic and eroding the character and uniqueness of the City's diverse neighborhoods and communities.
(c) Retail and other commercial vacancies may occur when property owners are performing tenant improvements for prospective tenants, while actively seeking a new commercial tenant, or following a disaster requiring wholescale rehabilitation of a structure. These temporary vacancies reflect a property owner's desire to maintain the active retail and other commercial storefront environment of City's commercial corridors and to continue contributing to the surrounding community.
(d) But in other instances, retail and other commercial vacancies occur when a property owner or landlord fails to actively market a vacant retail and other commercial storefron o viable commercial tenants and/or fails to offer the property at a reasonable rate. Retai and other commercial vacancies may persist as property owners and landlords hold storefronts off of the market for extended periods of time or refuse to offer the space for a reasonable market rate.
(e) Prolonged vacancy of residential housing not only restricts the supply of available housing units, but can also decrease economic activity in neighborhoods and leads to blight. (f) A purpose of the Vacancy Tax is to stimulate the rehabilitation of long-term retail and other commercial and residential vacancies, and to thereby reinvigorate neighborhoods and commercial corridors, and stabilize commercial rents, allowing new businesses to open and SEC. 3. DEFINITIONS.

Except to the extent otherwise defined in ordinance, the terms used in this Chapter shall have the meanings given to them in Title 3 of the municipal code, as amended from time to time by the City Council. For purposes of this Chapter, the following definitions shall (a) "Affiliate" means a person under common majority ownership or common control with any other person, whether that ownership or control is direct or indirect. An Affiliate includes but is not limited to a person that majority owns or controls any other person or a person that is majority owned or controlled by any other person. (b) "Building Permit Application Period" means the period following the date that an application for a building permit for repair, rehabilitation, or construction with respect to Taxable Commercial Space in a building or structure is filed with the City through the date the building official of the City grants or denies that application, but not to exceed one (1) year. Notwithstanding the preceding sentence, if more than one building permit application is filed by or on behalf of one or more persons in the Taxpayer's Group for the same Taxable Commercial Space, the Building Permit Application Period shall mean only the applicable period following the date the first application is filed with the City by or on behalf of anyone in the Taxpayer's Group. (c) "Conditional Use Application Period" means the 183-day period following the date that a complete application for a conditional use permit for use of Taxable Commercial Space is filed with the City, except that if the Planning Commission does not grant or deny that application within 183 days, then the Conditional Use Application Period shall extend to and include December 31 of the same year in which the date 183rd day occurs. Notwithstanding the preceding sentence, if more than one complete conditional use permit application is filed by or on behalf of one or more persons in the Taxpayer's Group for the same Taxable Commercial Space, the Conditional Use Application Period shall mean only the applicable period following the date when the first complete application is filed with the City by or on behalf of anyone in the Taxpayer's Group. (d) "Construction Period" means the one-year period following the date when the City issues a building permit for repair, rehabilitation or construction with respect to Taxable Commercial Space in a building or structure, provided that if the City issues multiple building permits to or for the benefit of one or more persons in the Taxpayer's Group for the same Taxable Commercial Space, the one-year Construction Period shall mean only the one-year period following the issuance of the first building permit to or for the benefit of anyone in the Taxpayer's Group.
"Disaster Period" means the two-year period following the date that Taxable Commercial Space was severely damaged and made uninhabitable or unusable due to an unexpected fire, natural disaster or other catastrophic event. (f) "Frontage" means the number of linear feet of Taxable Commercial Space which is adjacent or tangent to a Public Right of Way, rounded up to the nearest foot. sidewalk, spa,sic, it ory win tan each puch are ley brule yard, cong laidiction, of the City.
(h) "Related Person" means a spouse or domestic partner, child, parent or sibling (these latter three relationships including biological, adoptive and "step" relationships; and the sibling relationship also including half-siblings). (i) "Residential Real Estate" means real property where the primary use of or right to use the property is for the purpose of dwelling, sleeping or lodging, and such real property is owner-occupied as a primary or secondary residence, excluding each improvement thereon which is actively used as part of the business activity of accommodations. For purposes of this Chapter, "accommodations" includes hotels, motels, inns, bed-and-breakfast, hostels and other temporary dormitory facilities, and also single- family residences, multi-family residences, accessory dwelling unit, condominiums and residential apartment units which are not owner-occupied as a primary or secondary residence.
(i) "Taxable Commercial Space" means the ground floor area of any building, structure or unimproved parcel, or the ground floor of any portion of a building, structure or unimproved parcel, where such floor area (1) is adjacent or tangent to a Public Right of Way, (2) is located within any commercial or residential zoning district, as those districts exist on November 5, 2024 in the operative zoning ordinance of the City, and irrespective of whether those zoning districts are expanded, narrowed, re-labeled/renamed, eliminated, or otherwise modified by ordinance of the City Council subsequent to that date, and (3) is not Residential Real Estate.
(k) "Taxpayer's Group" with respect to each Taxable Commercial Space, means the taxpayer, any current or former co-owner or co-tenant of the taxpayer, and any Related Person or Affiliate of the taxpayer or the taxpayer's current or former co-owner or co- tenant.
(1) "Tax Year" means the period from January 1 through December 31. (m) "Vacant" means unoccupied, unused for any business activity licensed by the City or, in the case of residentially zoned real property, uninhabited, for more than one- hundred eighty-two (182) days, whether consecutive or nonconsecutive, in a tax year.

Notwithstanding the previous sentence, a person shall not be considered to have kept a building or structure Vacant during a Building Permit Application Period, Construction Period, Disaster Period and/or Conditional Use Application Period when such period is applicable to that particular person for that particular Taxable Commercial Space. In determining whether a person has kept Vacant any Taxable Commercial Space, those days within a Building Permit Application Period, Construction Period, Disaster Period, and Conditional Use Application Period shall be disregarded when such period is applicable to that particular person for that particular Taxable Commercial Space.

SEC. 4. IMPOSITION OF TAX.
(a) Except as otherwise provided in this Chapter, the City imposes an annual Vacancy Tax upon the privilege of keeping Vacant each Taxable Commercial Space within the City. (b) The Vacancy Tax in a tax year shall be as follows:
(1) For the 2025 tax year, $125 per linear foot of Frontage. (2) For the 2026 tax year, $125 per linear foot of Frontage for Taxable Commercial Space which was not kept Vacant in the 2025 tax year, and $250 per linear foot of Frontage for Taxable Commercial Space which was kept Vacant in the 2025 tax year.
(3) For the 2027 tax year and subsequent tax years:
(A) $125 per linear foot of Frontage for Taxable Commercial Space which is kept Vacant by any person during the tax year, but was not kept Vacant during the prior tax year;
(B) $250 per linear foot of Frontage for Taxable Commercial Space which is kept Vacant by any person during two consecutive tax years; and (C) $500 per linear foot of Frontage for Taxable Commercial Space which is kept Vacant by any person during the tax year, in all situations in which neither subsection (b)(3)(A) nor subsection (b)(3)(B) of this Section applies.
(c) The Vacancy Tax shall be owed and payable by:
(1) the owner or owners of the Taxable Commercial Space kept Vacant, provided that the Taxable Commercial Space is unleased;
(2) the lessee or lessees, and not the owner, of the Taxable Commercial Space kept Vacant, when that Taxable Commercial Space is leased but not subleased; and (3) the sublessee or sublessees, and not the owner or sublessor, of the Taxable Commercial Space kept Vacant, if that Taxable Commercial Space is subleased Not more than one tax shall be imposed under this Section by reason of multiple liable owners, lessees, or sublessees. If there are multiple liable owners, lessees, or sublessees, each such person shall be jointly and severally liable for the Vacancy Tax. (d) A person shall be liable for the Vacancy Tax only if that person has kept Vacant any Taxable Commercial Space during a tax year. A person shall be deemed to have kept Vacant a Taxable Commercial Space during a tax year if that person and all Related Persons and Affiliates of that person, individually or collectively, have kept that Taxable Commercial Space Vacant for more than 182 days in that tax year. (e) On January 1 of each year succeeding the first full year of the effective date of this Chapter, the amount of the Vacancy Tax shall be increased by the most recent change in the annual average of the Consumer Price Index ("CPI") for all urban consumers in the San Francisco-Oakland-San Jose areas, as published by the United States Government Bureau of Labor Statistics. However, no CPI adjustment resulting in a decrease of any tax imposed by this subsection shall be made.

SEC. 5. EXEMPTIONS AND EXCLUSIONS.
(a) For only so long as, and only to the extent that, the City is prohibited from imposing the Vacancy Tax, any person upon whom the City is prohibited under the Constitution or laws of the State of California or the Constitution or laws of the United States from imposing the Vacancy Tax shall be exempt from the Vacancy Tax. (b) Any individual who has within the past eighteen (18) months became disabled to the degree that they qualify for federal or State disability income, shall be exempt from the (c) The City shall be exempt from the Vacancy Tax.
(d) The City Council may exempt from the Vacancy Tax any person or class of persons by duly enacted ordinance.

SEC. 6. ADMINISTRATION.

The City Council is hereby authorized by the voters to enact any of the following additional ordinances, without submitting them to the voters for approval:
(a) An ordinance prescribing procedures and rules for processing Vacancy Tax returns and appeals;
(b) An ordinance prescribing procedures and rules for enforcement and collection of the Vacancy Tax, which may include fines and penalties;
(c) An ordinance which defines any word or phrase within this Vacancy Tax Ordinance which may otherwise be unclear, ambiguous or vague; and (d) An ordinance exempting any person or class of persons from the Vacancy Tax.

SEC. 7. REVENUE MEASURE.

This Chapter is enacted solely to raise revenue for general municipal purposes, and is not intended for regulation.

SEC. 8. SUSPENSION OF COLLECTION.

The City Council shall have authority to temporarily suspend collection of all or a portion of the tax imposed by this Chapter, by resolution unanimously approved by all five (5) members of the entire City Council. The City Council may at any time also repeal or supersede such resolution. However, the authority to levy the Vacancy Tax imposed by this Chapter shall not expire or otherwise terminate, unless terminated by a duly enacted ordinance which is approved at a regular meeting of, and by unanimous vote of all five (5) of the seats comprising the entire City Council.

SEC. 9. AMENDMENT OF ORDINANCE.
(a) The following amendments to this Chapter must be approved by the voters of the City:
increasing the tax rate or revising the methodology for calculating the tax such that a tax increase would result; imposing the tax upon activity of a nature not previously subject to the tax; or extending the effective date of this Chapter. Otherwise, the City Council is hereby authorized to and may amend this Chapter, by affirmative vote of not less than four (4) members of the City Council, without submitting the amendment to the voters for approval, provided that such ordinance amendment does not increase or decrease the tax rate approved by the voters. The People of the City of Corcoran affirm that each and all of the following actions shall not constitute an increase of the rate of a tax:
(1) The restoration of the rate of the tax to a rate which is no higher than the maximum allowed by this Chapter, if the City Council has acted to suspend or reduce the rate of the tax;
(2) An action which interprets or clarifies the methodology of the tax, or any definition applicable to the tax, so long as interpretation or clarification (even if contrary to some prior interpretation or clarification) is not inconsistent with the text of this Chapter;
(3) The collection of the tax imposed by this Chapter, even if the City had, for some period of time, failed to collect the tax;
The establishment of a class of persons which are exempt or excepted from the tax or the discontinuation of any such exemption or exception (other than the discontinuation of an exemption or exception specifically set forth in this Chapter); (5) The City Council's adoption of a resolution, as authorized by Section 8, to raise the tax rate, provided that the rate may not be increased to a rate which is higher than the maximum established in this Chapter.

SEC. 10. SEVERABILITY.
(a) Except as provided in subsection (b), if any section, subsection, sentence, clause, circumstance, is held to be invalid or unconstitutional by a decision of a court of competent (b) If the imposition of the Vacancy Tax in Section 4 is held in its entirety to be tacially invalid or unconstitutional in a final court determination which cannot be appealed, the remainder of this Chapter shall be void and of no force and effect, and it shall be deemed immediately repealed and removed from the municipal code.

SEC. 11. SAVINGS CLAUSE.

No section, clause, part or provision of this Chapter shall be construed as requiring the payment of any tax which would be in violation of the Constitution or laws of the United States or of the Constitution or laws of the State of California.

BEFORE THE CITY COUNCIL OF THE

CITY OF CORCORAN
IN THE MATTER OF:

Resolution Calling City Election for Votel RESOLUTION NO. 4063 Approval of Vacancy Tax; and
Specifications of the Election Order.

WHEREAS, approval of an excise tax on vacant or unoccupied commercial and residential spaces promotes the best use of real property and ensures that the City of Corcoran ("City") has more local funding for vital City services which cannot be taken by the State, ensuring our tax dollars are spent locally for the benefit of residents of the City; WHEREAS, when a City seeks voter approval of a new local excise tax, Article XIIIC § 2(b) of the California Constitution requires the election to be consolidated with the general municipal election for City Council members, except in cases in which a City Council has unanimously declared that there is a fiscal emergency; WHEREAS, commercial and residential vacancies occur when a property owners, landlords or other persons in control of such properties fail to actively market commercial land, storefronts or uninhabited residences to viable tenants and/or fail to offer the property at a reasonable rate;
WHEREAS, prolonged vacancy of commercial and residential properties not only restricts or reduces the available supply of commercial land, buildings and housing, but can also decrease economic activity in the City, lead to blight and can increase the risk of structure fires when they become an attractive nuisance to unhoused individual; WHEREAS, at a public meeting held on July 23, 2024 the City Council considered calling a municipal election to submit to the voters for approval, a proposed commercial and residential vacancy tax as authorized by California Government Code § 37100.5; WHEREAS, the statutory deadline to authorize submittal of said commercial and residential vacancy tax measure to the County of Kings's elections office is scheduled to expire on or about August 9, 2024 for the November 5, 2024 regular election date and the County's administrative deadline for submittal of relevant documentation is on or about August 1, 2024;
WHEREAS, the new excise tax would be imposed upon the privilege of keeping specified commercial and residential spaces vacant, unoccupied or uninhabited. The tax rate would be: $125 per square foot of the frontage of such spaces to each public right-of- way, if the space was not vacant the prior tax year; $250 per linear foot the frontage of such

spaces to each public right-of-way, if the space was kept vacant during two consecutive tax years; and $500 per linear foot of the frontage of such spaces to each public right-of-way in all other situations. If enacted, the new excise tax would become collectable under a future enacted ordinance prescribing procedures and rules for enforcement and collection of the new excise tax, which may include fines and penalties. Collection of all or any portion of the tax could be temporarily suspended by a unanimous vote of the City Council.

The tax would require approval of at least a majority of voters voting on the measure and approval of this resolution by at least two-thirds vote of all members of the City Council; WHEREAS, based upon all of the information presented to the City Council as of the date of this resolution, both written and oral, including the staff reports, minutes and other relevant materials, the commercial and residential vacancy tax does not constitute a project under CEQA Guidelines 15060(c)(2), 15061(b)(3) and 15378(b)(2) and (4) and therefore review under CEQA is not required; and
WHEREAS, on July 23, 2024, the City Council held a public meeting to consider placing a commercial and residential vacancy tax ordinance before the voters of the City of Corcoran at an election to be held on November 5, 2024.

UPON MOTION OF COUNCIL MEMBER ., SECONDED BY

COUNCIL MEMBER -, THE FOLLOWING WAS PASSED, APPROVED,
AND ADOPTED BY THE CITY COUNCIL AT AN OFFICIAL MEETING JULY 23, 2024, BY THE FOLLOWING VOTE:

AYES:

NOES:

ABSTAIN:

ABSENT:

ATTEST:

Marlene Spain, City Clerk
******************
NOW THEREFORE, BE IT RESOLVED THAT THE CITY COUNCIL:

FOUND the foregoing recitals to be true and ORDERED that an election be held within the City of Corcoran on the 5th day of November, 2024, for the purpose of submitting to all voters within the City a ballot measure with the following specifications:

1. Pursuant to the California Constitution, Article XIIIC, § 2(b), Government Code § 53724 and Elections Code § 9222, the City Council of the City of Corcoran hereby calls and orders an election at which it shall submit to the qualified voters of the

City, a measure relating to the adoption of a commercial and residential vacancy tax. This measure shall be designated by an alphabetical letter by the Kings County elections official or other qualified official, and the City Manager or designee shall in writing request one or more alphabetical letter designations.

2. The ordinance imposing a commercial and residential vacancy tax to be approved and adopted by the voters is set forth in EXHIBIT A attached hereto and incorporated by this reference. The City Council hereby approves said ordinance, the form thereof, and its submission to the voters of the City at an election to be held on November 5, 2024, as required by State law, subject to the approval of a majority of the voters voting on the measure at the election called by the adoption of the instant resolution. The ordinance enacts a commercial and residential vacancy tax at the rate of: $125 per square foot of the frontage of such spaces to each public right-of-way, if the space was not vacant the prior tax year; $250 per linear foot the frontage of such spaces to each public right-of-way, if the space was kept vacant during two consecutive tax years; and $500 per linear foot of the frontage of such spaces to each public right-of-way in all other situations.

3. In accordance with Elections Code § 12111 and Government Code § 6061, the City Clerk is hereby authorized and directed to cause notice of the measure to be published once in a newspaper of general circulation, printed, published and/or circulated in the City of Corcoran and hereby designated for that purpose by the City Council of the City of Corcoran. The City Clerk may enlist the assistance of the County of Kings elections office to prepare and publish the required notice.

4. Pursuant to the requirements of the laws of the State of California relating to cities within said State, the following proposed measure ballot label shall be added to the ballot for the November 5, 2024, election and thereby submitted to the voters of the City: ¾
Shall Ordinance 648 be adopted, authorizing a vacancy tax Yes O on unused or unoccupied commercial spaces and
uninhabited residences located within the City of Corcoran, up to $500 per linear foot of its frontage to each public right- of-way, generating undetermined revenue, potentially up to No O $120,000 annually until repealed?

5. The full text of the ballot label appearing in the preceding section shall be printed in the sample and final ballots but the full text of Ordinance No. 648 shall not be printed in the sample and final ballots and voter information guide. In compliance with Elections Code § 9223, the City Clerk shall promptly print, certify and post in le Office of the City Clerk and on the City's website, a copy of Ordinance No. 64 ad the ballot label appearing in the preceding section, and shall provide a copy ( them to any City voter upon request and free of charge.

6. The official ballot to be used at said election shall conform to the laws of the State of California with relation thereto.

7. The City Council hereby requests and consents to the County of Kings elections official's consolidation of this election with other elections, if any, which may be held in whole or in part of the territory of the City, as provided in Elections Code §§ 10400 et seq., on November 5, 2024, for the ease and convenience of the registered voters and to take advantage of any cost savings possible by such consolidation.

8. The City Clerk may enlist the assistance of the County of Kings elections official in regard to the said consolidated general municipal election, as the City Clerk deems reasonably necessary or convenient.

9. The City will reimburse the County of Kings for the actual cost incurred by the county elections official in conducting the municipal election upon receipt of an invoice stating the amount due as determined by the elections official in accordance with all applicable laws. The City Manager is authorized to sign an appropriate written agreement between the City and the County of Kings for that purpose, following review and approval as to form by the City Attorney.

10. The election shall be held and conducted as provided by law for holding municipal elections.

11. The notice of the time and place of holding the election is given and the City Clerk is directed to give further or additional notice of the election in the time, form and manner as required by law. The City Clerk may enlist the assistance of the County of Kings elections office in regard to the same.

12. The City Clerk is hereby directed to submit to the City Attorney a certified copy of the measure pursuant to Elections Code § 9280. The City Attorney is hereby authorized and directed to prepare an impartial analysis of the ballot measure showing the effect of the measure on the existing law and operation of the measure, said analysis to be submitted by the City Attorney to the County of Kings elections office, or other appropriate office, for printing by the date set by the County of Kings elections official for the filing of arguments for and against the measure. The analysis shall not exceed five hundred (500) words in length and shall otherwise comply in all respects with the applicable provisions of the Elections Code.

13. In accordance with the provisions of the Elections Code §§ 9280 et seq., the Mayor or Mayor Pro Tempore or their designee from the City's staff is authorized and directed to submit an argument in support of the measure and a response to any argument in opposition to the measure.

14. The City Clerk in conjunction with the County of Kings election official shall fix and determine a date for submission of arguments for or against said measure, and said date shall be posted in the Office of the City Clerk.

15. The election on the measure set forth in sections 2 and 4 of this resolution shall be held and conducted, the votes canvassed and the returns made, and the results ascertained and determined as provided for herein. In all particulars not prescribed in this resolution, the election shall be held as prescribed in the Elections Code of the State of California, including but not limited to Elections Code § 10262(a) pursuant to Elections Code § 10101 to the extent applicable. The Board of Supervisors of the County of Kings or other appropriate county official is authorized to canvas the returns of that election with respect to the votes cast in the City of Corcoran and certify the results to the City Council. At the next regular meeting of the City Council occurring after the returns of the election have been canvassed and the certification of the results to the City Council, the City Council shall cause to be entered into its minutes a statement of the results of the election.

16. The City Manager or designee is hereby authorized and directed to expend the funds necessary and convenient to pay for the City's cost of placing the measure on the election ballot.

17. The City Clerk is hereby ordered to certify the adoption of this resolution and to file copies hereof, so certified, with the Clerk of the Board of Supervisors of the County of Kings and with the elections official of the County of Kings, and to enter it into the book of original resolutions; and

18. Authorized the Mayor, City Manager, City Clerk and the respective city and county election officials to carry out the terms and conditions of this resolution and to take all steps reasonably necessary, proper and/or convenient and/or incidental thereto, including the signing of any updated version of this resolution which is reasonably necessary to conform to the requirements of the County of Kings and applicable laws.
******************

CLERKS CERTIFICATE
City of Corcoran
County of Kings
State of California }
1, Marlene Spain, City Clerk of the City of Corcoran, hereby certify that this is a full, true and correct copy of Resolution No. 4063 duly passed by the City Council of the City of Corcoran at a regular meeting thereof held on the 23rd day of July, 2024, by the vote as set forth therein.

DATED: ATTEST:

Marlene Spain, City Clerk

EXHIBIT A
ORDINANCE NO. 648

AN ORDINANCE OF THE CITY OF CORCORAN IMPOSING A VACANCY TAX

ON UNUSED OR UNOCCUPIED COMMERCIAL SPACES AND UNINHABITED

RESIDENTIAL PROPERTY
THE PEOPLE of the City of Corcoran do ordain as follows:

By adopting Resolution No. 4063 by a vote of at least two-thirds vote of all members of the City Council, the City Council authorized placing this Ordinance before the voters of the City of Corcoran at the November 5, 2024 general election.

Section 1. PURPOSE. The provisions of this Ordinance are adopted to achieve the following purposes:

A. To impose a tax upon the privilege of keeping vacant each taxable commercial and residential space within the City;
B. To specify the type of tax and rate of tax to be levied and the method of collection;
C. To comply with all requirements for imposition of a general tax, such tax to become operative only if submitted to the electorate and approved by a majority vote of the voters voting in an election on the issue; and D. The provisions of this Ordinance are necessary to stimulate the rehabilitation of long-term retail and other commercial and residential vacancies, and to thereby reinvigorate neighborhoods and commercial corridors, and stabilize commercial rents, allowing new businesses to open and existing businesses to thrive.

Section 2. CODE ADOPTION. Chapter 3-2E of Title 3 of the Municipal Code of the City of Corcoran is added to read in its entirety as follows:

Chapter 3-2E - VACANCY TAX
3-2E-010. SHORT TITLE AND CODIFICATION.
3-2E-020. FINDINGS AND PURPOSE.
3-2E-030. DEFINITIONS.
3-2E-040. IMPOSITION OF TAX.

3-2E-050. EXEMPTIONS AND EXCLUSIONS.
3-2E-060. COLLECTION AND ADMINISTRATION.
3-2E-070. REVENUE MEASURE.
3-2E-080. SUSPENSION OF COLLECTION.
3-2E-090. AMENDMENT OF ORDINANCE.
3-2E-100. SEVERABILITY.
3-2E-110. SAVINGS CLAUSE.
3-2E-010. SHORT TITLE AND CODIFICATION.
of the City, and in so doing may re-label its numbering to be consistent with that utilized within such Title.
3-2E-020. FINDINGS AND PURPOSE.
(a) City's commercial districts prioritize street-level, customer-facing businesses as a means of stimulating a bustling, pedestrian-friendly urban environment. Retail and other commercial storefronts are the building blocks of neighborhood vitality, encouraging people to stroll through City's streets, sidewalks, parks and other open spaces, and inviting them in. (b) City residents and visitors have an interest in preserving the vitality of commercial corridors in these districts. Vacant parcels and storefronts in otherwise vibrant commercial districts degrade the urban environment and reduce the quality of life in those neighborhoods, leading to blight and sometimes crime, particularly when storefronts and adjacent parcels remain empty or devoid of commercial activity for extended periods of time. Further, the resulting blight negatively impacts other small businesses in the area by discouraging foot traffic and eroding the character and uniqueness of the City's diverse neighborhoods and communities.
(c) Retail and other commercial vacancies may occur when property owners are performing tenant improvements for prospective tenants, while actively eking a new commercial tenant, or following a disaster requirin holescale rehabilitation of a structure. These temporary vacancies reflect property owner's desire to maintain the active retail and other commercial storefront environment of City's commercial corridors and to continue contributing to the surrounding community.

(d) But in other instances, retail and other commercial vacancies occur when a property owner or landlord fails to actively market a vacant retail and other commercial storefront to viable commercial tenants and/or fails to offer the property at a reasonable rate. Retail and other commercial vacancies may persist as property owners and landlords hold storefronts off of the market for extended periods of time or refuse to offer the space for a reasonable market rate.
(e) Prolonged vacancy of residential housing not only restricts the supply of available housing units, but can also decrease economic activity in neighborhoods and leads to blight.
(f) A purpose of the Vacancy Tax is to stimulate the rehabilitation of long- term retail and other commercial and residential vacancies, and to thereby reinvigorate neighborhoods and commercial corridors, and stabilize commercial rents, allowing new businesses to open and existing businesses to thrive.
3-2E-030. DEFINITIONS.

Except to the extent otherwise defined in ordinance, the terms used in this Chapter shall have the meanings given to them in Title 3 of the municipal code, as amended from time to time by the City Council. For purposes of this Chapter, the following definitions shall apply:
(a) "Affiliate" means a person under common majority ownership or common control with any other person, whether that ownership or control is direct or indirect. An Affiliate includes but is not limited to a person that majority owns or controls any other person or a person that is majority owned or controlled by any other person.
(b) "Building Permit Application Period" means the period following the date that an application for a building permit for repair, rehabilitation, or construction with respect to Taxable Commercial Space in a building or structure is filed with the City through the date the building official of the City grants or denies that application, but not to exceed one (1) year. Notwithstanding the preceding sentence, if more than one building permit application is filed by or on behalf of one or more persons in the Taxpayer's Group for the same Taxable Commercial Space, the Building Permit Application Period shall mean only the applicable period following the date the first application is filed with the City by or on behalf of anyone in the Taxpayer's Group.

(c) "Conditional Use Application Period" means the 183-day period following the date that a complete application for a conditional use permit for use of Taxable Commercial Space is filed with the City, except that if the Planning Commission does not grant or deny that application within 183 days, then the Conditional Use Application Period shall extend to and include December 31 of the same year in which the date 183rd day occurs. Notwithstanding the preceding sentence, if more than one complete conditional use permit application is filed by or on behalf of one or more persons in the Taxpayer's Group for the same Taxable Commercial Space, the Conditional Use Application Period shall mean only the applicable period following the date when the first complete application is filed with the City by or on behalf of anyone in the Taxpayer's Group.
(d) "Construction Period" means the one-year period following the date when the City issues a building permit for repair, rehabilitation or construction with respect to Taxable Commercial Space in a building or structure, provided that if the City issues multiple building permits to or for the benefit of one or more persons in the Taxpayer's Group for the same Taxable Commercial Space, the one-year Construction Period shall mean only the one-year period following the issuance of the first building permit to or for the benefit of anyone in the Taxpayer's Group. (e) "Disaster Period" means the two-year period following the date that Taxable Commercial Space was severely damaged and made uninhabitable or unusable due to an unexpected fire, natural disaster or other catastrophic event.
(f) "Frontage" means the number of linear feet of Taxable Commercial Space which is adjacent or tangent to a Public Right of Way, rounded up to the nearest foot.
(g) "Public Right of Way" means each public alley, boulevard, court, lane, road, sidewalk, space, street, and way within the City, which are under the permitting jurisdiction of the City.
(h) "Related Person" means a spouse or domestic partner, child, parent or sibling (these latter three relationships including biological, adoptive and "step" relationships; and the sibling relationship also including (i) "Residential Real Estate" means real property where the primary use of or right to use the property is for the purpose of dwelling,

sleeping or lodging, and such real property is owner-occupied as a primary or secondary residence, excluding each improvement thereon which is actively used as part of the business activity of accommodations. For purposes of this Chapter, "accommodations" includes hotels, motels, inns, bed-and-breakfast, hostels and other temporary dormitory facilities, and also single-family residences, multi-family residences, accessory dwelling unit, condominiums and residential apartment units which are not owner-occupied as a primary or secondary residence.
(i) "Taxable Commercial Space" means the ground floor area of any building, structure or unimproved parcel, or the ground floor of any portion of a building, structure or unimproved parcel, where such floor area (1) is adjacent or tangent to a Public Right of Way, (2) is located within any commercial or residential zoning district, as those districts exist on November 5, 2024 in the operative zoning ordinance of the City, and irrespective of whether those zoning districts are expanded, narrowed, re- labeled/renamed, eliminated, or otherwise modified by ordinance of the City Council subsequent to that date, and (3) is not Residential Real Estate. (k) "Taxpayer's Group" with respect to each Taxable Commercial Space, means the taxpayer, any current or former co-owner or co-tenant of the taxpayer, and any Related Person or Affiliate of the taxpayer or the taxpayer's current or former co-owner or co-tenant.
(1) "Tax Year" means the period from January 1 through
December 31.
(m) "Vacant" means unoccupied or unused for any business activity licensed by the City or, in the case of residentially zoned real property, uninhabited, for more than one-hundred eighty-three (183) days, whether consecutive or nonconsecutive, in a tax year. Notwithstanding the previous sentence, a person shall not be considered to have kept a building or structure Vacant during a Building Permit Application Period, Construction Period, Disaster Period and/or Conditional Use Application Period when such period is applicable to that particular person for that particular Taxable Commercial Space. In determining whether a person has kept Vacant any Taxable Commercial Space, those days within a Building Permit Application Period, Construction Period, Disaster Period, and Conditional Use Application Period shall be disregarded when such period is applicable to that particular person for that particular Taxable Commercial Space.
3-2E-040. IMPOSITION OF TAX.

(a) Except as otherwise provided in this Chapter, the City imposes an annual Vacancy Tax upon the privilege of keeping Vacant each Taxable Commercial Space within the City.
(b) The Vacancy Tax in a tax year shall be as follows:
(1) For the 2025 tax year, $125 per linear foot of Frontage. (2) For the 2026 tax year, $125 per linear foot of Frontage for Taxable Commercial Space which was not kept Vacant in the 2025 tax year, and $250 per linear foot of Frontage for Taxable Commercial Space which was kept Vacant in the 2025 tax year.
(3) For the 2027 tax year and subsequent tax years:
(A) $125 per linear foot of Frontage for Taxable Commercial Space which is kept Vacant by any person during the tax year, but was not kept Vacant during the prior tax year;
(B) $250 per linear foot of Frontage for Taxable Commercial Space which is kept Vacant by any person during two
consecutive tax years; and
(C) $500 per linear foot of Frontage for Taxable Commercial Space which is kept Vacant by any person during the tax year, in all situations in which neither subsection (b)(3)(A) nor subsection (b)(3)(B) of this Section applies.
(c) The Vacancy Tax shall be owed and payable by:
(1) the owner or owners of the Taxable Commercial Space kept Vacant, provided that the Taxable Commercial Space is unleased; (2) the lessee or lessees, and not the owner, of the Taxable Commercial Space kept Vacant, when that Taxable Commercial Space is leased but not subleased; and
(3) the sublessee or sublessees, and not the owner or sublessor, of the Taxable Commercial Space kept Vacant, if that Taxable Commercial Space is subleased.

Not more than one tax shall be imposed under this Section by reason of multiple liable owners, lessees, or sublessees. If there are multiple liable owners, lessees, or sublessees, each such person shall be jointly and severally liable for the Vacancy Tax.
(d) A person shall be liable for the Vacancy Tax only if that person has kept Vacant any Taxable Commercial Space during a tax year. A person shall be deemed to have kept Vacant a Taxable Commercial Space during a tax year if that person and all Related Persons and Affiliates of that person, individually or collectively, have kept that Taxable Commercial Space Vacant for more than 183 days in that tax year.
(e) On January I of each year succeeding the first full year of the effective date of this Chapter, the amount of the Vacancy Tax shall be increased by the most recent change in the annual average of the Consumer Price Index ("'CPI") for all urban consumers in the San Francisco-Oakland-San Jose areas, as published by the United States Government Bureau of Labor Statistics. However, no CPI adjustment resulting in a decrease of any tax imposed by this subsection shall be made.
3-2E-050. EXEMPTIONS AND EXCLUSIONS.
(a) For only so long as, and only to the extent that, the City is prohibited from imposing the Vacancy Tax, any person upon whom the City is prohibited under the Constitution or laws of the State of California or the Constitution or laws of the United States from imposing the Vacancy Tax shall be exempt from the Vacancy Tax.
(b) Any individual who has within the past eighteen (18) months became disabled to the degree that they qualify for federal or State disability income, shall be exempt from the Vacancy Tax.
(c) The City shall be exempt from the Vacancy Tax.
(d) The City Council may exempt from the Vacancy Tax any person or class of persons by duly enacted ordinance.
3-2E-060. COLLECTION AND ADMINISTRATION.

The Vacancy Tax may be collected in the same manner as the City's business license tax except that the City Council is hereby authorized by the voters to enact any of the following additional ordinances, without submitting them to the voters for approval:

(a) An ordinance prescribing procedures and rules for processing Vacancy Tax returns and appeals;
beAt on dinance Present tap, code may rules incrost mes and penalties;
(c) An ordinance which defines any word or phrase within this Vacancy Tax Ordinance which may otherwise be unclear, ambiguous or vague; and (d) An ordinance exempting any person or class of persons from the Vacancy Tax.
3-2E-070. REVENUE MEASURE.

This Chapter is enacted solely to raise revenue for general municipal purposes, and is not intended for regulation.
3-2E-080. SUSPENSION OF COLLECTION.

The City Council shall have authority to temporarily suspend collection of all or a portion of the tax imposed by this Chapter, by resolution unanimously approved by all five (5) members of the entire City Council. A majority of the City Council may at any time also repeal or supersede such resolution.

However, the authority to levy the Vacancy Tax imposed by this Chapter shall not expire or otherwise terminate, unless terminated by a duly enacted ordinance which is approved at a regular meeting of, and by unanimous vote of all five (5) of the seats comprising the entire City Council. 3-2E-090. AMENDMENT OF ORDINANCE.
(a) The following amendments to this Chapter must be approved by the voters of the City: increasing the tax rate or revising the methodology for calculating the tax such that a tax increase would result; imposing the tax upon activity of a nature not previously subject to the tax; or extending the effective date of this Chapter. Otherwise, the City Council is hereby authorized to and may amend this Chapter, by affirmative vote of not less than four (4) members of the City Council, without submitting the amendment to the voters for approval, provided that such ordinance amendment does not increase or decrease the tax rate approved by the voters.

The People of the City of Corcoran affirm that each and all of the following actions shall not constitute an increase of the rate of a tax:
(1) The restoration of the rate of the tax to a rate which is no higher than the maximum allowed by this Chapter, if the City Council has acted to suspend or reduce the rate of the tax;
(2) An action which interprets or clarifies the methodology of the tax, or any definition applicable to the tax, so long as interpretation or clarification

(even if contrary to some prior interpretation or clarification) is not inconsistent with the text of this Chapter;
(3) The collection of the tax imposed by this Chapter, even if the City had, for some period of time, failed to collect the tax; or (4) The establishment of a class of persons which are exempt or excepted from the tax or the discontinuation of any such exemption or exception (other than the discontinuation of an exemption or exception specifically set forth in this Chapter).
3-2E-100. SEVERABILITY.
(a) Except as provided in subsection (b), if any section, subsection, sentence, clause, phrase, portion or word of this Chapter, or any application thereof to any person or circumstance, is held to be invalid or unconstitutional by a decision of a court of competent jurisdiction, such decision shall not affect the validity of the remaining portions or applications of this Chapter. The People of the of City hereby declare that, except as provided in subsection (b), they would have adopted this Chapter and each and every section, subsection, sentence, clause, phrase and word not declared invalid or unconstitutional without regard to whether any other portion of this Chapter or application thereof would be subsequently declared invalid or unconstitutional.
(b) If the imposition of the Vacancy Tax in Section 3-2E-040 is held in its entirety to be facially invalid or unconstitutional in a final court determination which cannot be appealed, the remainder of this Chapter shall be void and of no force and effect, and it shall be deemed immediately repealed and removed from the municipal code.
3-2E-110. SAVINGS CLAUSE.

No section, clause, part or provision of this Chapter shall be construed as requiring the payment of any tax which would be in violation of the Constitution or laws of the United States or of the Constitution or laws of the State of California.

Section 3. CEQA REVIEW. The City Council hereby finds that this Ordinance is not subject to review under the California Environmental Quality Act (CEQA) pursuant to CEQA Guidelines 15060(c)(2), 15061(b)(3) and 15378(b)(2) and (4). The City Manager (or designee) is hereby directed to ensure that a Notice of Exemption is filed pursuant to CEQA Guidelines section 15062 [14 C.C.R. § 15062].

Section 4. NO LIABILITY. The provisions of this Ordinance shall not in any way be construed as imposing any duty of care, liability or responsibility for damage to Person or property upon the City of Corcoran, or any official, employee or agent thereof.

Section 5. PENDING ACTIONS. Nothing in this Ordinance or in the codes hereby adopted shall be construed to affect any suit or proceeding pending or impending in any court, or any rights acquired, or liability incurred, or any cause or causes of action acquired or existing, under any act or Ordinance or code repealed by this Ordinance, nor shall any just or legal right or remedy of any character be lost, impaired or affected by this Ordinance.

Section 6. SEVERABILITY. If any section, subsection, subdivision, paragraph, sentence, clause or phrase of this Ordinance, or its application to any person or circumstance, is for any reason held to be invalid or unenforceable, such invalidity or unenforceability shall not affect the validity or enforceability of the remaining sections, subsections, subdivisions, paragraphs, sentences, clauses or phrases of this Ordinance, or its application to any other person or circumstance. The People and City Council of the City of Corcoran hereby declare that each would have adopted each section, subsection, subdivision, paragraph, sentence, clause or phrase hereof, irrespective of the fact that any one or more other sections, subsections, subdivisions, paragraphs, sentences, clauses or phrases hereof be declared invalid or unenforceable.

Section 7. CONSTRUCTION. The People and the City Council intend this Ordinance to supplement, not to duplicate or contradict, applicable State and federal law and this Ordinance shall be construed in light of that intent. To the extent the provisions of the Corcoran Municipal Code as amended by this Ordinance, if any, are substantially the same as provisions in the Corcoran Municipal Code existing prior to the effectiveness of this Ordinance, then those amended provisions shall be construed as continuations of the earlier provisions and not as new enactments.

Section 8. EFFECTIVE DATE. Pursuant to Elections Code § 9217, this Ordinance shall be deemed adopted on the date when the final vote is declared by the City Council and this Ordinance shall go into effect ten (10) days after that date, contingent

upon approval by a majority of the voters voting on the measure in the November 5, 2024 election.

Section 9. CERTIFICATION; PUBLICATION. Upon approval by the voters, the City Clerk shall certify to the passage and adoption of this Ordinance and shall cause it to be published according to law.

THE FOREGOING ORDINANCE was approved by the City Council of the City of Corcoran, State of California, on at a regular meeting of said Council duly and regularly convened on said day by the following vote:

AYES:

NOES:

ABSTAIN:

ABSENT:

JEANETTE ZAMORA-BRAGG, Mayor
ATTEST:

Marlene Spain, City Clerk

City of

CORCORAN
FOUNDED 1914

CITY ADMINISTRATION

STAFF REPORT
ITEM #: 6-C
MEMO
TO: Corcoran City Council
FROM: Greg Gatzka, City Manager
DATE: July 17, 2024 MEETING DATE: July 23, 2024
SUBJECT: Unsheltered Population Outreach Services
Summary:

Renewal of the KCAO services for unsheltered individuals is necessary to support the City's continued implementation of the City's Anti-Encampment Ordinance that went into effect on January 22, 2023.

Recommendation:

Consider Authorizing the City Manager to enter into an agreement with Kings Community Action Organization (KCAO) to provide unsheltered population outreach support in Corcoran and connect individuals with services.

Budget impact:

The City's adopted Fiscal Year 2024-2025 Budget allocated funding the City receives as part of four Nationwide Opioid Settlements for this purpose. The proposed KCAO services are an eligible expense under the various settlement agreements for Opioid Settlement related funds, and were utilized last fiscal year for the same. The proposed KCAO cost for this fiscal year is $55,000.

Background:

The City's Anti-Encampment Ordinance was adopted on December 13, 2022, and Section 7-3-5 directs the City Manager to establish Staff Assistance for Unsheltered Individuals. This is intended to provide the necessary service support to assist unsheltered individuals with connections to shelter, housing, and other services such as mental health and drug addiction support. Kings Community Action Organization (KCAO) has an established local track record of integrated outreach services to connect people experiencing homelessness with services, and works closely with the Kings County Human Services Agency, Tulare-Kings Homeless Alliance and other non- profits. The proposed KCAO outreach services will be for a 12 month period and will support the City's efforts to connect unsheltered individuals with housing navigation and other service support.

This KCAO service can be covered through funds the City's receives related to four separate opioid settlements. The proposal from KCAO is attached.

City Offices
832 Whitley * Corcoran, CA 93212 Phone 559-992-2151 * www.cityofcorcoran.com KCAO
Proposal
to provide Supportive Services
to those experiencing Homelessness in the City of Corcoran July 9, 2024
Homelessness in Corcoran, CA
Partnership with City of Corcoran
Homelessness in Kings County has been an increasing issue for many years. There has been some solutions created through partnerships with the Kings/Tulare Homeless Alliance, HUD, and local agencies providing services to the homeless. The solutions have included HUD Permanent Supportive Housing (PSH), temporary emergency shelters, transitional housing, and building affordable housing.

The issue of homelessness continues due to lack of enough affordable housing options and lack of funding to create enough options to house all individuals that are homeless. Below are statistics from the 2022 Point in Time (PIT) Survey completed by the PIT team in Kings County. Although Corcoran is included in the Kings County numbers there is no specific numbers identified.

Homelessness in Corcoran, CA
Partnership with City of Corcoran

KINGS COUNTY
417 people experiencing homelessness
85 people are chronically homeless
2013-2023 PIT Trend
417
305 313
250
226
187 175
173
154 161
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2013-2023 Chronically Homeless Trend
130
111
85 64 69
63 50
41 2012 2014 2016 2018 2020 2022 2024
08 Homelessness in Corcoran, CA
Partnership with City of Corcoran

KINGS COUNTY
Length of Time Homeless Household Composition
133
With
Children
20%
64 < 12 Mo. 12+ Mo.

Barriers to Housing
30%
25%
2%
Mental Disability HN/AIDS Substance Use
09 Homelessness in Corcoran, CA
Partnership with City of Corcoran

KINGS COUNTY
310 27
People slept in an unsheltered location People are veterans 80 159
People slept in an emergency shelter People have a disability 27 13
People slept in transitional housing Unaccompanied youth Gender Age
1, Transgender 4, Unknown Under 18 57
18-24 • 15
• Male 25-34 67
• Female 35-44 97
183
• Transgender 45-54 85
229
= Gender Non- 55-64 75
Conforming
• Unknown 65+ 21
Race Ethnicity

1.68%
American Indian / Alaskan Native • 4.32%
Asian 10.48%

48.20%
Black / African American 16.55% O

50.12%
Native Hawaiian / Pacific Islander 0.48%

65.23%
White
Multiple Races 3.36%
Unknown 9.59% • Hispanic/Latinx = Non-Hispanic/Latinx = Unknown 10 Homelessness in Corcoran, CA
Partnership with City of Corcoran
Problem Statement
Corcoran, CA has seen a dramatic increase in the number of chronically homeless in their community.

The number ranges from 10-20 homeless individuals located throughout Corcoran. The City of Corcoran has been overcome by these homeless individuals using various spaces in the city as their home. These spaces have included city parks, vacant buildings, and open areas for tents and other structures.

Community members report blatant drug use, property crimes, excess trash build-up, and disrespect for community property. The most obvious issues are related to illegal substance abuse, alcohol abuse, and mental illness. The Corcoran Police Department has needed to increase their daily resources as a response to complaints from community members. The homeless have been seen jumping over fences into nearby homes and returning with unopened packages.

The City of Corcoran does not have a shelter to house the homeless and there are few assessable resources to help address the homelessness problem. There are 9 affordable housing apartment communities in Corcoran with a total of 272 income based units. There are 362 rent subsidized apartments that do not provide direct rental assistance but remain affordable to low income households in Corcoran. On average, Section 8 Housing Choice vouchers pay Corcoran landlords $700 per month towards rent. The average voucher holder contributes $400 towards rent in Corcoran. The maximum amount a voucher would pay on behalf of a low-income tenant in Corcoran, California for a two- bedroom apartment is between $1,158 and $1,416. There is currently a waiting list for these units and some that are on the Housing Authority waiting list have been on the list for years. This supports the fact that there is a need to create additional affordable housing units.

An additional issue includes that these homeless may have no income, may receive Supplemental Security Income (SSI), Social Security (SSA), or both. They may have evictions on record, arrest record, and poor credit. All these issues represent a disadvantage for the homeless trying to obtain housing, nearly impossible on their own and without assistance.

The problem is deep rooted with complex variables that affect the current homelessness issue in Corcoran and without sufficient support the problem will not improve.

Proposal
Kings Community Action Organization has a long history of working with individuals and families experiencing homelessness. Currently we operate three PSH projects (Hope Survives, Anchors II, and Anchors IV), provide case management for the Salvation Army's Rapid Rehousing project in Kings and Tulare Counties, manage the Sunrise Apartments (currently converting to affordable housing), and the Barbara Saville Shelter whose emphasis is on victims of domestic violence. We also partner with other agencies on homeless issues and maintain key roles in several homeless collaboratives. We propose the following:

1. Maintain an outreach team that is mobile and able to address the emotional health, mental health, physical health, and housing needs of the homeless in Corcoran. This team should include KCAO, either Kings County Behavioral Health or Kings View, Champions Recovery, Adventist Health or Family Healthcare Network, Kings County Health and Human Services, and the Faith based community. KCAO will be the lead agency.

Homelessness in Corcoran, CA
Partnership with City of Corcoran

2. Administer the Adverse Childhood Experiences questionnaire to each homeless individual and begin a conversation about how their experiences may be impacting their current lifestyle and situation. The purpose is to begin establishing a relationship with each homeless individual. Dr.

Bruce Perry, an expert in trauma, resilience, and relationship, in his book, What Happened to You?: Conversations on Trauma, Resilience, and Healing, quotes, "Yes, I'm very concerned about poverty of relationships in modern society. In our work, we find the best predictor of your current mental health is your current "relational health", or connectedness. This connectedness is fueled by two things: the basic capabilities you've developed to form and maintain relationships, and the relational "opportunities" you have in your family neighborhood school and so forth."
"Simply put, modern life provides fewer opportunities for relational interactions. In a multifamily, multigenerational environment, the continuous social interactions provide a rich source of regulation, reward and learning. And that's how we used to live.... In 2006, only 8% of households had five or more people; 60% had two or fewer. In a recent survey of selected urban communities in the US, Europe and Japan, up to 60% of all households were just one person." "Add to this the impact of screen time. At home, at work, at school, we spend hours and hours in front of a screen—on average, over 11 hours a day. We are having far fewer family meals; are conversational skills are fading. The art of storytelling and the capacity to listen are on the decline. The result is a more self-absorbed, more anxious, more depressed-and less resilient- population."
"Disconnection and loneliness in our society are playing a major role in the increased anxiety, sleep problems, substance use, and depression we're seeing." "A recent study by a team at Harvard found that of all the factors involved in depression, the most powerful were related to connectedness: "The protective effects of social connection were present even for individuals who were at higher risk of depression as a result of genetic vulnerability or early life trauma." Certainly, our work supports that observation. One of our major findings is that in determining someone's current mental health, the history of their childhood relational health-their connectedness —is as important as, if not more important than, their history of adversity. And for children and youth experiencing trauma, the best predictor of their current mental health functioning is their current connectedness." It is important to build relationships with each person that is homeless so they trust us to help them. It is critical to the work we all do.

3. Mobilize the Outreach Team on a weekly basis, more often as needed, to meet with the homeless individuals, establish relationships, develop plans, and work toward housing and improved emotional, mental, and physical well-being. The Homeless Management Information System (HMIS) will be utilized to identify the individual's homeless in Corcoran. HMIS will allow the outreach team to view each person's history as it relates to homelessness, housing, and services rendered by local service providers or service providers from other counties. If individuals are not located in the HMIS, and they agree to an assessment, a Vulnerability Index Service Prioritization Decision Assistance Tool (VI-SPDAT) will be administered to determine the Homelessness in Corcoran, CA
Partnership with City of Corcoran
level of housing they qualify. If individuals indicate they want to be relocated to a home city or with family, they will be afforded that opportunity.

Provide monthly report to the City of Corcoran to review progress.

Budget (12 months)
Personnel
IPSS Director (oversight and reporting) - 1% of Salary $1,259.00 IPSS Assistant Director (Supervision of staff) 2% of salary $2,057.00 Program Manager (Outreach Team Leader) - 10% of Salary $9,359.00 Case Manager (Outreach Team Support)- .25FTE $13,663.00 Fringe- 32% of Salaries $8,428.00
Office Supplies (documentation, ACES questionnaire, etc) $250.00 Telephone $150.00
Vehicle Expenses (Fuel, repair, license, etc) $1,000.00 Mileage (Outreach Team, Client Transport, 2500 miles x 65.5 cents/mi) $1,638.00 Client Support (Misc Expenses) $12,196
Indirect 10% $5,000
TOTAL BUDGET $55,000
Goals

1. Identify the Outreach Team players and create a plan to do outreach.

Identify who the homeless population is that resides in Corcoran, CA by determining whether they are currently evaluated and in the Coordinated Entry System.

Administer the Adverse Childhood Experiences Questionnaire to each homeless individual and review the results with each individual. This will begin the process of developing relationships.

Develop case plans with each individual that will address emotional well-being, mental health, physical health, and housing.

Reduce the number of homeless residing in Corcoran by connecting them with resources and providing ongoing connection and case intervention.

City of

CORCORAN
FOUNDED 1914

CITY ADMINISTRATION

STAFF REPORT
ITEM #: 6-D
MEMO
TO: Corcoran City Council
FROM: Greg Gatzka, City Manager
DATE: July 17, 2024 MEETING DATE: July 23, 2024
SUBJECT: Minimum Wage Initiative
Summary:

Informational Item on the Minimum Wage Initiative that has qualified for the November 5, 2024 ballot.

Recommendation:

None. Informational item only.

Budget impact:

None with this item. However, if adopted could result in a minimum wage increase on January 1, 2025 that would affect five (5) city job classifications for minimum wage adjustment, and 3 Exempt management positions that are required to be paid at least twice the minimum wage.

Background:

Initiative No. 21-0020 A1 is qualified for the November 5, 2024 general election. Adoption of this initiative would result in the State's minimum wage increasing to $18/hour on January 1, 2025 for businesses (including the City) with 26 or more employees. The City Manager will be monitoring the election results and be prepared to present a salary adjustment for the Council's consideration if approved by voters. At a minimum, the following job classifications would need to be adjusted as they would no longer meet minimum wage:

Account Clerk Maintenance Worker I Records Clerk I
Transit Operator I WWTP Operator in Training
Exempt management
Assistant Building Official Communications & Records Manager Utilities Superintendent Attachment: Secretary of the State approved Initiative 21-0043A1 City Offices
832 Whitley * Corcoran, CA 93212 * Phone 559-992-2151 * www.cityofcorcoran.com State Cabania

SECRETARY OF STATE
June 27, 2024
TO: ALL COUNTY CLERKS/REGISTRARS OF VOTERS AND PROPONENT (CCROV 24129) Pursuant to Section 9033(b)(2) of the Elections Code, I hereby certify that RAISES MINIMUM WAGE. INITIATIVE STATUTE. (#1936) is qualified for the November 5, 2024, General Election.

RAISES MINIMUM WAGE. INITIATIVE STATUTE. Existing law requires annual increases to California's minimum wage until it has reached $15.00 per hour for all businesses on January 1, 2023. This measure extends these annual increases ($1.00 per year) until minimum wage currently, $15.00 per hour for businesses with 26 or more employees, and $14.00 per hour for smaller businesses—reaches $18.00 per hour. Thereafter, as existing law requires, the minimum wage will annually adjust for inflation. In periods of decreased economic activity, or General Fund deficit, the Governor may suspend annual increase up to two times, thereby extending timeline for reaching $18.00 per hour. Summary of estimate by Legislative Analyst and Director of Finance of fiscal impact on state and local governments: Unclear change in annual state and local tax revenues, likely between a loss of a couple billion dollars and a gain of a few hundred million dollars. Increase in annual state and local government costs likely between half a billion dollars and a few billion dollars. (21-0043A1.)
05 IN WITNESS WHEREOF, I hereunto set my hand
and affix the Great Seal of the State of California
this 274 day of June, 2024
SHIRLEY N.

Sqoretary of state
21-0043 Amdt.#/
January 5, 2022

HAND DELIVERED RECEIVED
Anabel Renteria, JAN 07 2022
Initiative Coordinator
Office of the Attorney General INITIATIVE COORDINATOR
1300 I. Street 17th Floor ATTORNEY GENERAL'S OFFICE
Sacramento, CA 95814
Re: Initiative No. 21-0022 - First Amendment
Dear Ms. Renteria:

Pursuantto Elections Code Section 9002(b), enclosed please find an amendment to Initiative Number 21-0043, also known as the "Living Wage Act of 2022." The amendments are reasonably germane to the theme, purpose, or subject of the initiative measure as originally proposed.

I am the proponentof the measure and request that the Attorney General prepare a circulating title and summary of the amended measure as provided by law.

Should you have any questions or require additional information, please direct any inquiries or correspondence to:

George M. Yin
Kaufman Legal Group, APC
777 South Figueroa Street
Suite 4050
Los Angeles, CA 90017
t: 213-452-6565
E-mail: [email protected]
Thankyou in advance for your attention to this matter.

Very truly yours,
Joe Sanberg
Initiative Proponent
21 - 0043 Amdt.# /
THE LIVING WAGE ACT OF 2022
[Amended Version]
This initiative measure is submitted to the people in accordance with the provisions of Article II, Section 8, of the California Constitution.

This initiative measure amends and adds sections to the Labor Code; therefore, existing provisions proposed to be deleted are printed in strikeout type and new provisions proposed to be added are printed in italic type to indicate that they are new.

SEC. 1. Name.

This act shall be known as the Living Wage Act of 2022.

SEC. 2. Findings and Purpose.

The People of California find and declare that:
(a) The purpose of The Living Wage Act of 2022 ("the Act") is to ensure that workers receive wages that will financially support them and their families. (b) To achieve this purpose, The Living Wage Act of 2022 will increase the California minimum wage to $18 per hour by 2025 and in each year thereafter the minimum wage will be adjusted to keep pace with the cost of living in California.
(c) For more than 12 years, the federal minimum wage has been stuck at $7.25. If it had increased at the rate of productivity growth since 1960, it would be $24 right now. (d) Many working Californians, including essential workers, parents and seniors, have full-time jobs yet struggle to make ends meet. The minimum wage has not kept pace with the cost of living and is worth less today than it was 50 years ago. (e) California currently has the eighth highest income inequality among all fifty U.S. states and Washington, D.C., which is forcing many working households into poverty. (f The most recent available data, which does not include the effects of COVID-19, shows that more than 6.3 million Californians lack enough resources to meet their basic needs. More than a third of Californians are living in or near poverty. The large majority of California's low-wage workers are adults, not teens. The average age for low-wage workers is 36, compared to 40 for all workers. 46 percent of low-wage workers have children, and 40 percent are married.

Californians cannot support a family on the current minimum wage of $15 per hour, or $31,200 per year, for people working full time.
(g) Despite being employed full-time, Californians who are paid the current minimum wage often must rely on the State's social safety net to meet their basic needs. Californians' wages are not keeping up with inflation or our state's rising cost of living. Research finds that a single parent living in California with two children would need to make $50 per hour to get by, but our state's minimum wage is only $15 per hour.
(h) The purchasing power of the minimum wage will continue to erode if it is not adjusted yearly to reflect increases in the cost of living.
(i) Raising the minimum wage will increase the earnings of many Medi-Cal recipients, making them eligible for federal subsidies on California's health benefit exchange, saving the State millions of dollars a year in Medi-Cal costs.
() Californians working in a wide variety of jobs and industries are paid the minimum wage, and it is the goal of this Act to protect all such workers, regardless of whether they are employed by single, multiple, or joint employers.
(1) Income inequality, a growing population of working poor, and wage stagnation in California create strong justification for boosting income-support for working households struggling to meet basic needs.

SEC 3. Section 1182.12 of the Labor Code is amended, to read:
§ 1182.12. Minimum wage
(a) Notwithstanding any other provision of this part, on and after July 1, 2014, the minimum wage for all industries shall be not less than nine dollars ($9) per hour, and on and after January 1, 2016, the minimum wage for all industries shall be not less than ten dollars ($10) per hour. (b) amounts san forth u this son i on, except when the cal indu fire asal no be rag he and (2) are temporarily suspended under subdivision (d). (1) For any employer who employs 26 or more employees, the minimum wage shall be as follows:
(A) From January 1, 2017, to December 31, 2017, inclusive, ten dollars and fifty cents ($10.50) per hour.
(B) From January 1, 2018, to December 31, 2018, inclusive, — eleven dollars ($11) per hour. (C) From January 1, 2019, to December 31, 2019, inclusive, —twelve dollars ($12) per hour. (D) From January 1, 2020, to December 31, 2020, inclusive,—thirteen dollars ($13) per hour. (E) From January 1, 2021, to December 31, 2021, inclusive, —fourteen dollars ($14) per hour. (F) From January 1, 2022, and until adjusted by subdivision (e) to December 31, 2022, inclusive-fifteen dollars ($15) per hour.
(G) From January 1, 2023 to December 31, 2023, inclusive,--sixteen dollars ($16) per hour:
(H) From January I, 2024 to December 31, 2024, inclusive, --seventeen dollars ($17) per hour. (1) From January 1, 2025, and until adjusted by subdivision (c)-eighteen dollars ($18) per hour.
(2) For any employer who employs 25 or fewer employees, the minimum wage shall be as follows:
(A) From January 1, 2018, to December 31, 2018, inclusive, —ten dollars and fifty cents ($10.50) per hour.
(B) From January 1, 2019, to December 31, 2019, inclusive,eleven dollars ($11) per hour. (C) From January 1, 2020, to December 31, 2020, inclusive, —twelve dollars ($12) per hour. (D) From January 1, 2021, to December 31, 2021, inclusive, thirteen dollars ($13) per hour. (E) From January 1, 2022, to December 31, 2022, inclusive, —fourteen dollars ($14) per hour. (F) From January 1, 2023, and until adjusted by subdivision (e)to December 31, 2023, inclusive-fifteen dollars ($15) per hour.
(G) From January 1, 2024, to December 31, 2024, inclusive, —sixteen dollars ($16) per hour. (H) From January 1, 2025, to December 31, 2025, inclusive, —seventeen dollars ($17) per hour. (1) From January 1, 2026, and until adjusted by subdivision (c)-eighteen dollars ($18) per hour.
(3) For purposes of this subdivision, "employer" means any person who directly or indirectly, or through an agent or any other person, employs or exercises control over the wages, hours, or working conditions of any person. For purposes of this subdivision, "employer" includes the state, political subdivisions of the state, and municipalities. (4) Employees who are treated as employed by a single qualified taxpayer under subdivision (h) of Section 23626 of the Revenue and Taxation Code, as it read on the effective date of this section, shall be considered employees of that taxpayer for purposes of this subdivision. (c) (1) Following the implementation of the minimum wage increase specified in subparagraph (F) (I) of paragraph (2) of subdivision (b), on or before August 1 of that year, and on or before each August 1 thereafter, the Director of Finance shall calculate an adjusted minimum wage. The calculation shall increase the minimum wage by the lesser of 3.5 percent and the rate of change in the averages of the most recent July 1 to June 30, inclusive, period over the preceding July 1 to June 30, inclusive, period for the United States Bureau of Labor Statistics nonseasonally adjusted United States Consumer Price Index for Urban Wage Earners and Clerical Workers (U.S. CPI-W). The result shall be rounded to the nearest ten cents ($0.10). Each adjusted minimum wage increase calculated under this subdivision shall take effect on the following January 1.
(2) If the rate of change in the averages of the most recent July 1 to June 30, inclusive, period over the preceding July 1 to June 30, inclusive, period for the United States Bureau of Labor Statistics nonseasonally adjusted U.S. CPI-W is negative, there shall be no increase or decrease in the minimum wage pursuant to this subdivision on the following January 1. (3) (A) Notwithstanding the implementation timing described in paragraph (1) of this subdivision, if the rate of change in the averages of the most recent July 1 to June 30, inclusive, minimum wage specified in subparagraph (F)(I) of paragraph (1) of subdivision (b) is implemented, the indexing provisions described in paragraph (1) of this subdivision shall be implemented immediately, such that the indexing will be effective on the following January 1. (B) If the rate of change in the averages of the most recent July 1 to June 30, inclusive, period over the preceding July 1 to June 30, inclusive, period for the United States Bureau of Labor Statistics nonseasonally adjusted U.S. CPI-W exceeds 7 percent in the first year that the minimum wage specified in subparagraph (F)(I) of paragraph (1) of subdivision (b) is implemented, notwithstanding any other law, for employers with 25 or fewer employees the minimum wage shall be set equal to the minimum wage for employers with 26 or more employees, effective on the following January 1, and the minimum wage increase specified in subparagraph (F)(I) of paragraph (2) of subdivision (b) shall be considered to have been implemented for purposes of this subdivision.
(d) (1) On or before July 28, 2017, and on or before every July 28 thereafter until the minimum wage is fifteen dollars ($15)eighteen dollars ($18) per hour pursuant to paragraph (1) of subdivision (b), to ensure that economic conditions can support a minimum wage increase, the Director of Finance shall annually make a determination and certify to the Governor and the Legislature whether each of the following conditions is met:
(A) Total nonfarm employment for California, seasonally adjusted, decreased over the three- month period from April to June, inclusive, prior to the July 28 determination. This calculation shall compare seasonally adjusted total nonfarm employment in June to seasonally adjusted total nonfarm employment in March, as reported by the Employment Development Department. (Biod omary to boy, in for Ca, ri to eas uly deed, deceased at the to that compare seasonally adjusted total nonfarm employment in June to seasonally adjusted total nonfarm employment in December, as reported by the Employment Development Department. (C) Retail sales and use tax cash receipts from a 3.9375-percent tax rate for the July 1 to June 30, inclusive, period ending one month prior to the July 28 determination is less than retail sales and use tax cash receipts from a 3.9375-percent tax rate for the July 1 to June 30, inclusive, period ending 13 months prior to the July 28 determination. The calculation for the condition specified in this subparagraph shall be made as follows:
(i) The State Board of Equalization shall publish by the 10th of each month on its Internet Web site the total retail sales (sales before adjustments) for the prior month derived from their daily retail sales and use tax reports.
(ii) The State Board of Equalization shall publish by the 10th of each month on its Internet Web site the monthly factor required to convert the prior month's retail sales and use tax total from all tax rates to a retail sales and use tax total from a 3.9375-percent tax rate. (iii) The Department of Finance shall multiply the monthly total from clause (i) by the monthly factor from clause (ii) for each month.
(iv) The Department of Finance shall sum the monthly totals calculated in clause (il) to calculate the 12-month July 1 to June 30, inclusive, totals needed for the comparison in this subparagraph. (2) (A) On or before July 28, 2017, and on or before every July 28 thereafter until the minimum wage is fifteen dollars ($15)eighteen dollars ($18) per hour pursuant to paragraph (1) of subdivision (b), to ensure that the state General Fund fiscal condition can support the next scheduled minimum wage increase, the Director of Finance shall annually make a determination and certify to the Governor and the Legislature whether the state General Fund would be in a deficit in the current fiscal year, or in either of the following two fiscal years. (B) For purposes of this subdivision, deficit is defined as a negative balance in the Special Fund for Economic Uncertainties, as provided for in Section 16418 of the Government Code, that exceeds, in absolute value, 1 percent of total state General Fund revenue and transfers, based on the most recent Department of Finance estimates required by Section 12.5 of Article IV of the California Constitution. For purposes of this subdivision, the estimates shall include the assumption that only the minimum wage increases scheduled for the following calendar year pursuant to subdivision (b) will be implemented.
(3) (A) (i) If, for any year, the condition in either subparagraph (A) or (B) of paragraph (1) is met, and if the condition in subparagraph (C) of paragraph (1) is met, the Governor may, on or before August 1 of that year, notify the Legislature of an initial determination to temporarily suspend the minimum wage increases scheduled pursuant to subdivision (b) for the following year.
(ii) If the Director of Finance certifies under paragraph (2) that the state General Fund would be in a deticit in the current fiscal year, or in either of the following two fiscal years, the Governor may, on or before August 1 of that fiscal year, notify the Legislature of an initial determination to temporarily suspend the minimum wage increases scheduled pursuant to subdivision (b) for the following year.
(B) If the Governor provides notice to the Legislature pursuant to subparagraph (A), the Governor shall, on September 1 of any such year, make a final determination whether to temporarily suspend the minimum wage increases scheduled pursuant to subdivision (b) for the following year. The determination to temporarily suspend the minimum wage increases scheduled pursuant to subdivision (b) for the following year shall be made by proclamation. (C) The Governor may temporarily suspend scheduled minimum wage increases pursuant to clause (ii) of subparagraph (A) no more than two times. (D) If the Governor makes a final determination to temporarily suspend the scheduled minimum wage increases pursuant to subdivision (b) for the following year, all dates specified in subdivision (b) that are subsequent to the September 1 final determination date shall be postponed by an additional year.

SEC. 4. Amendment.

Pursuant to subdivision (c) of Section 10 of Article II of the California Constitution, this Act may be amended by a subsequent measure submitted to a vote of the people at a statewide election. This Act may also be amended by a two-thirds vote of each house of the Legislature.

However, this Act may be amended to adopt an increase to the state minimum wage at rates that are higher than those specified herein on its fetive date by a majority vote of each house of the SEC 5. Severability.

It is the intent of the People that the provisions of this Act are severable and that if any provision of this Act, or the application thereof to any person or circumstance, is held invalid, such invalidity shall not affect any other provision or application of this Act that can be riven effect without the invalid provision or application.

City of

CORCORAN
FOUNDED 1914

CITY ADMINISTRATION

STAFF REPORT
ITEM #: 6-E
MEMO
TO: Corcoran City Council
FROM: Greg Gatzka, City Manager
DATE: July 19, 2024 MEETING DATE: July 23, 2024
SUBJECT: City Manager Signing Authority
Summary:

In carrying out routine and general city business, on occasion the City Manager must provide evidence of signing authority for property lease renewals, and State property transactions.

Recommendation:

Consider adopting Resolution No. 4064 authorizing the City Manager to have signing authority for property lease renewals and State property transactions and casements related to the High Speed Rail project.

Budget impact:

None with this item.

Background:

The City Manager in conducting routine and general city business transactions related to City property lease renewals, and property transactions with the California High Speed Rail Authority, occasionally is required to provide documented evidence of signing authority on behalf of the City.

As these types of transactions are generally consistent with the same terms and conditions of an already existing agreement, or defined by an established State approved project, they can be streamlined by allowing the City Manager to have an authorized resolution. This will only be used in limited circumstances whereby the transaction needs documented proof of City Manager's signing authority and is already predefined by previous approval of matters of mutual benefit to the City and other party. All other non-routine agreements and property transactions will follow the best management practice of coordinated review with the City Attorney and when needed formal approval by the Corcoran City Council. Currently, the one cellular tower related property lease renewal needs documented signing authority as well as ongoing easement and property transactions with the California High Speed Rail Authority.

City Offices
832 Whitley * Corcoran, CA 93212 * Phone 559-992-2151 * www.cityofcorcoran.ca.gov RESOLUTION NO. 4064

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF

CORCORAN, CALIFORNIA, AUTHORIZING THE CITY MANAGER

TO HAVE SIGNING AUTHORITY FOR PROPERTY LEASE

RENEWALS AND PROPERTY TRANACTIONS INVOLVING THE

CALIFORNIA HIGH SPEED RAIL AUTHORITY
WHEREAS, the City of Corcoran in the conduct of general city business may need to renew and/or extend third party lease agreements on City property for the mutual benefit of both parties; and
WHEREAS, some City property lease agreements require for their recorded documents a Council resolution demonstrating the City Manager is an authorized agent and signing authority for such agreements; and
WHEREAS, the State's approved California High Speed Rail Authority (CHSRA) project that traverses city limits necessitate the mutually beneficial acquisition, transfer, and alteration of easements and property; and
WHEREAS, CHRA project contractors for easements, lease agreements, land acquisition and other State and City property transactions at times require documented evidence of the City Manager's signing authority; and
WHEREAS, these types of City related business matters are generally routine in nature based upon previously approved terms and conditions, and or past approval processes and can be expedited by the City Manager through a signing authority resolution for these types of limited circumstances.

NOW, THEREFORE, BE IT RESOLVED that the Corcoran City Council authorizes the City Manager to have signing authority on behalf of the City of Corcoran for the purposes of:

1. Coations prevousy apare penal ape are subeam bly the ine a terms and

2. Approval of City related casement, property leases, property transfers, property acquisition, and or any other property transactions between the City of Corcoran and CHSRA that is associated with a CHRA approved project, and for the mutual benefit of both parties.

PASSED AND ADOPTED at a meeting of the City Council of the City of Corcoran duly called and held on the 23rd day of July 2024, by the following vote of the members thereof:

AYES:

NOES:

ABSENT:

APPROVED:

Jeanette Zamora-Bragg, Mayor.

ATTEST:

Marlene Spain, City Clerk
2 CLERKS CERTIFICATE
City of Corcoran }
County of Kings } ss.

State of California
I, Marlene Spain, hereby certify that the foregoing is a full, true and correct copy of a resolution passed and adopted by the City Council of the City of Corcoran at a regular meeting held on the 23rd day of July 2024 by the vote as set forth therein.

DATED: July 23, 2024
ATTEST:

Marlene Spain
City Clerk
[ seal ]
3 City of

CORCORAN
FOUNDED 1914

A MUNICIPAL CORPORATION

STAFF REPORT
ITEM #: 6-F

MEMORANDUM
TO: Corcoran City Council
FROM: Valerie Bega, Transit and Grant Manager
DATE: 7/12/2024 MEETING DATE: 7/23/2024
SUBJECT: CAT's Zero Emission Vehicle Rollout and Implementation Plan RECOMMENDATION: (Voice Vote)
Adopt Resolution No: 4062 approving and adopting Corcoran Area Transit's Zero Emission Vehicle Rollout and Implementation Plan.

DISCUSSION:

On June 27, 2023, staff presented Resolution # 4013, Zero Emission Bus (ZEB) Rollout Plan to comply with the state requirement for small transit agencies to submit an adopted plan to California Air Resources Board (CARB) by June 30, 2023. The transit agencies that did not comply with the Zero Emission Bus Rollout Plan were at risk of losing grant funding opportunities.

The ZEB Rollout Plan has been updated and is now the Zero Emissions Vehicle (ZEV) Rollout and Implementation Plan which describes how Corcoran Area Transit (CAT) plans to achieve a full transition to zero emission vehicle/bus technologies. Including information on the types of zero emission vehicles/buses to be purchased, their purchase schedule, a schedule of related infrastructure build-out, potential funding sources and training plans.

The CARB Innovative Clean Transit (ICT) regulation requires each transit agency to begin purchasing ZEVs by 2026, as
25% of total vehicles/bus purchases additionally, by 2029, 100% of vehicles/bus purchases must be ZEVs. The ZEV Rollout Plan is a living document that is intended to provide a practical framework for CAT to deploy and transition to a full ZEV fleet and may be updated as needed based on changes in funding, services, and vehicle technology.

City Offices:
832 Whitley Avenue * Corcoran, CA 93212 * Phone 559.992.2151 www.cityofcorcoran.ca.gov The Kings County Association of Governments (KAG) executed an agreement with Stantec Consulting Services, Inc. (Stantec) to prepare CAT's ZEV Rollout and Implementation Plan.

Since execution of an agreement with Stantec, their staff has been working with City staff on the development of the ZEV Rollout and Implementation Plan. To create CAT's ZEV Rollout Plan, Stantec staff looked at CAT's fleet size, facility, service delivery, and future plans.

The ZEV Rollout Plan can be updated and revised as many times needed due to varying circumstances that would affect a transit agency's procurement of ZEVs. To account for circumstances beyond a transit agency's control that may impact its ability to comply with ICT regulations, the mandate laid out specific provisions for exemptions. Exemptions are: if the required ZEV type is unavailable; if daily mileage needs cannot be met; if gradeability cannot be met; if there are delays in infrastructure construction; if financial emergency is declared by the transit agency; and in circumstances where incremental capital or electricity costs for charging cannot be offset after applying for all available funding and incentive opportunities.

BUDGET IMPACT:

There is no fiscal impact specific to the ZEV Rollout and Implementation Plan; however, it is recognized that conversion to a zero-emission fleet will have future fiscal impacts due to electric charging infrastructure requirements and higher vehicle costs.

ATTACHMENTS:

Resolution No. 4062; Corcoran Area Transit Innovative Clean Transit (ICT) Zero Emission Vehicle Rollout and Implementation Plan.
832 Whitley Avenue * Corcoran, CA 93212 City Offices:

Phone 559.992.2151 www.cityofcorcoran.ca.gov
City of

CORCORAN
FOUNDED 1914

A MUNICIPAL CORPORATION-
RESOLUTION NO. 4062

A RESOLUTION OF THE CITY COUNCIL OF THE CITY

OF CORCORAN, CALIFORNIA, APPROVING THE ZERO

EMISSION VEHICLE ROLLOUT AND

IMPLEMENTATION PLAN
WHEREAS, the State of California continues to adopt climate, energy and transportation goals, policies, and programs to improve air quality, by reducing greenhouse gas emissions; and
WHEREAS, the California Air Resources Board (CARB) adopted the Innovative Clean Transit (ICT) regulations on December 14, 2018; and
WHEREAS, the ICT regulations requires all small transit agencies in the State of California to begin to purchase zero emission vehicles/buses as soon as 2026, with the goal of transitioning all transit vehicles in California to zero emission technology by 2040; and WHEREAS, each transit agency must submit a rollout plan under the regulation demonstrating how it plans to purchase zero emission vehicles/buses, build out necessary infrastructure, and train the required workforces; and
WHEREAS, the City of Corcoran provides public transit services and is considered a small transit agency; and
WHEREAS, the Zero Emission Vehicles/Bus Rollout and Implementation Plan is a living document that is intended to provide a practical framework for Corcoran Area Transit to deploy and transition to a full ZEB fleet by 2040, and may be updated based on changes in funding, service and vehicle technology; and
WHEREAS, the City of Corcoran ZEB Rollout and Implementation Plan must comply with the CARB regulations and be approved by the City's governing body through the adoption of a resolution prior to submission to CARB.

NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF CORCORAN DOES HEREBY RESOLVE AS FOLLOWS:

SECTION 1. The City Council of the City of Corcoran approves and adopts the Zero Emission Vehicles/Bus Rollout and Implementation Plan as set forth in full in Exhibit A to this Resolution.
1 SECTION 2. The City Clerk shall certify the adoption of this resolution and shall cause a certified resolution to be filed in the book of original resolutions.

PASSED AND ADOPTED at a regular meeting of the City Council of the City of Corcoran held on the 23rd day of July 2024 by the following vote:

AYES:

NOES:

ABSTAIN:

ABSENT:

APPROVED:

Jeanette Zamora-Bragg, Mayor
ATTEST:

Marlene Spain, City Clerk

CLERKS CERTIFICATE
1, Greg Gatzka, hereby certify that the foregoing is a full, true, and correct copy of a resolution passed and adopted by the City Council of the City of Corcoran at a meeting held on the 23'd day of July 2024 by the vote as set forth therein.

DATED:

Marlene Spain, City Clerk
2 CORCORAN
ZEV Strategy and Final Report
Corcoran Area Transit
ZEV Rollout and Implementation Plan
Final Report
CITY
April 2024

CORCORAY
Stantec

ZEV STRATEGY AND FINAL REPORT
• Stantec
ZEV Strategy and Final Report
ZEV Rollout Plan and Analysis Services
April 10, 2024
Prepared for:

Corcoran Area Transit
Prepared by:

Stantec Consulting Services Inc.

ZEV STRATEGY AND FINAL REPORT
Release Version
Rev. Description Date
Draft Report Issued to CAT 02/09/2024
Comments received 02/14/2024
1 Revised Report Issued to CAT 04/10/2024
2 Final Report Issued to CAT 04/10/2024
This document entitled ZEV Strategy and Final Report was prepared by Stantec Consulting Services Inc. ("Stantec") for the account of Corcoran Area Transit (the "Client"). Any reliance on this document by any third party is strictly prohibited. The material herein reflects Stantec's professional judgment in light of the scope, schedule and other limitations stated in the document and in the contract between Stantec and the Client. The opinions in the document are based on conditions and information existing at the time the document was prepared and do not take into account any subsequent changes. In preparing the document, Stantec did not verify information supplied to it by others. Any use which a third party makes of this document is the responsibility of such third party. Such third party agrees that Stantec shall not be responsible for costs or damages of any kind, if any, suffered by it or any other third party as a result of decisions made or actions taken based on this document.

Project Team
Stantec Consulting Services Inc.
801 South Figueroa Street Suite 300
Los Angeles CA 90017-3007

ZEV STRATEGY AND FINAL REPORT
Table of Contents
EXECUTIVE SUMMARY... ..... V
ABBREVIATIONS ... ... IX

1.0 INTRODUCTION ... 1

2.0 REGULATORY CONTEXT.. . 2

2.1 INNOVATIVE CLEAN TRANSIT
ICT Exemptions.

3.0 APPROACH TO ZEV PLANNING..

SUMMARY OF KEY EXISTING CONDITIONS ..10
FLEET.. ..10
VEHICLE OPERATING CHARACTERISTICS ..11
FACILITY ...12
RECOMMENDED FLEET COMPOSITION ...14
FLEET AND POWER MODELING. ...14
Modeling Inputs.. ....15
Modeling Process. ...16
Modeling Results.. ...17

5.2 ZE FLEET RECOMMENDATIONS AND CONSIDERATIONS ...18
BE Vehicle Fleet.... .18
FCE Vehicle Fleet ...18
Other Considerations. ..19

5.3 CHARGING PROFILE .20

6.0 FLEET TRANSITION PLAN. .22
MAINTENANCE FACILITY INFRASTRUCTURE MODIFICATIONS ....27 PROPOSED MAINTENANCE FACILITY MODIFICATION............ .27 PROPOSED DEPOT FACILITY MODIFICATIONS ..28
GRID CONNECTION UPGRADES.. ..29
COMMUNICATION INFRASTRUCTURE. .29
FIRE PROTECTION CONSIDERATIONS .30
FALL PROTECTION AND SAFETY INFRASTRUCTURE CONSIDERATIONS .30 EMERGENCY BACK-UP PLANNING 31
FINANCIAL EVALUATION AND IMPACTS. ..33
FINANCIAL MODEL INPUTS... ..33
Fleet Inputs 33
Cost Inputs 35

8.2 COMPARISON & OUTCOMES. ..37
i

ZEV STRATEGY AND FINAL REPORT
OPERATIONAL AND PLANNING CONSIDERATIONS .. ..39
PLANNING, SCHEDULING, AND RUNCUTTING .39
OPERATOR NEEDS ...40

9.3 MAINTENANCE NEEDS .41

9.4 VEHICLE PROCUREMENT GUIDANCE ..41

9.5 O&M CONTRACTOR PROCUREMENT GUIDANCE .42

9.6 CHARGING NEEDS ...43

9.7 BATTERY DEGRADATION 44

10.0 TECHNOLOGY…... .45

10.1 SMART CHARGING .45

10.2 FLEET TRACKING SOFTWARE AND TELEMATICS. .52
WORKFORCE CONSIDERATIONS .55
ZEV TRANSITION WORKFORCE IMPLICATIONS.. .55
TRAINING.. .57
CHANGE MANAGEMENT. 58

12.0 POTENTIAL FUNDING SOURCES. ..60

13.0 SERVICE AND ZEV DEPLOYMENT IN DISADVANTAGED COMMUNITIES ..69

14.0 GHG IMPACTS.. ..71

15.0 OTHER TRANSITION ITEMS .... ...75

16.0 PHASING AND IMPLEMENTATION ...77
APPENDICES ..80
APPENDIX A: SITE PLANS ..81
APPENDIX B: COST ESTIMATES... ..84
ii

ZEV STRATEGY AND FINAL REPORT

LIST OF TABLES
Table 0-1: ZEV Implementation Phasing Plan, 2023-2045 .. vi Table 2-1: CARB Standard Bus ZEV Purchase Schedule (As a Percentage of Total New Bus Purchases for Small Transit Agencies) ...3
Table 2-2: Required documentation for ZEV purchase exemptions .. 5 Table 4-1: CAT Current Revenue Service Fleet . 10
Table 5-1: BE and FCE Vehicle Specifications for Energy Modeling .15 Table 6-1: Fleet Percent ZEV........ .23
Table 6-2: Vehicle Purchase Schedule.... .24
Table 6-3: Fleet Composition. .25
Table 6-4: Infrastructure Phasing Schedule... .26
Table 8-1: Vehicle Lifecycles. .34
.34
able 8-3: Fuel Enticiency by Vehicle Type .34
Table 8-4: Vehicle Purchase Costs .35
Table 8-5: Vehicle Maintenance Costs. .35
Table 8-6: Fuel Costs... .36
Table 8-7: Facility Infrastructure and Charging Equipment Costs by Year .36 Table 8-8: Base Case and ZEV Case Comparison 2023-2045 .37 Table 9-1: Summary of BE Vehicle Options... .42
Table 10-1: Charge Management System Vendor Comparison (based on manufacturer's information) .46
Table 11-1: Potential Training Methods .58
Table 11-2: Grants and Potential Funding Options for ZEV Transition .61 Table 11-3: FTA Zero-Emission Fleet Transition Plan Requirements. .68 Table 13-1: Total Annual CO2 Emissions (tons) .71
Table 14-1: Other Transit Agencies in San Joaquin Valley Air Basin .75 Table 15-1: ZEV Implementation Phasing Plan, 2023-2045.. .77 iii

ZEV STRATEGY AND FINAL REPORT

LIST OF FIGURES
Figure 3-1: ZEV Planning Process.......

Figure 4-1: CAT Diesel Bus.....

Figure 4-2: Vehicle Daily Mileage.

Figure 4-3: Aerial Image of Depot (Source: Google Maps) Figure 4-4: Aerial Image of Corporation Yard (Source: Google Maps) Figure 5-1: Modeling Overview....

Figure 5-2: ZEVDecide Energy Profile Process (DAR services).

Figure 5-3: BE Vehicle Modeling Results.

Figure 5-4: FCE Vehicle Modeling Resuls...

Figure 5-5: Charging Profile (15 kW chargers with 1:1 charging) . .21 Figure 6-1: Fleet Composition and Percent ZEV ... 23
Figure 6-2: Fleet Percent ZEV..... 24
Figure 6-3: Vehicle Purchases vs. Fleet Percent ZEV 25
Figure 6-4: Fleet Composition..... .26
Figure 7-1: CAT ZEV Site Conceptual Master Plan: Maintenance Facility.. 28 Figure 7-2: CAT ZEV Site Conceptual Master Plan: Depot 29 Figure 7-3: Typical Stationary Back-Up Diesel Generator with Belly Tank Fuel Storage .31 Figure 8-1: Cost Breakdown of Base Case and ZEV Case Scenarios. 38 Figure 8-2: Annual Cost Comparison 2023-2045 .. 38
Figure 9-1: Depot Planning Tool to Understand Scheduling and Operations of BE Vehicles (Source: Siemens) ..... 39
Figure 9-2: A BE Passenger Van Plugged into a Charger .44 Figure 10-1: New Flyer Connect 360... 52
Figure 10-2: Lighting eMotors Daily Report Summary 53
Figure 10-3: TTC eBus KPls.. 54
Figure 12-1: CalEnviroScreen Pollution Burden Percentiles in the CAT Service Area .70 Figure 13-1: Total Annual CO2 Emissions (tons) 72
Figure 13-2: Annual CO2 Emissions, 2023-2045 73
Figure 13-3: Equivalent GHG Benefits of Implementing a BE Fleet .74 iv

ZEV STRATEGY AND FINAL REPORT

EXECUTIVE SUMMARY
Corcoran Area Transit (CAT) provides general public dial-a-ride (DAR) service for the community of Corcoran and its fringe area. The service operates on weekdays between 7:15 AM and 4:00 PM and is not offered on weekends and major holidays.

This document serves to guide CAT through its zero-emission vehicle (ZEV) transition to achieve a 100% zero-emission (ZE) fleet by 2045. ' It provides a detailed plan of the technology, needs, and strategies that will help CAT transition to a ZEV fleet. The previous phases of this project (summarized in this report) laid the foundation for this plan by assessing CAT's existing conditions and modeling the power and energy requirements needed to meet CAT's required service through a ZEV fleet. With this information, the initial ZEV fleet was refined through a collaborative optimization process that led to the preferred fleet composition of battery electric (BE) vehicles.

Next, a fleet phasing and implementation plan was developed. This plan recommends that the ZEV procurement begin in 2025 and achieve a full transition in 2044. This phased approach allows CAT to implement a small number of ZEVs and learn from the process as they slowly scale up to reach a fully ZEV fleet. Facility upgrades and modifications required to support ZEV operations at CAT's facilities were also identified
Last, a financial model was developed to compare a base case (business-as-usual with fossil fuel vehicles) and a case with a 100% BE fleet. Overall, implementing the ZEV fleet from 2023 through 2045 will cost approximately $5.7 million compared to approximately $2.9 million for the base case.? Stated otherwise, the transition to ZEVs adds incremental capital and operating costs of $2.8 million over the 22- year period. The full phasing and implementation plan is outlined in Table 0-1. With a full transition to ZEVs, CAT can reduce its fleet-related greenhouse gas (GHG) emissions by approximately 81%, or 74 tons of CO2 annually.

This plan is a living document that is intended to provide a practical framework for CAT to deploy and transition to ZEVs in response to the California Air Resource Board's (CARB) mandate. Like any other strategic plan, the implementation and transition plan should be revisited and adjusted in response to funding realities, changes in service delivery, and the needs of CAT and its ridership, particularly given the long-term outlook. Taken together, this plan provides a prudent and feasible approach for CAT to implement ZEVs that meets the agency's transportation goals while providing reliable service to the community.

Although the California Air Resource Board (CARB) mandates a complete transition to ZEVs by 2040, CAT plans to complete the transition by 2045 due to its agency-specific vehicle lifecycles of 20 years. Completing the transition by 2045 will prevent early vehicle retirements.
2 Inclusive of capital costs, operating costs, and inflation.

ZEV STRATEGY AND FINAL REPORT
Table 0-1: ZEV Implementation Phasing Plan, 2023-2045
Year Infrastructure ZEV Fleet ZEV Fleet Training Capital Operating Total Procureme Adoption % Expenses Expenses Expenses
nts ($) (5) ($)
2023 (3) 15kW level OEM training for 881,740 93,925 975,665 2 chargers procurement procurement technicians
(1) 60KW
charger OEM training for
staff 194,794
2024 No installation No 0% Annual refreshers 103,618 91,176 procurement
Local fire and
emergency
response
department
introduction to new
technology
2025 No installation 1 cutaway 100% OEM training 273,396 78,407 351,804 2026 No installation No No Annual refreshers 78,468 78,468 procurement procurement
Local fire and
emergency
response
department
introduction to new
echnology
2027 No installation 1 cutaway 100% EM training for 286,414 69,264 355,678 technicians
OEM training for
staff
2028 No installation No No Annual refreshers - 69,988 69,988 procurement procurement
Local fire and
emergency
response
department
introduction to new
technology
2029 (3) 15kW level No No 295,354 71,209 366,563
2 chargers procurement procurement OEM training
2030 No installation 2 cutaways 100% Annual refreshers 614,221 60,848 675,069 Local fire and
emergency
response
department
introduction to new
technology
2031 No installation No No OEM training for 62,145 62,145 procurement procurement technicians
vi

ZEV STRATEGY AND FINAL REPORT
•
Year Infrastructure [ZEV Fleet ZEV Fleet Training Capital Operating Total Procureme Adoption % Expenses Expenses Expenses
nts ($) 15) ($)
OEM training for
staff
2032 No installation No No Annual refreshers 63,471 63,471 procurement procurement
Local fire and
emergency
response
department
introduction to new
2033 technology
No installation No 64,862 64,862
procurement procurement OEM training
2034 No installation Annual refreshers 66,233 66,233
procurement procurement
Local fire and
emergency
response
department
introduction to new
technology
2035 No installation 1 cutaway 100% OEM training for 344,982 58,227 403,208 technicians
OEM training for
staff
2036 No installation No No Annual refreshers - 59,572 59,572 procurement procurement
Local fire and
emergency
response
department
introduction to new
technology
2037 No installation No No - 61,052 61,052
procurement procurement OEM training
2038 No installation No No Annual refreshers 62,556 62,556 -
procurement procurement
Local fire and
emergency
response
department
introduction to new
technology
2039 No installation No No OEM training for 64,133 64,133 procurement procurement technicians
OEM training for
staff
vii

ZEV STRATEGY AND FINAL REPORT
Year Infrastructure ZEV Fleet ZEV Fleet Training Capital Operating Total Procureme Adoption % Expenses Expenses Expenses
(5) ($) ($)
2040 No installation No No Annual refreshers 65,702 65,702 procurement procurement
Local fire and
emergency
response
department
introduction to new
technology
2041 No installation No OEM Training 67,337 67,337
procurement procurement
2042 No installation No Annual refreshers 68,940 68,940 procurement procurement
Local fire and
emergency
response
department
introduction to new
technology
2043 No installation DEM training for - 70,594 70,594
procurement procurement technicians
OEM training for
staff
2044 No installation 1 cutaway 100% Annual refreshers 425,304 69,278 494,581 Local fire and
emergency
response
department
introduction to new
technology
2045 No installation | 2 cutaways 100% OEM Training 870,622 71,010 941,632 vili

ZEV STRATEGY AND FINAL REPORT
Abbreviations
ADA Americans with Disabilities Act
AHJ Authorities Having Jurisdiction
APCD Air Pollution Control District
AQMD Air Quality Management District
ASC AMPLY Site Controller
BEB Battery electric bus
BESS Battery electric storage system
BUILD Better Utilizing Investments to Leverage Development CARB California Air Resources Board
CAT Corcoran Area Transit
CMS Change management systems
CNG Compressed natural gas
CRT Charge Ready Transport program
DAR Dial-A-Ride, demand response
DC Direct current
DER Distributed energy resource
ESS Energy storage system
FCEB Hydrogen fuel cell electric bus
FTA Federal Transit Administration
GHG Greenhouse gas
GTFS General Transit Feed Specification
GVWR Gross vehicle weight rating
ix

ZEV STRATEGY AND FINAL REPORT
HVAC Heating, ventilation, and air conditioning
ICT Innovative Clean Transit
ICE Internal combustion engine
KCAPTA Kings County Area Public Transit Agency
KPI Key performance indicator
MPO Metropolitan planning organization
NFPA National Fire Protection Association
NREL National Renewable Energy Laboratory
NTD National Transit Database
NTI National Transit Institute
OCPP Open Charge Point Protocol
OEM Original Equipment Manufacturer
PG&E Pacific Gas and Electric Company
PPE Personal protection equipment
PV Photovoltaic
RFP Request for proposal
SOC State of charge
TAM Transit asset management
TOU Time of use
TTC Toronto Transit Commission
ULB Useful life benchmark
USDOT United States Department of Transportation
VPN Virtual private network
ZE Zero emission
ZEB Zero-emission bus

ZEV STRATEGY AND FINAL REPORT
ZEV Zero-emission vehicle

ZEV STRATEGY AND FINAL REPORT

1.0 INTRODUCTION
Corcoran Area Transit (CAT) provides dial-a-ride (DAR) service for the community of Corcoran and its fringe area. The service operates on weekdays between 7:15 AM and 4:00 PM and is not offered on weekends and major holidays.

CAT operates a fleet of one (1) diesel cutaway, two (2) gas cutaways, and three (3) 29-ft diesel buses. All vehicles are stored at the City of Corcoran's corporation yard at 750 North Ave. where they are also maintained. CAT's operations are housed at the city's Transit depot building located at 1099 Otis Ave.

CAT is part of the San Joaquin Valley Air Pollution Control District (APCD), San Joaquin Valley Air Basin, and the Pacific Gas and Electric (PG&E) utility territory.

With a county population of 152,4863 and a fleet of 6 revenue vehicles, CAT is classified as a small transit agency under the Innovative Clean Transit (ICT) mandate and is required to submit a zero-emission (ZE) rollout plan to the California Air Resources Board (CARB) by July 1, 2023.4 This document serves as the source for CAT's rollout plan submission to CARB and provides a detailed plan of the technology, needs, and strategies that will help CAT transition to a ZEV fleet. To develop this rollout plan, the following steps have been taken to determine the best ZEV strategy for CAT. • A review of existing conditions to understand characteristics and constraints for CAT's operations and service area. This included a primer on different ZEV technologies to provide a scan of the market and technologies, including battery-electric (BE) vehicles, as well as hydrogen fuel cell electric (FCE) vehicles.

Energy and power modeling to understand performance under different ZE technology alternatives, their viability, and suitability for CAT's needs. A quantitative and qualitative assessment of modeling results was used to determine the preferred ZE fleet composition for CAT.

This report is intended to act as a roadmap to guide CAT through the ZEV transition to 100% ZEV deployment and implementation, as well as to fulfill the CARB guidelines as outlined in the ICT mandate.

As CARB has reminded transit agencies, the ICT-regulated rollout plan is intended to be a living document that can and should be regularly revisited and updated over time as ZE technologies continue to evolve.
3 US Census Bureau 2020 Decennial Census; U.S. Census Bureau QuickFacts: Kings County, California * CARB ICT defined large transit agencies as operating in "an urbanized area with a population of at least 200,000 as last published by the Bureau of Census before December 31, 2017 and has at least 100 buses in annual maximum service." Agencies that do not meet this definition are categorized as small transit agencies.

ZEV STRATEGY AND FINAL REPORT

2.0 REGULATORY CONTEXT
This section provides a review of the ICT regulation to provide a basis for why the ZEV transition is taking place and to provide CAT staff and City of Corcoran Council Board members with information on how ICT and ZEV implementation fits within and impacts CAT operations and future plans.

2.1 INNOVATIVE CLEAN TRANSIT
CARB adopted the ICT regulation in December 2018, which requires all public bus transit agencies in the state to gradually transition to a completely ZEV fleet by 2040.5 This regulation is in accordance with preceding state legislation SB 375 and SB 350. SB 375, the Sustainable Communities and Climate Protection Program, creates initiatives for increased development of transit-oriented communities, better- connected transportation, and active transportation. Relatedly, SB 350 supports widespread transportation electrification through collaboration between CARB and the California Public Utilities Commission.

ICT also states that transit agencies are required to produce a ZEV rollout plan that describes how the agency is planning to achieve a full transition to a ZE fleet by 2040 as well as outlining reporting and record-keeping requirements. Specific elements required in the rollout plan include:
• A full explanation of how the agency will transition to ZEVs by 2040 without early retirement of conventional internal combustion engine buses;
• Identification of the ZEV technology the agency intends to deploy; • How the agency will deploy ZEVs in disadvantaged communities; • Identification of potential funding sources;
• A training plan and schedule for ZEV operators and maintenance staff; • Schedules for bus purchase and lease options (including fuel type, number of buses, and bus type); and
• Information on the construction of associated facilities and infrastructure (including location, type of infrastructure, and timeline).

Small California transit agencies, such as CAT, are mandated to submit ZEV rollout plans to CARB by July 1, 2023. ICT also requires the ZEV purchase schedules for both large and small agencies. Beginning in 2021 and continuing annually through 2050, each transit agency is required to provide a compliance 5 Although the California Air Resource Board (CARB) mandates a complete transition to ZEVs by 2040, CAT plans to complete the transition by 2045 due to its agency-specific vehicle lifecycles of 20 years. Completing the transition by 2045 will prevent early vehicle retirements.
2 ZEV STRATEGY AND FINAL REPORT
report. The initial report outlines the number of and information on active buses in the agency's fleet as of December 31, 2017. Subsequent reports must include transit agency information, details on each bus purchased, owned, operated, leased, or rented (including make, model, curb weight, engine and propulsion system, bus purchases, and any information on converted buses), ZE mobility option information (if applicable), and information on renewable fuel usage (including date purchased, fuel contract number, and effective date, as applicable).

Table 2-1 below outlines the ZEV purchase schedule for small transit agencies for heavy-duty transit vehicles. Specific vehicle types, such as motor coaches, cutaways, double decker, and 60-ft. vehicles, are exempt from this purchase schedule until 2026 or later (dependent on Altoona testing being completed). Whereas large agencies are required to start purchasing ZEVs in 2023, small agencies are exempt until 2026, in that year a minimum of 25% of new bus purchases must be ZE.

Table 2-1: CARB Standard Bus ZEV Purchase Schedule (As a Percentage of Total New Bus Purchases for Small Transit Agencies)
Year Percentage
2023
2024
2025
2026 25%
2027 25%
2028 25%
2029 and after 100%
To account for circumstances beyond a transit agency's control that may impact their ability to comply with ICT regulations, the mandate laid out specific provisions for exemptions. Exemptions will be permitted for the following circumstances:
• If the required ZEV type is unavailable;
• If daily mileage needs cannot be met;
• If gradeability needs cannot be met;
• If there are delays in infrastructure construction;
• If a financial emergency is declared by the transit agency; and • In circumstances where incremental capital or electricity costs for charging cannot be offset after applying for all available funding and incentive opportunities. 6 https://ww2.arb.ca.gov/sites/default/files/2019-10/ictfro-Clean-Final 0.pdf 7 In this report, standard buses refer to 35-ft. or 40-ft. unless otherwise stated 3 ZEV STRATEGY AND FINAL REPORT
Specifically, the ZEV rollout plan required to be submitted to CARB by mid-2023 must include the following components, broken down by CARB into nine sections. • Section A: Transit agency information
• Section B: Rollout plan general information
• Section C: Technology portfolio
• Section D: Current bus fleet composition and future bus purchases • Section E: Facilities and infrastructure modifications • Section F: Providing service in disadvantaged communities • Section G: Workforce training
• Section H: Potential funding sources
• Section I: Start-up and scale-up challenges
ICT Exemptions
As discussed above, the ICT regulation has specific provisions for exemptions if at least one the following criteria are met. If the exemption is granted, transit agencies may purchase conventional ICE buses) instead of ZEVs). 8

1. Delay in bus delivery is caused by ZEV infrastructure construction setbacks beyond the transit agency's control. ZEV infrastructure includes charging stations, hydrogen stations, and maintenance facilities. The following circumstances would qualify a transit agency for exemption:
a. Change of a general contractor
b. Delays obtaining power from a utility
c. Delays obtaining construction permits
d. Discovery of archeological, historical, or tribal cultural resources e. Natural disaster
A transit agency may also request an exemption if they can provide documentation that demonstrates the needed infrastructure cannot be completed within the two-year extension period or in time to operate the purchased buses after delivery, whichever is later.

2. When available ZEVs cannot meet a transit agency's daily mileage needs (due to operating conditions and the operating range of a ZEV).

3. If available ZEVs do not have adequate gradeability performance to meet the transit agency's daily needs for any bus in its fleet.
8 https://ww2.arb.ca .gov/sites/default/files/2019-10/ictfro-Clean-Final O.pdf 4 ZEV STRATEGY AND FINAL REPORT

4. When a required ZEV type for the applicable weight class based on gross vehicle weight rating (GVWR) is unavailable for purchase. A ZEV bus type is considered unavailable for purchase for any of the following reasons:
a. The ZEV has not passed the complete Bus Testing and not obtained a Bus Testing Report
b. The ZEV cannot be configured to meet applicable requirements of the Americans with Disabilities Act
c. The physical characteristics of the ZEV would result in a transit agency violating any federal, state, or local laws, regulations, or ordinances

5. When a ZEV cannot be purchased by a transit agency due to financial hardship. Financial hardship would be granted for the following reasons:
a. If a fiscal emergency is declared under a resolution by a transit agency's governing body following a public hearing
b. A transit agency can demonstrate that it cannot offset the incremental cost of purchasing all available ZEVs compared to the cost of the same type of conventional bus c. A transit agency can demonstrate that it cannot offset the managed, net electricity cost for depot charging BEBs when compared to the fuel cost of the same type of conventional ICE buses
If a transit agency wishes to request an exemption, they must provide documentation demonstrating the criteria are met. Required documentation for each exemption is summarized in Table 2-2. In addition, a request for exemption for a particular calendar year's compliance obligation must be submitted by November 30th of that year. 9
Table 2-2: Required documentation for ZEV purchase exemptions Criteria Required Documentation

1. Delay in bus delivery and • A letter from the agency's governing body infrastructure construction
• A letter from the contractor, utility, building department, or other involved organizations explaining the reasons for delay and estimating the project completion date

2. Available ZEVs cannot • An explanation of why the exemption is needed meet transit agency's daily
• A current monthly mileage report for each bus type
mileage needs
• A copy of the ZEV RFP and resulting bids showing rated battery capacity
9 https://ww2.arb.ca.gov/sites/default/files/2019-10/ictfro-Clean-Final O.pdf 5 ZEV STRATEGY AND FINAL REPORT
Criteria Required Documentation
• If available, measured energy use data from ZEVs operated on daily assignments in the transit agency's service

3. Available ZEVs do not • Documentation showing no other buses in the fleet can meet have adequate the gradeability requirements and the ZEVs of that bus type gradeability performance cannot be placed into service anywhere else in the fleet to meet the transit
agency's daily needs • Topography information including measurement of the grade(s) where the ZEVs would be placed in service
• A description of the bus types that currently serve the route(s)
• An explanation of why the gradeability of all available ZEVs are insufficient to meet the transit agency's service needs • A copy of the ZEV RFP, specifying the transit agency's required gradeability and the resulting bids
• If available, empirical data including grades, passenger loading, and speed data from available ZEVs operated on the same grade

4. When a required ZEV for • A summary of all bus body-types, vehicle weight classes the applicable weight class being purchased, chassis, reasons why ZEVs are unavailable based on GVWR is for purchase
unavailable for purchase
• Current fleet information showing how many ZEVs of that bus type are already in service and how many are on order
• If applicable, documentation showing that ADA requirements cannot be met
• If applicable, a letter from its governing body that details how the physical characteristics of the ZEV would violate federal, state, or local law

5. When a ZEV cannot be • A resolution by the transit agency's governing body declaring purchased by a transit a fiscal emergency
agency due to financial
hardship • Documentation showing the transit agency cannot offset the initial capital cost of purchasing ZEVS
6 ZEV STRATEGY AND FINAL REPORT
Taken together, CARB recognizes the challenges that transit agencies will face when adopting ZEVs and wants to avoid hardships around finances and service delivery. As such, if CAT faces certain challenges for a particular year, for example, if it does not have sufficient capital funds available to purchase a planned ZEV procurement, then CAT can apply for an exemption to CARB by documenting that CAT cannot offset the incremental cost of a ZEV compared to a conventional fossil fuel vehicle. Nonetheless, the ZEV rollout and transition plan in this document is built upon assumptions that CAT will have sufficient funding to carry out the transition. As such, the CARB ICT plan is a living document that is flexible and can be amended to account for circumstances that require exemptions or shifting of ZEV procurement or other implementation steps.

ZEV STRATEGY AND FINAL REPORT

3.0 APPROACH TO ZEV PLANNING
The graphic in Figure 3-1 provides a high-level schematic of the major steps in this project to derive a recommended fleet concept and develop an implementation plan.

Figure 3-1: ZEV Planning Process
Analysis of Operations
and Existing Conditions
Fleet Modeling Defining the Preferred
Fleet Alternative
Market Scan of ZEV
Technologies
Site Planning and Cost
Estimation Financial Analysis Strategic Rollout Plan
The first step involved a review of the existing conditions of CAT's fleet, facility, and service delivery to provide a foundation and understanding of CAT's operations and business processes that would be impacted by a transition to a ZEV fleet. An assessment of the maintenance facility provided insights into the constraints and opportunities for implementing ZEVs, as well as the condition of the facilities, buildings, and existing service cycle. A market scan was also conducted to analyze the current ZEV technologies, their limitations, as well as any in-development technologies that can help shape CAT's future ZEV fleet.

Next, we used computer modeling to simulate the performance of ZEVs on CAT's service blocks 10 and vehicle assignments. The modeling provided predicted vehicle performance, including fuel economy, operating ranges, and feasibility of the different ZEV technologies. The modeling revealed 98% of CAT's service can successfully be electrified with BE vehicles, and 100% of service can be completed with FCE vehicles.

Subsequently, working with CAT staff, Stantec developed a fleet transition/implementation plan that transitions the current fleet with ZEVs, along with a phasing strategy for chargers and facility modifications. Section 5.0 describes the fleet composition and recommendations and Section 6.0 10 Blocks describe a series of trips that are linked together and assigned to a single vehicle. The vehicle trips that are linked together as part of the block may cover more than one route and may also involve more than one operator during the course of the vehicle workday. The block refers to the work assignment for a single vehicle for a single service workday and includes revenue service and deadheading 8 ZEV STRATEGY AND FINAL REPORT
describes the fleet transition plan. Section 7.0 describes the maintenance facility modifications required to implement and deploy the ZEV fleet, while keeping in mind that CAT may eventually relocate to another bus facility.

With the identification of required facility modifications and impacts on capital and operating costs, Stantec developed a financial analysis for the ZEV rollout through 2040 (Section 8.0). Operating and planning considerations (Section 9.0), technology (Section 10.0) workforce considerations (Section

11.0), potential funding sources (Section 12.0), service in disadvantaged communities (Section 13.0), and greenhouse gas (GHG) impacts (Section 14.0) are also reviewed and discussed. 9 ZEV STRATEGY AND FINAL REPORT

4.0 SUMMARY OFKEY EXISTING CONDITIONS
The Existing Conditions Report provided a comprehensive review of CAT's existing conditions, encompassing operations, facilities, and finances to lay the groundwork for the modeling and provide an understanding of current operating conditions.

Overall, the Existing Conditions Report revealed that CAT's fleet, service area, and operating characteristics are not inherently challenging for a transition to ZEVs. These conclusions, as well as the key findings from the Existing Conditions Report are summarized in the subsequent sections.

4.1 FLEET
CAT's revenue fleet is comprised of six (6) vehicles, including one (1) diesel cutaway, two (2) gas cutaways, and three (3) 29-ft diesel buses (Figure 4-1). More details of the fleet are summarized in Table 4-1.

Figure 4-1: CAT Diesel Bus
Table 4-1: CAT Current Revenue Service Fleet
Model In- Quantity Make Vehicle Seating Fuel Current
Year Service Type capacity I type age (years)
Year (amb/WC)
2002 2002 1 Ford 23' 15/10 Diesel 21
Cutaway
2002 2003 2 XHF 29' Bus 22/16 Diesel 20
2010 2010 Ford 23° 15/10 Gas 13
Cutaway
10 ZEV STRATEGY AND FINAL REPORT
2015 2016 XHF 29' Bus 22/16 Diesel 7

4.2 VEHICLE OPERATING CHARACTERISTICS
It is important to understand how CAT's vehicles are used throughout the day, and specifically when vehicles are in and out of service. This helps identify constraints and opportunities and inform preliminary fleet mix and energy requirements.

CAT provides DAR service using a mix of cutaways and buses. DAR vehicle mileage varies widely as there is no fixed schedule and service is based on demand. Run-level data between January to December 2019 was analyzed to gain an understanding of how far the vehicles travel within a day and to ultimately provide a range of expected fuel efficiencies. 365 service days were recorded between January and December 2019 with an average distance of 63.51 miles, a median distance of 67 miles, and a maximum distance of 108 miles (Figure 4-2). These distances are all shorter than the average current operational range of ZEVs, meaning that there should be no range-related issues with ZEV implementation.

Figure 4-2: Vehicle Daily Mileage
120
100
80 Miles per day 60
40 20
8 Vehicle Number
• #167 • #169 • #170 • #215 • #216 • #238
11 ZEV STRATEGY AND FINAL REPORT

4.3 FACILITY
CAT's maintenance and operations are split between two facilities. Operations and dispatch are located at the city's Transit depot building at 1099 Otis Avenue (Figure 4-3), and vehicles are stored and maintained at the city's corporation yard at 750 North Avenue (Figure 4-4). The Depot property is about

1.8 acres with most of the site dedicated to the CAT station and parking. The corporation yard facility occupies a site of approximately 2.4 acres, which houses vehicle service, fleet parking, employee parking, and maintenance for both transit and public works vehicles Figure 4-3: Aerial Image of Depot (Source: Google Maps) Citis Ave Parkın
Otis Ave Otis Ave
Figure 4-4: Aerial Image of Corporation Yard (Source: Google Maps) BUS
CANOPY
MAINT.

FIC
North Ave North Ave 4
North Ave
12 ZEV STRATEGY AND FINAL REPORT
The buildings at both properties appear to be in good working condition. However, improvements and additional equipment would be needed for the maintenance facility, corporation yard, and electrical system for a ZEV implementation. There are several significant considerations for implementing ZEVs at the current facility, which will be outlined further in Section 7.0. 13 ZEV STRATEGY AND FINAL REPORT

5.0 RECOMMENDED FLEET COMPOSITION
This section describes the modeling and analysis that was used to develop viable fleet concepts and specify a preferred ZEV fleet for rollout planning purposes.

5.1 FLEET AND POWER MODELING
Energy modeling uses a two-pronged approach to understanding ZEV feasibility using Stantec's modeling tool, ZEVDecide. The two-pronged approach first examines route-level operations, and secondly, examines fuel economy by aggregating route-level outputs to provide block and vehicle-level fuel and energy requirements. Through this approach, CAT and Stantec will understand how ZEVs perform under CAT's operating conditions. This in turn provides a more realistic estimate of operating range and energy Figure 5-1 provides a schematic overview of the modeling process. The predictive ZEV performance modeling depends on several inputs, such as actual passenger loads, driving dynamics, topography. vehicle specifications, and ambient conditions subject to the environment in which the agency operates.

Figure 5-1: Modeling Overview'
Curb weight
• Frontal dimensions
• Auxiliary
BUS SPECS • HVAC
• Aerodynamic drag
• Rolling resistance coefficients

ELEVATION

AND DRIVING

TOPOGRAPHY CYCLES
Route Blocks Vehicle
ZEVDecide
AMBIENT PASSENGER High passenger load
CONDITIONS LOADS • Low passenger load
11 Blocks describe a series of trips that are linked together and assigned to a single vehicle. The vehicle trips that are linked together as part of the block may cover more than one route and may also involve more than one operator during the course of the vehicle workday. The block refers to the work assignment for a single vehicle for a single service workday.
14 ZEV STRATEGY AND FINAL REPORT
Modeling Inputs
Although CAT currently operates 29-ft buses, the agency plans to transition its fleet to entirely cutaways.

Therefore, only cutaways were modeled in both BE and FCE technologies. The modeled vehicle specifications are outlined in
Table 5-1 below. For both classes of vehicles, BE technologies are more common and market ready; in fact, no FCE cutaways are commercially available. The only currently existing FCE cutaway is one retrofitted with a hydrogen fuel cell and a small battery, along with a 13-kg hydrogen tank, instead of the original internal combustion engine as the power train.

Table 5-1: BE and FCE Vehicle Specifications for Energy Modeling Technology Curb weight Battery (kWh) or tank Photo Example type (Ibs.) size (kg)
BE Cutaway 14,500 127 kWh
FCE Cutaway 16,500 13.5 kg
As DAR services do not follow a fixed route and schedule, modeling inputs required adjustment to account for variations in service delivery. Inputs for the modeling include:
• Passenger load: assumes an average of four passengers onboard. • Topography and elevation: the methodology does not consider topography directly. Instead, the model used driving speed information for all weekday trips in 2019 to predict the fuel economy. • Ambient temperatures: the ambient temperature has a significant impact on the fuel economy of the ZEVs since it is directly related to the power output from the batteries or fuel cells required for the heating, ventilation, and air conditioning (HVAC) system. 15 ZEV STRATEGY AND FINAL REPORT
Modeling Process
The total energy requirement per vehicle was used to calculate the total energy consumed by each vehicle per day. A statistical analysis was conducted on the entire dataset to determine the average fuel efficiency and daily energy use per vehicle to evaluate success levels with the BE and FCE cutaway options. Furthermore, the energy requirement of each individual trip was then aggregated at the vehicle level to estimate the total energy consumed by each vehicle per day (Figure 5-2).

Figure 5-2: ZEVDecide Energy Profile Process (DAR services) Total energy Total energy consumed
requirement per trip for per day per vehicle was
each vehicle in 2019 determined
was calculated (accumulation of trips)
Determine feasible
Statistical analysis to
generate Paretos, ZEV options based on
daily energy
median, averages, and requirements and
deviation
SOC/H2 use
The results of the modeling provide insight into:
• Average fuel economy.
• Probability of energy/fuel requirements.
• Probability of operating range.
• The feasibility of different ZEV technologies.

For BE vehicles, success is determined through SOC. The vehicle assignment is considered successful when a BE vehicle can complete its scheduled service with at least 20% battery SOC.

For FCE vehicles, the vehicle assignment is counted as successful if a vehicle consumes less than 90% of its tank capacity.
16 ZEV STRATEGY AND FINAL REPORT
Modeling Results
A BE vehicle assignment is considered successful when the vehicle can complete its scheduled service with at least 20% battery SOC. Figure 5-3 shows that 98% of CAT's service could be successfully completed with BE vehicles.

Figure 5-3: BE Vehicle Modeling Results
100%
80%
60%
Vehicle SOC (%)
20%
Failures
215 169 216 238 167
Vehicle Number
A FCE vehicle assignment is considered successful if the vehicle consumes less than 90% of its tank capacity. In this case, 90% of the tank capacity is approximately 12 kg. Figure 5-4 shows that 100% of CAT's service could be successfully delivered with FCE vehicles. 17 ZEV STRATEGY AND FINAL REPORT
Figure 5-4: FCE Vehicle Modeling Results
10:00

9.00 8.00 000 0c

7.00 6.00
Vehicle Tank Capacity (kg) 5.06

4.00 3.00

2.00 1.00
:
215
Vehicle Number

5.2 ZE FLEET RECOMMENDATIONS AND CONSIDERATIONS
The feasibility of ZEV implementation depends on many factors, including vehicle specifications, elevation, route mileage, climate, and other strategic elements. The modeling results showed that CAT's services can be delivered successfully with both BE and FCE vehicles, and the current fleet can be replaced with ZEVs at a 1:1 ratio. Based on the modeling results, CAT has two fleet composition choices to complete the ZEV transition: a BE vehicle fleet or a FCE vehicle fleet.

After careful consideration of the modeling results, operational realities, discussions with agency staff and stakeholders, and logistical considerations, Stantec recommends that CAT transition to a fleet of BE vehicles with a 1:1 vehicle replacement ratio.

BE Vehicle Fleet
One approach is to adopt a six-vehicle BE fleet with in-depot charging capabilities. With this approach, vehicles would charge overnight at the maintenance facility. This approach would require significant capital costs to procure BE vehicles and associated charging infrastructure.

FCE Vehicle Fleet
The other option is to adopt a fleet of six FCE vehicles. Because FCE cutaways are not available on the market, CAT could procure FCE vans instead. Service would need to be maintained at approximately 190 miles per vehicle to avoid increasing the fleet size.
18 ZEV STRATEGY AND FINAL REPORT
In addition, CAT would either need to install a hydrogen fueling station at its facility, or work with a partner in the area to attain hydrogen fueling capabilities. In this scenario, vehicles would be refueled at the end of their service day. This approach would also require significant capital costs to procure FCE vehicles and build the associated fueling infrastructure.

Although both scenarios pose challenges for a ZEV transition, there are several realities that make a BE fleet better suited for CAT's services.
• BE vehicles would allow CAT to provide most of its services. • BE vehicles are less expensive than FCE vehicles, minimizing capital costs. • More BE vehicle types are currently available on the market than FCE vehicles. This will provide CAT with more flexibility and choices when procuring vehicles.

Other Considerations
Based on the analysis of current service and operations, route modeling and bus simulations, market considerations, site audits, and meetings with stakeholders, Stantec recommends that CAT deploy a fleet of BE vehicles. However, technology maturation and market changes may make FCE vehicles a potential option for CAT in the future. The challenges and benefits of FCE vehicles are described in the subsequent sections.

Challenges
The first challenge for a FCE vehicle deployment is a lack of smaller vehicle types. At the time of this writing, Ideanomics in partnership with US Hybrid is producing a hydrogen-powered passenger van with a stated range of up to 250 miles. 12 FCE cutaways are not commercially available.

FCE vehicle procurement and maintenance costs are also challenging. Depending on configurations, FCE vehicles can be 15-20% more expensive than BE vehicles due to their fuel cell stack and related technology. 13 The specialized parts needed for FCE vehicles have also resulted in costlier maintenance in pilots to date.

Another challenge for FCE vehicle adoption is fueling. Nearby access to a reliable source of hydrogen is required to support the fleet. There are two options for fueling: on-site fueling and off-site fueling. • On-site fueling: on-site fueling would require building a hydrogen fueling facility on site. Fueling is comparable to a CNG or diesel vehicle. The refueling facility would have to store hydrogen as a liquid since gaseous hydrogen stations are only used for a max of 180 kg/day. Significant upgrades and equipment would be required, and hydrogen gas detection systems would need to be installed.
12 https://www.ushybrid.com/wp-content/uploads/2022/05/USH CaseStudies SARTAVan 2022 DIGITAL.pdf 13 However, if more BEBs are required to maintain service compared to the diesel/gasoline fleet size, the capital vehicle cost of a BEB fleet could approach the capital vehicle cost of a FCEB fleet. 19 ZEV STRATEGY AND FINAL REPORT
• Off-site fueling: off-site fueling would require a nearby hydrogen fueling station. Building offsite fueling facilities would require more investment than on-site fueling and would need the involvement of more regional stakeholders (including utilities). In this scenario, gas leak detection systems would need to be installed
In both scenarios, maintenance facilities would require additional tools and equipment specifically for repairs and upkeep of hydrogen fuel cell parts.

Benefits
The main advantage of FCE vehicles is their long operating ranges. FCE vehicles have an operating range of ~300 miles which is comparable to the operating range of diesel buses. Because of this, FCE vehicles can support a 1:1 vehicle replacement scheme more readily than BE vehicles.

5.3 CHARGING PROFILE
The following composition will be able to support the fleet operations while avoiding peak network charging times:
• Six (6) 15-kW chargers with a 1:1 charger-to-dispenser ratio at the maintenance facility • One (1) 60-KW charger with a 1:1 charger-to-dispenser ratio at the depot The proposed charging profile (Figure 5-5) would create a peak power demand of 105 kW, and no charging would be required between the hours of 4:00 PM and 9:00 PM to avoid using electricity during network peak hours. 14 The single charger at the depot would create a peak power demand of 60 kW. 14 https://www.pge.com/tariffs/assets/pdf/tariffbook/ELEC SCHEDS BEV.pdf 20 Active Vehicles
12:00 AM
1:30 AM
3:00 AM
4:30 AM ZEV STRATEGY AND FINAL REPORT
6:00 AM
7:30 AM
9:00 AM
10:30 AM
12:00 PM
1:30 PM
3:00 PM
Figure 5-5: Charging Profile (15 kW chargers with 1:1 charging) 4:30 PM
6:00 PM
• Total Power 7:30 PM
9:00 PM
10:30 PM
12:00 AM
1:30 AM
3:00 AM
• Vehicles in Service 4:30 AM
6:00 AM
7:30 AM
9:00 AM
10:30 AM
12:00 PM
1:30 PM
3:00 PM
4:30 PM
6:00 PM
7:30 PM.
9:00 PM
10:30 PM
90 100
Power (kW)
21 ZEV STRATEGY AND FINAL REPORT

6.0 FLEET TRANSITION PLAN
Based on the preferred fleet concept of an entirely BE fleet, Stantec developed a procurement plan for transitioning fossil fuel vehicles to BE vehicles. Several factors were considered in the development of the transition plan:
• CARB requirements: CARB requires a complete fleet transition by 2040. In addition, 100% of new vehicle purchases are required to be ZE starting in 2029. The earliest procurements for a small fleet operator need to take place in 2026 with at least 25% of all purchases being ZEV.

Although the mandated completion date is 2040, CAT will transition its fleet by 2045 due to its vehicles' unique lifecycles of 20 years. The extended timeline will prevent unnecessary early retirement of vehicles.
• Useful life benchmarks (ULB): the ULB of ZEVs must be taken into consideration to ensure that vehicles are safe and in good repair. For this analysis, Stantec assumed a ULB of 20 years for all vehicle types based on CAT's fleet replacement practices and preferences. • Grant funding: CAT expects to receive funding from the Congestion Mitigation and Air Fund (CMAQ), the American Recovery and Reinvestment Act (ARRA), as well as Formula Grants for Rural Areas (5311). The procurement of grant-funded vehicles can affect the fleet transition timing based on program requirements.

The total fleet size will remain the same across the 2023 - 2045 period, with fossil fuel vehicles gradually being retired and replaced with ZEVs. Consequently, the percentage of the fleet that is made up of ZEVs increases every few years, starting at 17% in 2025 and incrementally increasing to 100% in 2044. ZEV procurements were spread as evenly as possible to avoid purchasing a lot of vehicles in any particular year, while also keeping in mind the ULB of each vehicle type. The overall transition is shown in Figure 6-1.
22 ZEV STRATEGY AND FINAL REPORT
Figure 6-1: Fleet Composition and Percent ZEV
100%
90%
80%
70%
4 60%
Number of Vehicles 3 50%
40%
2 30%
20%
10%
0%
1200?
MOM FF Vehicles • - Fleet % ZEV
Table 6-1 and Figure 6-2 show the percentage of the fleet that is fossil fuel (FF) vehicles vs. ZEVs throughout the transition timeline. CAT's first ZEV purchases will occur in 2025 with more ZEVs being purchased every few years. The fleet will achieve a complete transition in 2044.

Table 6-1: Fleet Percent ZEV
2024 2025 2026 2028 2029 2030 2031 2032 2033 2034 2035 • 2036 2037 2038 a 2039 2041 2042 2043 2044 2045 6 6 6
Total Vehicles 6 6 6 6 6 6 6 6
4 2 2 2 2 2 1 1 1 1
Total FF vehicles
Total ZEVs 4 5 5 5 5 5 6 6
100% 100% 83% 83% 67% 67% 33% 33% 33% 33% 33% 17% 17% 17% 17% 17% 17% 17% 17% 17% % FF
100% 0% 100% 0%
0% 67% 67% 67% 67% 67% 83% 83% 83% 83% 83% 83% 83% 83% 83% % ZEV H 33 33
23 ZEV STRATEGY AND FINAL REPORT
Figure 6-2: Fleet Percent ZEV
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
102! 1033 1030
8% FF • % ZEV
Table 6-2 shows the vehicie purchase schedule for 2023 through 2045. CAT will purchase one new fossil fuel vehicle in 2024, with 100% of subsequent vehicle procurements being ZEV.

Table 6-2: Vehicle Purchase Schedule
2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2044 2045 Total Vehicles
Total Purchases 1 1 0 0 2
Total Retirements - 1 -1 0 - 1 -1
0 - 2
Total FF Purchases 0 0 0 0 0 0 0
Total ZEV Purchases 1
0 1 2
% ZEV Purchases [฿ ≤=Ể≤=≤≤Ể≤2≤≤≥≤≥≥ỂỂ
To better understand the total vehicle purchases year by year in comparison to the progress of transition, Figure 6-3 shows vehicle purchases with the percentage of the fleet that has transitioned to ZEVs. As shown, 2030 and 2044 will consist of slightly heavier vehicle procurements. 24 ZEV STRATEGY AND FINAL REPORT
Figure 6-3: Vehicle Purchases vs. Fleet Percent ZEV
100%
90%
80%
70%
60%
Number of Vehicles 50% Fleet % ZEV
40%
30%
20%
10%
0%
2023 2023 100° 107° 103° "pri 2044
• Fleet % ZEV Total FF Purchases • Total ZEV Purchases
CAT's fleet composition from 2023 through 2045 is shown in Table 6-3 and displayed graphically in Figure 6-4. The fleet starts as entirely fossil fuel vehicles, consisting of diesel buses, diesel cutaways, and gasoline cutaways. The procurement of one BE cutaway in 2025 will kick off the gradual transition to a fleet of 100% BE cutaways.

Table 6-3: Fleet Composition
2023 2024 2025 2028 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 Diesel Bus 1 1 1 0 0
Diesel CU 1 1 1 1 1 1 1 1 1 1 1
Gas CU 0 0 0 0
4 5 5 5 5 5 5 5 5
BE CU
6 6 6 6 6 6 6
Total Vehicles
25 ZEV STRATEGY AND FINAL REPORT
Figure 6-4: Fleet Composition
5 Number of Vehicles
1 101° 102,02. 1038 poi.
• Diesel Bus • Diesel CU = Gas CUM BE CU
Table 6-4 presents the infrastructure and charging equipment phasing schedule to support the transition to BE vehicles. Most of the infrastructure and charging equipment will be installed in 2023 to prepare for the initial BE vehicle procurement. Charging equipment will subsequently be installed in 2029 as the fleet composition increases from 33% to 67% BE vehicles.

Table 6-4: Infrastructure Phasing Schedule
2024 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2042 2045 General conditions 0 0 0 0 0 0 0 0 0
15kW level 2 charger • 0
0 0 0 0 0
60kW charger 0 0 0 0 0
Fleet % ZEV 33% 67% 67% 67% 67% 83% 83% 83% 83% 83% 83% 83% 83% 100% 100% The fleet transition plan shows that CAT will not meet the CARB-mandated deadlines for full ZEV transitions in order to avoid early retirement of their existing fleet. However, they will begin the purchase process one year early. CAT's trajectory is as follows:
• ZEV purchases will begin in 2025, with the mandate starting in 2026. • The transition to a 100% ZEV fleet will be complete in 2044 to avoid unnecessary early retirement of vehicles.

It is important to understand that actual procurements will also depend on CAT's future competitive funding to finance capital requirements of the transition, as well as supply chain realities related to the delivery of new vehicles.
26 ZEV STRATEGY AND FINAL REPORT

7.0 MAINTENANCE FACILITY INFRASTRUCTURE

MODIFICATIONS
This section outlines the proposed facility modifications for BE vehicle implementation at CAT's bus operations and maintenance facility. The master plan option has been developed proposing ground- mounted dispensers. The facility has sufficient space for ground-mounted dispensers, avoiding a reduction in parking space while keeping the yard flexibility since all of the equipment can be located along the edge of the property and at the rear of the parking spaces.

Since the liquid fueling systems used by the CAT are currently offsite, there is no need to phase out and remove the fueling equipment as the fleet shifts to BE vehicles. Phasing of the BE vehicle charging system infrastructure installation will be relatively simple and can be carried out with minimal impacts on continued operations. As operators currently fuel the vehicles at the offsite location, work rules do not preclude operators from "fueling" (i.e., charging) and as such, operators (or bus servicers, depending on when the bus needs to be charged) would be responsible for plugging in buses for charging each day.

7.1 PROPOSED MAINTENANCE FACILITY MODIFICATIONS
The following summarizes the proposed improvements for the new BEB charging stations and associated infrastructure at the Maintenance Facility (Figure 7-1):
• A new 400 A switchboard to provide adequate additional power to the facility, along with associated equipment pads and bollards. The new switchboard would be fed from the existing utility transformer adjacent to the Vehicle Wash; • A new 500 kW generator with 350 gallons of onsite diesel fuel storage in order to support 100% service for one day; the current calculation assumes fuel needed for approximately one day of outage
• New automatic transfer switch between generator and switchgear; • A minimum of six 15-kW level 2 vehicle chargers with a 1:1 charger-to-dispenser ratio (SAE J1772-compliant) to serve a maximum of six active (in revenue service) vehicles; Equipment pads and associated bollard protection around chargers and dispensers; • Power main feeder and sub feeders;
Communication system panel/distribution cabinet and conduits to each charger; Pavement/base replacement/repair for trenching associated with electrical distribution for locations where new electrical service and switchboard will be allocated; No proposed modifications to the buildings.
27 ZEV STRATEGY AND FINAL REPORT
Figure 7-1: CAT ZEV Site Conceptual Master Plan: Maintenance Facility NEW 400A MIN. (6) NEW 15KW MIN.

ELECTRICAL METER LEVEL 2 CHARGERS W

AND PANEL BOARD ONE CONNECTOR EACH
IMAGE
#1

BUS PARKING
CANOPY

VEHICLE
WASH
MAIN

ENTRY/ MAINTENANCE

EXIT BUILDING

EMPLOYEE PARKING EMPLOYEE

PARKING
-EXISTING CHAINLINK FENCE

EXISTING UTILITY

TRANSFORMER EXISTING GENERATOR

7.2 PROPOSED DEPOT FACILITY MODIFICATIONS
The following summarizes the proposed improvements for the new BEB charging stations and associated infrastructure at the Depot (Figure 7-2):
• A new 200 A meter switchboard to provide adequate additional power to the facility, along with associated equipment pads and bollards. The new location of the service feed for this meter has not been determined as a part of this study.
• One 60-kW vehicle charger with a 1:1 charger-to-dispenser ratio (SAE J1772-compliant) to serve a maximum of one active (in revenue service) vehicle at a time; • Equipment pads and associated bollard protection around chargers and dispensers; • Power main feeder and sub feeders;
• Communication system panel/distribution cabinet and conduits to each charger; • Pavement/base replacement/repair for trenching associated with electrical distribution for locations where new electrical service and switchboard will be allocated; • No proposed modifications to the buildings.
• For this location a back-up generator is not proposed to be necessary. 28 ZEV STRATEGY AND FINAL REPORT
Figure 7-2: CAT ZEV Site Conceptual Master Plan: Depot
NEW ELEC METER AND NEW CHARGER W/ (2)
200A MIN. PANEL BOLLARDS, TYP

BOARD, TYP
OPTION 1E
NEW 60KW DC CHARGER W/ ONE

CONNECTOR INSTALLED WITHIN

EXISTING PARKING LOT ISLAND

BUS STOP CAT

OPERATIONS
& DISPATCH
1099 Otis Ave Parkas

EMPLOYEE & TRANSIT CENTER PARKING

7.3 GRID CONNECTION UPGRADES
The maintenance facility will not require new electrical service connections since an upgraded transformer was installed at the facility when the Vehicle Wash facility was constructed. Since the new electrical load for the chargers is relatively modest, additional improvements do not appear to be necessary. If additional electrical loads are being considered by CAT or the public works departments) also located at the facility, then further electrical system analysis may be required.

The depot may require a new transformer and service feed to support the new DC fast charger. However, given the relatively small nature of the load for this single proposed charger, a new transformer may not be required and may be able to be supported from an existing utility transformer in the area.

7.4 COMMUNICATION INFRASTRUCTURE
Infrastructure for data communications within the charging system will include IP Ethernet wiring between each charger and its associated dispensers, as well as between each charger and a local data switch. The actual wiring will be conventional Cat 6 Ethernet cable between devices or fiber, which would require a telecom cabinet. As the maximum length allowed for ethernet is 328 feet, the dispensers cannot be too far from their respective charger. Although longer distances are possible with fiberoptic 29 ZEV STRATEGY AND FINAL REPORT
cable, the DC power cables that need to run parallel with the ethernet cables begin to have problems with voltage drop at this distance, so 328 feet is a recommended limit.

Once the ethernet lines from each charger are routed back to the facility's data switch, the data can be contained within CAT's local network and managed directly by the agency. Alternately, the data can be routed to a cloud-based system—as needed to provide smart charging and data aggregation-that is managed by a third party and/or is provided by the charger manufacturer. However, this would likely require coordination and approval of security and access, as it would necessitate outside entities operating within CAT's local network. Additionally, it is recommended for CAT to implement a Wi-Fi network in the yard for smart charging communication with buses while other communication upgrades are occurring as an alternative to traditional communications systems.

7.5 FIRE PROTECTION CONSIDERATIONS
With the implementation of BEBs, fire protection and life-safety concerns can be significant. However, due to the relatively new advent of these associated technologies, building and fire protection codes have not specifically addressed most of these concerns. National Fire Protection Association (NFPA) 855 'Standard for the Installation of Stationary Energy Storage Systems' is a standard that can potentially be applied to BEB storage, but this particular standard is excessive relative to the capacity of the batteries onboard buses and considering all of CAT's buses are stored outside. The need for enhanced fire protection systems has not been determined as a baseline requirement for BEB implementation and would be left up to the discretion of the local fire marshal and the local building officials. The need for additional fire lanes or fire 'breaks' within long continuous rows of bus parking may need to be discussed with the local fire department but is unlikely considering the size of the fleet stored onsite and the relatively open nature of the site with drive aisles between all of the bus parking.

If CAT decides to install photovoltaic solar canopies above the buses parking stalls, an NFPA 13 compliant automatic sprinkler system could be required because the canopy has a 'use' underneath it as defined by the California Fire Code.

Furthermore, all modifications to the facility should be reviewed with the local Authorities Having Jurisdiction (AHJs), in particular the fire marshal. Fire truck access to the site and hydrant access will need to be reviewed and approved by the pertinent AHJs prior to implementation of any additional infrastructure for charging equipment or solar canopies. However, since the site is designed for bus movements, fire truck access is relatively straightforward and should be accommodated without significant changes to the facility.

In summary, no fire protection systems are required for minimal BEB implementation but considerations for covered canopies could trigger additional fire protection system upgrades to the facilities.

7.6 FALL PROTECTION AND SAFETY INFRASTRUCTURE

CONSIDERATIONS
Fall protection systems are recommended for any vehicle maintenance and inspection shop. Additional fall protection systems should be considered to safely access the rooftop of buses for potential battery 30 ZEV STRATEGY AND FINAL REPORT
inspection and maintenance. Note that not all BEB manufacturers locate the battery packs on the roof of the vehicle. If considerable rooftop access is necessary in the future, the agency should consider additional fall protection systems in the shop.

7.7 EMERGENCY BACK-UP PLANNING
Transit agencies need to consider the portion of service (and thus of their ZEV fleet) that will be deployed or operated during grid-outage conditions. Ensuring that vehicles can charge during scheduled or unscheduled shutdowns is essential not only to maintain transit service but enable charging for vehicles used during potential emergency evacuation situations.

Some transit agencies consider the use of a battery electric storage system (BESS) to provide temporary relief; however, these additional assets are capital intensive and require favorable energy policies to compensate such facilities for the additional services a BESS can provide.

For the purposes of the site planning and cost estimating, Stantec assumed back-up power will be provided via a diesel fired 500 kW generator with a storage capacity for 500 gallons of diesel in order to serve one revenue day at 100% service levels. CAT already has an emergency generator at its facility, but this generator can only support the operations of the existing facility and does not have sufficient capacity to back-up electric vehicle chargers. See Figure 7-3 for example generator installation.

Figure 7-3: Typical Stationary Back-Up Diesel Generator with Belly Tank Fuel Storage If CAT wishes to operate for more days during an emergency, the size of generator will stay the same, but the required quantity of fuel will scale linearly. The total amount of fuel required to be stored onsite will depend on the anticipated duration of the utility electrical outage and the amount of time required to receive a delivery of diesel fuel, as well as on environmental regulations and local policies. Routine maintenance and checks will be required to ensure that the generator is in good working order and that the diesel fuel is usable.

Adequate space is available on-site for either a new permanent generator or accommodation for a mobile generator with load bank connection. The generator is placed relatively close to its respective 31 ZEV STRATEGY AND FINAL REPORT
distribution panel. The location was determined to attempt to minimize the reduction of parking and minimize disruption to the site. The proposed generator locations are indicated in Figure 7-1. If permanent generators are installed, bollards should be installed surrounding the entire electrical equipment yard, but if a mobile generator is chosen as the preferred method of backup power, then the protective elements should be removable or installed in a manner to allow a mobile generator to be parked near the load bank cabinet to minimize the connection cable distance.

A permanent generator on-site will require an additional permit by the Air Quality Management District (AQMD) and will have annual limitations on the durations it is allowed to run. However, a temporary mobile generator that has been certified by the CARB would not require a permit by the AQMD but will have further restrictions on when it can be used such as during actual or imminent blackouts. Under any scenario, CAT should consider close coordination with both the AQMD and CARB as part of any plan to install a generator at the facility.

While diesel-fired generators will provide emergency back-up power, another potential avenue for resiliency is through renewables, such as solar energy generated through photovoltaics (PV). Several agencies have deployed solar PV assets to generate renewable energy to power functions like administration buildings. With the adoption of a BEB fleet, additional harvesting of solar PV energy. together with storage of this energy in a BESS, can be used to charge a portion of the fleet with energy that does not come 'from the grid'. As such, this strategy could be used to diminish some of the costs associated with charging, particularly during peak time-of-use periods.

Nevertheless, solar arrays and stationary batteries have limitations. The power generated with solar PV arrays will likely account for a small portion of the energy requirements of a BEB fleet, and in the case of stationary batteries, once they have been discharged to charge a BEB, they need to be recharged, which typically takes several hours. In the event of an emergency, relying solely on solar energy is impractical. As such, deploying complementary fossil fuel-powered generators is necessary to generate the power required to charge a BEB fleet.
32 ZEV STRATEGY AND FINAL REPORT

8.0 FINANCIAL EVALUATION AND IMPACTS
The financial evaluation for CAT's ZEV transition consisted of the modeling of a Base Case and a ZEV Case through a 2045 horizon. The Base Case is the 'business as usual' scenario and assumes the continued use of the current CAT fleet. The ZEV Case is the scenario in which the fleet is transitioned to 100% BE vehicles. The Base Case and ZEV Case are used for illustrative purposes to determine the comparative financial impacts of a transition to a ZEV fleet compared to business as usual. This in turn can provide insight into budget and funding requirements for capital and operating costs.

The financial modeling process is comprised of several steps. First, Stantec worked with CAT to collect all relevant financial data. The data, coupled with industry research, was used to determine the model inputs. After the model inputs were complete, costs were projected year by year through 2045 using a 3% inflation rate, energy price trends '5, and vehicle price trends 16 where applicable. The financial modeling is expressed in year of expenditure.

It is important to understand the inherent limitations of the financial modeling due to assumptions about costs, service levels, operations, asset life cycles, and other factors that are difficult to predict.

Additionally, it is important to note the categories modeled are focused on the impacts of a change in propulsion type. They do not account for service delivery costs (such as driver salaries) as these costs would be largely comparable in both scenarios.

8.1 FINANCIAL MODEL INPUTS
The financial model consists of eight main inputs that can largely be divided into fleet and cost information. The fleet inputs include vehicle lifecycle/ULB, vehicle mileage, and fuel efficiency. Cost inputs include vehicle purchase costs, vehicle maintenance, fuel, vehicle midlife refurbishments, and facility infrastructure and charging equipment. All inputs and assumptions are described in more detail below.

Fleet Inputs
Vehicle Lifecycles & Useful Life Benchmarks (ULB)
Both fossil fuel vehicles and ZEVs were assigned a ULB of 20 years based on data provided by CAT as well as ZEV industry information. However, is important to note that no reliable data can backup the assumption that ZEV can operate for that long period of time, even when assuming battery replacements in the midlife of the vehicle. It is important to note that no agency has operated ZEVs for a full life cycle, so actual ULBs are not currently known. The ULBs for each vehicle type are summarized in Table 8-1. 15 U.S. Energy Information Administration - EIA - Independent Statistics and Analysis 16 Vehicle price trends were derived from the CARB Transit Fleet Cost Model https://ww2.arb.ca.gov/resources/documents/transit-fleet-cost-model 33 ZEV STRATEGY AND FINAL REPORT
Table 8-1: Vehicle Lifecycles
Vehicle Type Lifecycle (years)
Diesel bus 20
Diesel cutaway 20
Gasoline cutaway 20
BE cutaway 20
Vehicle Mileage
Annual average vehicle mileage was calculated using fleet data provided by CAT. BE vehicle types were assumed to have the same annual average vehicle mileage as their fossil fuel equivalents. For example, BEBs were assumed to have the same mileage as diesel buses. A summary of the annual average vehicle mileage is shown in Table 8-2.

Table 8-2: Annual Average Vehicle Mileage by Vehicle Type Vehicle Type Annual Average Vehicle Mileage
(miles per vehicle per year)
Diesel bus 9,895
Diesel cutaway 4,068
Gasoline cutaway 9,008
BE cutaway (bus replacement) 9,895
BE cutaway (diesel cutaway 4,068
replacement)
BE cutaway (gasoline cutaway 9,008
replacement)
Fuel Efficiency
Average fuel efficiency was calculated using fleet data provided by CAT as well as the fleet and power modeling conducted by Stantec (Section 5.0). The fuel efficiencies for each vehicle type are shown in Table 8-3.

Table 8-3: Fuel Efficiency by Vehicle Type
Vehicle Type Fuel Efficiency
Diesel bus 3.71 miles/gallon
Diesel cutaway 5.88 miles/gallon
Gasoline cutaway 4.54 miles/gallon
BE cutaway 0.79 miles/kWh
34 ZEV STRATEGY AND FINAL REPORT
Cost Inputs
Vehicle Purchase Costs
Vehicle purchase costs were determined using cost information provided by CAT and BE market research, and a vehicle price outlook trend was applied. ' The capital costs for each vehicle type are summarized in Table 8-4.

Table 8-4: Vehicle Purchase Costs
Vehicle Type Vehicle Purchase Costs
Diesel bus $390,472.00
Diesel cutaway $101,236.00
Gasoline cutaway $101,236.00
BE cutaway $260,971.00
Vehicle Maintenance
Fossil fuel vehicle maintenance costs were estimated using data provided by CAT. BE vehicle maintenance costs were assumed to be 10% less than the fossil fuel vehicle equivalents. ZEVs have fewer moving parts compared to internal combustion engines, translating to fewer breakdowns and reduced maintenance. A 3% inflation rate was applied to all maintenance costs. Maintenance costs are expressed in dollars per mile as shown in Table 8-5.

Table 8-5: Vehicle Maintenance Costs
Vehicle Type Vehicle Maintenance Costs
(dollars per mile)
Diesel bus $0.58
Diesel cutaway $1.40
Gasoline cutaway $0.63
BE cutaway (bus replacement) $0.52
BE cutaway (diesel cutaway $1.26
replacement)
BE cutaway (gasoline cutaway $0.57
replacement)
17 Vehicle price trends were derived from the CARB Transit Fleet Cost Model. https://ww2.arb.ca.gov/resources/documents/transit-fleet-cost-model 35 ZEV STRATEGY AND FINAL REPORT
Fuel
Fossil fuel costs were determined using data provided by CAT and are expressed in dollars per gallon.

The PG&E BEV-2-S off-peak rate 18 was used for the electricity cost, expressed in dollars per kWh. All fuel types were also forecasted using the US Energy Information Agency (EIA) trends for the respective energy types. 19 The fuel cost inputs are summarized in Tabie 8-6.

Table 8-6: Fuel Costs
Fuel Cost
Diesel $4.93/gallon
Gasoline $4.25/gallon
Electricity $0. 19/kWh
Midlife Refurbishments and Battery Replacements
Vehicle midlife refurbishment costs were assumed to be included in the maintenance costs. CAT conducts inspections every 45 days and performs needed maintenance or equipment replacements as issues arise. The cost of a battery replacement for BEBs was assumed to be included in the vehicle purchase price because BEB warranties commonly include one battery replacement. However, CAT should review contract and warranty terms to understand expected battery performance and replacement conditions for specific OEMs and vehicles.

Facility Infrastructure and Charging Equipment
Estimates for the facility infrastructure and charging equipment were developed by Jacobus & Yuang, Inc.

The facility modifications to accommodate BE vehicles and the related chargers will be phased in over time in accordance with the fleet phasing schedule described in Section 6.0. The fleet phasing schedule identifies facility modifications in 2023 and 2029 to ensure there are sufficient chargers to support the number of BE vehicles in the fleet.

In addition to equipment, costs include general requirements, design contingency, contractors' markups, and escalation. Costs per year are summarized in Table 8-7, and an inflation rate of 3% was applied.

More information about itemized costs can be found in Appendix B: Cost Estimates.

Table 8-7: Facility Infrastructure and Charging Equipment Costs by Year Year Infrastructure & Equipment Costs Description
2023 $881.740.01
15kW level 2 chargers (3), 60kW fast charger (1)
2029 $247.353.99
15kW level 2 chargers (3)
18 https://www.pge.com/tariffs/assets/pdf/tariffbook/ELEC SCHEDS BEV.pdf 19 https://www.eia.gov/outlooks
36 ZEV STRATEGY AND FINAL REPORT

8.2 COMPARISON & OUTCOMES
The cost comparison between the Base Case and the ZEV Case transition scenario is presented in Table 8-8 incorporating both capital (orange) and operating (blue) expenses. The ZEV Case has a total cumulative cost of $5.7 million versus $2.9 million for the Base Case, a difference of $2.7 million or a 97% increase. However, the ZEV fleet is expected to save close to $275,000 in maintenance and fuel expenses over the timeframe.

The financial assessment does not consider any rebates, grants, credits, or other alternative funding mechanisms. Therefore, there may be several opportunities to offset the difference in the price between the Base Case and ZEV Case. Potential funding sources are discussed in Section 12.0.

Table 8-8: Base Case and ZEV Case Comparison 2023-2045
Base Case ZEV Case Cost difference
(ZEV - Base) 20
Fleet Acquisition $1,026,724 $2,918,556 $(1,891,832)
Fleet Refurbishment/Battery $- $- $-
Replacement
Fleet Maintenance $1,109,997 $1,035,713 $74,284
Fuel/Electricity $752,962 $552,683 $200,279
Infrastructure $- $1,177,094 $(1,177,094)
Total $2,889,683 $5,684,045 $(2,794,362)
Figure 8-1 shows a breakdown of costs between the Base Case and ZEV Case. The procurement of BE vehicles is $1,160,000 more than the Base Case due to the higher purchase price of BE vehicles compared to fossil fuel vehicles. Additionally, the conversion and upgrades to the facility to install charging infrastructure represents an added cost of $1,080,000. Lastly, the use of electricity represents an economic benefit of $117,000 over the life of the project when compared to the existing fossil fuel refueling. These savings are a direct reflection of the improved efficiency that BE vehicles have with respect to legacy technologies, with the added benefit of eliminating emissions. 20 Positive values represent savings.
37 ZEV STRATEGY AND FINAL REPORT
Figure 8-1: Cost Breakdown of Base Case and ZEV Case Scenarios $6 000.000
$5,000.000 81 177
S552,683
$4,000,000
51 035 713
$3.000,000
S752.962
$2,000,000
S1 109 997
$1.000.000
S-
Base ZEV
• Fleet Acquisition • Fleet Maintenance a Fuel •Infrastructure Figure 8-2 shows the year-to-year comparison between the Base Case and the ZEV Case. The higher costs for the ZEV Case occur during the years that facility modifications are conducted and when a greater number of vehicles are purchased.

Figure 8-2: Annual Cost Comparison 2023-2045
$1,000.000
100%
$900.000 90%
$800 00C 80%
$700,000 70%
S600 000 60%
N
$500,000 50% 38
$400,000 40% leet
$300,000 30% LL
S200,000 20%
S100 000 10%
S- 0%
2023 2025 2027 2029 2031 2033 2035 2037 2039 2041 2043 2045 • Base ZEV w. Fleet % ZEV
38 ZEV STRATEGY AND FINAL REPORT

9.0 OPERATIONAL AND PLANNING CONSIDERATIONS
This section provides guidance and strategies for various operational and planning requirements when implementing BEBs.

9.1 PLANNING, SCHEDULING, AND RUNCUTTING
According to the phasing schedule, the first ZEVs will be introduced in 2025, but construction and deployment of chargers will need to be occur prior to that, preferably at least 6 months ahead of the acquisition.

Key considerations for BE vehicle planning and scheduling include the fact that the useable energy of the battery is 80% of the nameplate capacity. While CAT may purchase buses that have a 120-kWh battery, for instance, it should plan for 80% of that capacity or ~96 kWh. The modeling conducted by the Stantec team in this study will help guide the deployment and charging parameters for BE vehicles in CAT's operations scheduling.

Developing a guide like the depot planning tool from Siemens below (Figure 9-1) that tracks the requirements for SOC, energy (kWh), estimated and planned mileages, and fuel economy (kWh per mile) will be important for planning and dispatching.

Figure 9-1: Depot Planning Tool to Understand Scheduling and Operations of BE Vehicles (Source: Siemens)
Example - 4 buses and 2 chargers c/w 2 dispensers each
Valen
Scheduled buses
Used chargers
Tatal energy required, on
Tetal energy delivered, cun 2091.7%
105.11
Marion poser. 0
See starts soc end planned, " so che ensee
Capacity. sas Mar distance, la
SSIu
191 1.29 293-77 243. 48837279102324
192 1.2 179.29 243. 48837279302328
192 179.00
243. 48837202102124
Non-revenue tests during vehicle commissioning should be conducted in different parts of CAT's service area to establish actual range and fuel economy on longer routes, routes with topography variations, and with simulated passenger loads and HVAC testing. Regarding HVAC testing, it is important to keep in mind that energy consumption varies with seasonality.
39 ZEV STRATEGY AND FINAL REPORT
Training for the scheduling and planning team will be needed to understand the importance of scheduling BE vehicles to the correct blocks. Training will also likely be needed in collaboration with CAT's scheduling software provider to account for hybrid deployments of BE and fossil fuel vehicles, and finally an entirely-BE operation.

In the long term, it is also important to consider battery capacity degradation; most BEB battery warranties specity that expected end of life capacity is 70% to 80% of the original capacity over six to twelve years?1. With an estimated 2% battery degradation per year, CAT will also need to rotate vehicles so that older buses are assigned shorter blocks, while newer BE vehicles are assigned the longest blocks. Transit agencies can improve battery outcomes through efforts like avoiding full charging and discharging events, avoiding extreme temperature exposure, and performing regular maintenance on auxiliary systems that consume energy.

Developing specific performance measures, goals, and objectives for BE vehicle deployment can also help to track BE vehicle progress and understand if adjustments to the BE vehicle deployment strategy will be required

9.2 OPERATOR NEEDS
As BE vehicles have different components and controls than conventional vehicles, BE vehicle performance also differs. Driving habits have a significant effect on BE vehicle energy consumption and overall performance and range (i.e., fuel economy can vary significantly between operators). Training is required to assure that operators are knowledgeable about regenerative braking, mechanical braking, hill holding, and roll back. Operators should also be trained on optimal driving habits including recommended levels of acceleration and deceleration that will maximize fuel efficiency.

Another option is to implement a positive incentive program that encourages operators to practice optimal driving habits for BE vehicles. This can be accomplished through rewards like priority parking in the employee lot, certificates, or other incentives. The Antelope Valley Transit Authority (AVTA) in Lancaster, California, has a program of friendly competition between operators in which the operator with the best average monthly fuel economy (the lowest kWh per mile) receives one month of access to a preferred parking spot in the employee lot.

In addition to driving training, operators should be educated about the expected range and limitations of BE vehicles. This can include factors such as variability in energy consumption from HVAC and different weather conditions, as well as expected recharging times and procedures. BE vehicle operators should be able to understand battery SOC, remaining operating time, estimated range, and other system notifications as well as become familiar with the dashboard controls and warning signals. Finally, BE vehicles are much quieter than conventional vehicles. Operators should be aware that pedestrians or people around the vehicle may not be aware of its presence or that it is approaching. 21 National Academies of Sciences, Engineering, and Medicine 2020. Guidebook for Deploying Zero-Emission Transit Buses. Washington, DC: The National Academies Press. https://doi.org/10.17226/25842. 40 ZEV STRATEGY AND FINAL REPORT

9.3 MAINTENANCE NEEDS
BE vehicle propulsion systems are more efficient than internal combustion engines. Without the diesel engine and exhaust system, there are 30% fewer mechanical parts on a BE vehicle compared to a conventional vehicle. BE vehicles also do not require oil changes and the use of regenerative braking can help to extend the useful life of brake pads. Therefore, the elimination of the internal combustion engine and powertrain may reduce operating maintenance costs in labor, material, and outsourcing However, not enough data currently exists to provide detailed insights into long-term maintenance practices for ZEV deployments in North America, particularly for cutaways and vans. Early studies from Kings County Metro show that the highest percentage of maintenance costs for BEBs came from the cab, body, and accessories system. It is recommended that CAT require OEMs to provide a list of activities, preventative maintenance time intervals, skills needed, and required parts needed to complete each preventative maintenance task for BE vehicles. CAT should also coordinate with OEMs and component manufacturers to develop spare parts inventories and understand lead times for spare parts.

Many BEBs contain on-board communication systems, which are helpful in providing detailed bus performance data and reporting error messages. This can assist maintenance personnel in quickly identifying and diagnosing maintenance issues.

9.4 VEHICLE PROCUREMENT GUIDANCE
BE options for cutaways and vans are limited, which also limits procurement options. Currently, three BE cutaways are on the market, but they have not been Altoona tested. Our modeling assumed that Altoona testing will be completed prior to any procurements.

The Lightning Systems E450 Shuttle Bus has a 129-kWh battery with a range of up to 120 miles. The vehicle is eligible for a $60,000 incentive per vehicle under the Truck and Bus Voucher Incentive Program (HVIP) 22. Another cutaway available for a $60,000 HVIP voucher is the GreenPower EV Star+ with a battery size of 118 kWh and stated range of up to 150 miles23. Finally, the Optimal-EV S1LF is a low-floor cutaway with a 113-kWh battery and 125-mile range. The vehicle utilizes Proterra's battery management system. Currently, only the GreenPower EV Star+ is listed in the CalACT/MBTA Purchasing Cooperative, but as more agencies begin to purchase BEBs, it is expected that more vehicles will be added. CAT should specify two rear-mounted charging ports accepting a minimum charging rate of 60kW kW(200 ADC) at 480 VDC or greater via SAE J1772 to maximize flexibility when parking and charging the vehicles.

Example vehicles are summarized Table 9-1. CAT should develop a competitive tendering process for its fleet procurement and use programs like the CalACT/MBTA Purchasing Cooperative to streamline procurement. CAT should also leverage APTA's Standard Bus Procurement Request for Proposal which 22 https://californiahvip.org/vehicles/lightning-systems-lev110e-bus-ford-e-450-with-lightning-powertrain/ 23 https://californiahvip.org/vehicles/greenpower-ev-star-plus/ 41 ZEV STRATEGY AND FINAL REPORT
contains language about charger specifications, data logging and telematics, and other information that would be useful to include for vehicle and charger procurements 24.

Table 9-1: Summary of BE Vehicle Options
Vehicie Battery
ZEV Make and Range
size Notes Example Vehicle Photos
type type model (miles)
(kWh)
BE Lightning 129 120 Eligible for $60,000
Systems E450 HVIP voucher.

Shuttle Bus
Supports both Level 2
and DC fast chargers
BE GreenPower 118 150 Eligible for $60,000
EV Star+ HVIP voucher.

Supports both Level 2
Cutaway and DC fast chargers.

BE Optimal-EV 113 125 Low-floor vehicle with
S1LF ADA-compliant entry
ramp.

Uses Proterra battery
management systems.

Supports both Level 2
and DC fast chargers

9.5 CO&M CONTRACTOR PROCUREMENT GUIDANCE
Many smaller transit agencies throughout the country use a third-party operations and maintenance (O&M) contractor to handle vehicle operations and maintenance. The contractor provides an all-inclusive billing rate for operations based on scheduled vehicle hours, an all-inclusive rate for maintenance based on scheduled vehicle miles, with a fixed monthly fee for a set contract term, with option rates for additional terms.
24 https://www.apta.com/research-technical-resources/standards/procurement/apta-bts-bpg-gl-001-13/ 42 ZEV STRATEGY AND FINAL REPORT
Based on this service delivery model, any savings resulting from a ZEV transition (such as reduced vehicle maintenance) would flow to the O&M contractor. Because of this, Stantec recommends that future procurement documents stipulate language for conditions to revisit the contracted rate once a certain portion of the fleet is transitioned to ZEVs. This will ensure that protections are built-in so that any cost savings realized by the O&M contractor is passed on to CAT. Example language from a procurement document drafted by Stantec is shown below:

The Contractor acknowledges that, as of the Commencement Date, the County's fleet comprises the Buses listed in Appendix E to the SOP and includes [XX] Electric Buses. The Contractor further acknowledges that the County intends to increase the number of Electric Buses available for Service and the Contractor shall cooperate fully with the County in the transition from diesel to Electric Buses, in accordance with the terms of this Contract and the SOP.

The Contractor shall support the County during the transition from a fossil fuel fleet to a zero- emission fleet. If the County transitions greater than 35 percent (35%) of the fleet to zero-emission buses, the County may request the Contractor to review the Hourly (or per Mile) Rate to identify reductions associated with zero-emission bus maintenance programs and requirements. Within thirty (30) days of receipt of the request from the County, the Contractor shall submit a proposal setting out the proposed new Hourly (or per Mile) Rate.

9.6 CHARGING NEEDS
BE vehicle recharging is substantially different than fueling a conventional vehicle. As part of the ZEV transition, plug-in chargers are proposed for BE vehicle charging at the maintenance facility. Once BE vehicles return to the yard and are parked, a service line technician or operator will plug in the dispenser to recharge the vehicle. CAT can monitor and control overall charging levels to balance energy needs with overall power demand. This will distribute charging to avoid large surges in power demand, while ensuring BE vehicles are charged. Smart charging software is described in more detail in Section 10.0. 43 ZEV STRATEGY AND FINAL REPORT
Figure 9-2: A BE Passenger Van Plugged into a Charger
transport

9.7 BATTERY DEGRADATION
Following the recommendations of the manufacturer is important to preserve the battery life. This includes charging the battery to a maximum of 90% SOC and not allowing the battery to dip below 10% SOC.

Furthermore, keeping charging below 300 kW can help extend the lifespan of the batteries.

Despite following these recommendations, natural battery degradation will always occur. Vehicle manufacturers offer extended warranties in their purchase agreements to account for battery degradation of 20% of the vehicle's nameplate capacity. Actual experience may differ, and CAT will need to work with its vendors to understand warranty terms.
44 ZEV STRATEGY AND FINAL REPORT

10.0 TECHNOLOGY
There are two types of technology that will help CAT manage its fleet: smart charging and fleet tracking software. Charge management or smart charging technology is imperative to manage electrical demand, curb costly demand charges, and to mitigate maximum power requirements of vehicle charging. Fleet tracking software, also known as telematics, tracks useful analytics related to the fleet and operations to help CAT make informed decisions.

10.1 SMART CHARGING
Transit agencies use smart charging software to optimize BE vehicle charging. Smart charging minimizes charging during peak times of the day and restrains the total power demand required for a BE fleet. It leverages artificial intelligence (AI) and switching processes to control when and how much charging occurs. This is based on factors such as time of day, number of connected BE vehicles, and the SOC of each BE vehicle. Well-planned smart charging can significantly reduce the electric utility demand by timing when and how much charging each vehicle receives.

Smart charging requires chargers that can be controlled as well as a software platform that can effectively aggregate and manage the chargers. A best practice is to select chargers where the manufacturers are participants in the Open Charge Point Protocol (OPP), a consortium of over 50 members focused on bringing standardization to the communications of chargers with their network platform.

There are several offerings in the industry for smart charging, charger management, and fleet management from companies such as ViriCiti, I/O Systems, AMPLY Power, Better Fleet (previously Evenergi), and Siemens. The charger manufacturers all have their own native charge management software and platforms. These platforms have management functionality and integration that often exceeds the abilities of the other platforms and provide data and functionality similar to that of the third- party systems. However, the third-party platforms provide more robust data streams while the BE vehicles are on route, including real-time information on SOC and usage rates.

Three leading charge management system (CMS) vendors have been evaluated as shown in Table 10-1.

Information within this table was provided by the vendors. This table indicates this point in time-at the time of procurement the features and criteria should be verified with the vendor. Note that Viriciti was purchased by ChargePoint in 2021, the intent is to operate ViriCiti separately from ChargePoint. A Buy America evaluation will be required for these vendors.
45 LEV STRATEGY AND FINAL REPORT
Table 10-1: Charge Management System Vendor Comparison (based on manufacturer's information) Item Criteria Description AMPLY Power - OMEGA ViriCiti - Agnostic Management No. Platform Chas Point -
1 Number of installations 14 More than 300
300+
(facilities) with multiple
high voltage direct
current chargers utilizing
the software
2 Quantify uptime% of 99.99% 99.99%

99.99%
cloud base service
3 What networking Hardwired ethernet is recommended, Cellular is recommended, wired Ethernet, Cellular
protocols or modes are cellular and facility WIFI are supported and WIFI are supported supported, i.e., wired
Ethernet, cellular, other
4 OCPP 1.6 compatibility Yes Yes
Yes
5 OCPP 2.0 compatibility Yes Yes
Yes
6 List available data fields Reports:
that can be reported SOC: start and end of charging
(such as starting and session, SOC all the time whether bus Uptime, Downtime, and Offline ending SoC, bus ID, in plugged in, parked or in the field. chargers (in hours, percentage, and charging power,...) Rate of charge (KW) of each charger total for a group) Bus I all he time whether bus is Energy Reports (in kWh and hours of duration)
plugged in or not.

Location of bus (in-depot, in field, etc.) Transactions:

Charging session: Charger OEM, Charger Name,
Energy dispensed Connector type, Connector/port
Duration of charging, number (1 or 2)
Vehicle Name/Number
Start Time and End Time
46 ZEV STRATEGY AND FINAL REPORT

11.0 WORKFORCE CONSIDERATIONS
The deployment of a new propulsion technology will require new training regimes for operators and maintenance staff. This section describes some key training considerations as well as the implications of the adoption of ZEVs.

11.1 ZEV TRANSITION WORKFORCE IMPLICATIONS
Early data suggest that ZEVs may require less maintenance than their fossil fuel counterparts because?7:
• The battery, motor, and associate electronics require little to no regular maintenance.

There are fewer fluids, such as engine oil, that require regular maintenance.

Brake wear is significantly reduced due to regenerative braking • There are fewer moving parts relative to a conventional fuel engine.

Because of this, the broader concern throughout the industry is a possible reduction in the number of maintenance staff required for a ZEV fleet. However, a reduction of staff should not be a major concern for agencies and municipalities for two main reasons: 1) high potential for new maintenance needs and requirements that arise from the maturation of ZEV technology, and 2) workforce training. upskilling, and reskilling programs available through the federal government. Currently, there is no comprehensive data to provide detailed insights into long-term maintenance practices for large-scale ZEV deployments in North America.

While fewer maintenance practices may be needed for ZEVs, the technology continues to evolve rapidly, providing avenues for continuous learning and staying updated on the latest advancements in ZEV maintenance and repair. New maintenance protocols and essential knowledge and skillsets have already emerged as the technology continues to mature and become more sophisticated.

Examples of specialized areas of knowledge include
• Overall ZEV technology: understanding the fundamental principles of ZEV technology. including the battery systems, electric motors, power electronics, regenerative braking, and other key components.
• Diagnostic tools and software: knowledge of specialized diagnostic tools and software used to assess and troubleshoot ZEVs.
27 https://afdc.energy.gov/vehicles/electric maintenance.html Stantec 55

ZEV STRATEGY AND FINAL REPORT
• Battery maintenance and management: understanding of monitoring charge levels, temperature management, and proper storage techniques.
• Charging and fueling infrastructure: understanding of charging and fueling methods including fast charging and slow charging, as well as the various charging connectors and their safe usage.
• Regenerative braking systems: understanding of how this system works and its impact on vehicle efficiency.

In addition, the FTA Workforce Development Initiative 28 provides resources and support for public transit agencies to recruit, retain, and train transit workers. The initiative also ensures that agencies can upskill, reskill, and hire an equitable and diverse workforce for current and new jobs emerging through advanced technologies. The goals of the initiative are to:

Provide a roadmap and strategic support to help transit agencies recruit, retain, and train their workforce.
• Develop resources to ensure equity and diversity in the public transit workforce. • Help agencies use the half of one percent available from urbanized area formula grants and other funding investments to develop workforce initiatives that address the unique needs of each agency.
• Partner with the Department of Labor to help agencies leverage funding and initiatives across both federal agencies.
• Help support the development of internships, apprenticeships, and/or work-based skills training.
• As needed. develop a transit curriculum for transit operators and engineers/technicians especially in safely working with low or zero-emission buses while ensuring there is no duplication of training activities led by the National Transit Institute (NTI). • Support academic and technical trade education partnerships, especially with community colleges.
• Assess and develop partnerships with social services programs to ensure workforce development programs also have resources to support worker transitions from other fields or disadvantaged backgrounds.

Elements of the initiative include:

Cooperative agreements with transit agencies to develop innovative workforce projects. : Meetings ane conferences to gather normation about public ranst agency workforce Reports and information on the results of those projects. issues/concerns.

A new transit workforce technical assistance program.
28 https://www.transit.dot.gov/research-innovation/workforce-development-initiative Stantec
56 ZEV STRATEGY AND FINAL REPORT
It will be important for CAT to research and utilize any available programs and funding to aid with the transition of their workforce from fossil fuel fleet maintenance practices to ZEV maintenance protocols.

11.2 TRAINING
BE vehicle manufacturers include basic training modules for bus operators and maintenance technicians that are typically included in the purchase price of the vehicle, with additional training modules and programs also available for purchase. It will be important for CAT leadership to work with its O&M operator and staff to understand how best to approach training for BE vehicles and determine whether additional training is needed. In general, maintenance technicians and operators will need to know how to perform inspections, conduct routine maintenance and repairs, and understand safety procedures related to the new technology.

The minimum required training recommendations are as follows for operators and maintenance technicians:
• BEB Operator training (total 56 hours)
• Operator drive training (four sessions, four hours each) • Operator vehicle/system orientation (20 sessions, two hours each) • BEB Maintenance technician training (total 304 hours) • Preventative maintenance training (four sessions, eight hours each) Electrical/electronic training (six sessions, eight hours each) Multiplex training (four sessions, each session consisting of three, eight-hour days) HVAC training (four sessions, four hours each)
• Brake training (four sessions, four hours each)
• Energy Storage System (ESS), lithium-ion battery and energy management hardware and software training (six sessions, eight hours each) Electric drive/transmission training (six sessions, eight hours each) Acquiring the following tools and safety materials should be a top priority to ensure successful in- house ZEV maintenance and management.
• Operational training module
High voltage interface box
Virtual training module
High voltage insulated tools
Insulated PPE
Electrical safety hooks
• Arc flash clothing
• Stantec 57

ZEV STRATEGY AND FINAL REPORT
Table 11-1 below provides a framework of potential training methods and strategies to bolster CAT's workforce development and successfully transition to a 100% ZEV fleet.

Table 11-1: Potential Training Methods
Plan Description
Train-the-trainer
Bus vendor training and fueling
vendor
necessary, rainediate, and advanced continuous learing
Retraining & refresher training
opportunities will be offered to all CAT staff.

ZEV training from other transit CAT should leverage the experience of agencies who were early agencies ZEV adopters, such as the ZEV University program offered by AC Transit.

National Transit Institute (NTI) NTI offers zero-emissions courses such as ZEV management and training benchmarking and performance
Local partnerships and
collaborations bus and laite it nager netos to shocase potentia careers in Associations such as the Zero Emission Bus Resource Alliance offer Professional associations opportunities for sharing and lessons leamed across transit agencies.

The priority in maintenance needs will be the issue of safety in dealing with high-voltage systems. All maintenance personnel in the garage, whether doing servicing, inspection, or repairs and those in other routines (e.g., plugging and unplugging BE vehicles) must be educated on the characteristics of this technology. One essential component is the provision and mandate of additional Personal Protective Equipment (PPE) beyond that which is required by automotive garage workplace legislated standards or CAT's policies. Examples of such apparel include high voltage insulated work gloves, flame retardant clothing, insulated safety footwear, face shields, special insulated hand tools, and grounding of apparatus that staff may be using. Also, procedures in dealing with accidents and injuries must be established with instructions and warning signs posted.

Current BEBs also contain on-board communication systems, which are helpful in providing detailed bus performance data and report error messages, which can assist maintenance personnel in quickly identifying and diagnosing maintenance issues. In addition, agencywide orientation to familiarize the agency with the new technology should also be conducted prior to the first BE vehicle deployment.

11.3 CHANGE MANAGEMENT
Finally, a ZEV transition and implementation is an agencywide endeavor that also includes the need to actively consider utilities as a stakeholder and partner. Communication will be critical during the • Stantec
58 ZEV STRATEGY AND FINAL REPORT
transition to ensure customers are made aware of potential disruptions and changes to bus operations.
•Stantec
59 ZEV STRATEGY AND FINAL REPORT

12.0 POTENTIAL FUNDING SOURCES
As a clear cost driver for transit agencies, funding the ZE transition will require external financial aid.

Due to the long timeframe over which buses will be procured and infrastructure will be constructed, it is imperative that CAT constantly monitors existing funding and financing opportunities and is aware of when new sources are created. Additionally, as more transit agencies in the state and country consider ZEV transitions, new funding opportunities may occur. Below are major current programs available for ZEV transition in Table 12-1.
• Stantec
60 ZEV STRATEGY AND FINAL REPORT
Table 12-1: Grants and Potential Funding Options for ZEV Transition Type Agency Fund/Grant/Program Description Additional Notes Low-No provides competitive funding for the
procurement of low or no emission vehicles, including
the leasing or purchasing of vehicles and related
Low or No Emission supporting infrastructure.

Federal Federal Transit
Administration (FTA) Program (Low-No A 20% local match is required Program) (5339(c)) 29 This has been an annual program under the FAST Act since FY2016 and is a subprogram of the Section 5339
Grants for Bus and Bus Facilities.

Buses and Bus
Federal Transit Grants applicable to rehab buses, purchase new Federal Facilities Program A 20% local match is required Administration (FTA) (5339(a) formula30 buses, and invest and renovate related equipment and facilities for low or no emission vehicles or facilities. 5339(b) competitive")
Typically, the MPO or another lead public agency is the 5311 grant funding makes federal resources available direct recipient of these funds and distributes these to Grants for Rural Areas to rural areas for transit capital, planning and operating ocal transit agencies based on TIP allocation. Agencie Federal ederal Trans assistance. Eligible activities include capital an allocate these funds for the purchase of ZEV:
dministration (FT/ (5311)32
investments in bus and bus-related activities such as
replacement, overhaul and rebuilding of buses. The federal share is not to exceed 80% for capital projects.
29 https://www.transit.dot.gov/lowno#:~:text=The%20Low%20or%20N0%20Emission,leasing% 20of%20required% 20supporting %20facilities. 30 https://www.transit.dot.gov/funding/grants/busprogram 31 https://www.transit.dot.gov/bus-program
32 https://www.transit.dot.gov/rural-formula-grants-5311 Stantec
61 ZEV STRATEGY AND FINAL REPORT
Type Agency Fund/Grant/Program Description
Additional Notes
5310 formula funding provides resources to help meet
Enhanced Mobility o the transportation needs of older adults and people seniors & Individual with disabilities. Eligible subrecipients (from the State For small urban and rural areas, the State is the direct Federal ederal Trans recipient and distributes these funds as it wishes Administration (FTA for rural areas) include public transit operators. Eligible with Disabilities activities include capital investments in buses and Agencies can allocate these funds for the purchase of vans, wheelchair lifts and harnesses, and other ZEVs.
equipment.

The CMAQ Program provides funds to states for
Congestion Mitigation transportation projects designed to reduce traffic Federal Highway congestion and improve air quality, particularly in areas Federal Administration and Air Quality
of the country that do not attain national air quality
(FHWA) MAgment Program standards. This includes projects that reduce criteria air pollutants regulated from transportation-related
sources, such as ZEV projects
Previously known as BUILD and TIGER, RAISE is a
United States discretionary grant program aimed to support Department of Local and Regional
Federal investment in infrastructure.

Transportation Project Assistance A local match is required.

Program (RAISE)" RAISE funding supports planning and capital (USDOT)
investments in roads, bridges, transit, rail, ports, and intermodal transportation.

Voucher program created in 2009 aimed at reducing
California Air Hybrid and Zero- the purchase cost of zero-emission vehicles.

State Emission Truck and
Resources Board
(CARB) Bus Voucher Incentive Transit agencies decide on a vehicle, contact the Voucher rebates vary by vehicle type and model. " Program (HVIP) 36 vendor directly, and then the vendor applies for the voucher.
33 https://www.transit.dot.gov/funding/grants/enhanced-mobility-seniors-individuals-disabilities-section-5310 34 https://www.transportation.gov/sustainability/climate/federal-programs-directory-congestion-mitigation-and-air-quality-cmaq 35 https://www.transportation.gov/RAISEgrants/about
36 https://californiahvip.org/
37 https://californiahvip.org/vehiclecatalog/
• Stantec
62 ZEV STRATEGY AND FINAL REPORT
Type Agency Fund/Grant/Program Description Additional Notes The Carl Moyer Program provides funding to help
California Air
procure low-emission vehicles and equipment. It is
State Resources Board
implemented as a partnership between CARB and Transit buses are eligible for up to $80,000 in funding. (CARB)
local air districts.

California Air Volkswagen Transit may be eligible for up to $65 million. Applications State Environmental VW's settlement provides nearly $130 million for zero- Resources Board Mitigation Trust emission transit, school, and shuttle bus replacements. are open for transit agencies and are processed on a (CARB) unding 39 first come, first serve basis.

STEP was a pilot that took a community-based
approach to overcoming barriers to clean
transportation. The future of STEP is currently being
determined by CARB and stakeholder groups through
California Air Sustainable the FY22-23 Funding Plan and Three-Year Plan for Lead applicants must be a CBO, federally-recognized Clean Transportation Incentives. tribe, or local government representing a public transit Statel Resources Board Transportation Equity
(CARB) Project (STEP) *° agency. Award amounts ranged from $184,000 to a There are two different grant types: Planning and maximum of over $7 million.

Capacity Building Grants (up to $1.75 million for
multiple grantees) and Implementation Grants (up to
$17.75 million for between one and three grantees).
38 https://ww2.arb.ca.gov/our-work/programs/carl-moyer-memorial-air-quality-standards-attainment-program 39 https://ww2 arb.ca.aov/our-work/oroarams/volkswaaen-environmental-mitigation-trust-california 0 https://ww2.arb.ca.gov/lcti-step
41 https://ww2.arb.ca.gov/news/grant-awards-announced-new-195-million-pilot-funding-equitable-clean-transportation-options Stantec
63 ZEV STRATEGY AND FINAL REPORT
Type Agency Fund/Grant/Program Description
Additional Notes
The Local Partnership Program provides funding to
California counties, cities, districts and regional transportation State Transportation SB1 Local Partnership agencies to improve aging infrastructure, road To be eligible, counties, cities, districts, and regional Program (LPP) *2 conditions, active transportation, transit and rail, and transportation agencies must have approved fees or Commission (CTC) taxes dedicated solely to transportation improvements. health and safety benefits. Funds are distributed
through competitive and formulaic components.

The SCCP includes programs with both formula and
competitive funds. Funding is available to projects that Improvements to transit facilities are eligible projects California Solutions for make specific performance improvements and are a To submit a SCCP application, the applicant needs to State Transportation Congested Corridors part of a multimodal comprehensive corridor plan Commission (CTC) know exactly what sources will be funding the project Program (SCCP)*3 designed to reduce congestion in highly traveled and when the funds will be used, as well as which corridors by providing more transportation choices for project phase they will be used for. residents, commuters, and visitors.

California SGR funds are formula funds eligible for transit State Department of SB1 State of Good maintenance, rehabs, and capital programs. Agencies Agencies can decide to devote its portion of SB 1 funds Transportation Repair (SGR) " receive yearly SB1 SGR funding through their MPO, to a ZEV transition. (Caltrans) based on population and farebox revenues
California The LCTOP provides capital assistance to transit Department of Low Carbon Transit Many agencies are already recipients of these funds and State Operations Program agencies in order to reduce greenhouse gas emissions Transportation and improve mobility. 5% and 10% of the annual Cap can use these funds to purchase ZEVs and related (Caltrans) (LCTOP)*5 equipment.
and Trade auction proceeds fund this program.
42 https://catc.ca.gov/programs/sb1/local-partnership-program 43 https://catc.ca.gov/programs/sb1/solutions-for-congested-corridors-program 44 https://dot.ca.gov/programs/rail-and-mass-transportation/state-transit-assistance-state-of-good- repair#:~:text=Program%200verview&text=This%20program%20receives%20funding%20of delivery %20of%20California's% 20transportation %20progra ms.
45 https://dot.ca.gov/programs/rail-and-mass-transportation/low-carbon-transit-operations-program-Ictop Stantec
64 ZEV STRATEGY AND FINAL REPORT
Type Agency Fund/Grant/Program Description Additional Notes California The TIRCP was created to fund capital improvements Department of Transit and Intercity that reduce emissions of greenhouse gases, vehicle The five cycles of TIRCP funding have awarded $6.6 State RCp tal Program miles traveled, and congestion through modernization billion in funding to nearly 100 projects throughout Transportatior
(Caltrans) of California's intercity, commuter, and rail, bus, and California. ferry transit systems.

The STIP is a five-year plan for future allocations of
California
tate Transportatio certain state transportation funds including state ZEV procurement could compete for STIP funding State STipy ement Prograr highway, active transportation, intercity rail, and transit Funding is distributed via a formula for a variety of improvements. The STIP is updated biennially in even- projects. numbered years.

California Transportation The TDA law provides funding to improve existing public transportation services and encourage regional
State Department of Development Act
Transportation (Mills-Alquist-Deddeh transportation coordination. There are two funding sources: the Local Transportation Fund (LTF) and the transit services, public transportation, and bus and rail (Caltrans) Act (SB 325)) *8 projects
State Transit Assistance (STA) fund.

Clean Transportation The California Energy Commission's Clean Transportation Program provides up to $100 million
State California Energy
Commission annually for a variety of renewable and alternative fuel A local match is often required. transportation projects throughout the state, including Program y specific projects for heavy-duty public transit buses. 46 https://calsta.ca.gov/subject-areas/transit-intercity-rail-capital-prog 47 https://catc.ca.gov/programs/state-transportation-improvement-program 48 https://dot.ca.gov/programs/rail-and-mass-transportation/transportation-development-act 49 https://www.energy.ca.gov/programs-and-topics/programs/clean-transportation- program#:~:text=The%20California%20Energy%20Commission's%20Clean, advanced%20transportation%20and%20fuel%20technologies Stantec
65 ZEV STRATEGY AND FINAL REPORT
Type Agency Fund/Grant/Program Description Additional Notes The AHSC Program funds land use, housing, and
transportation projects to support development that
reduces GHG emissions. The program provides both
grants and loans that reduce GHG emissions and
Department of Affordable Housing benefit disadvantaged communities through increasing Housing and and Sustainable accessibility via low-carbon transportation. The maximum award amount is not to exceed $30 State million per project, with a minimum award of at least $1 Community ommunities Progra
Development AHSC) Sustainable transportation infrastructure projects, million. transportation-related amenities, and program costs
(including transit ridership) are eligible activities.

Agencies can use program funds for assistance in
construction or modification of infrastructure for ZEV
conversion as well as new vehicle purchases.

CMO awards up to $1 million vouchers to develop and
California Climate Clean Mobility Options launch zero-emission mobility projects including the State Investments CMO) Voucher Pild purchase of zero-emission vehicles, infrastructure, rogram planning, outreach, and operations projects in low- income and disadvantaged communities.

The CPCFA is developing a purchasing assistance
Medium-Heavy-Duty program for HD ZEV fleets. This will provide financial California Pollution (MHD) Zero Emission support and technical assistance to fleet managers A minimum of 75% of financing must be directed State Control Financing deploying ZEV fleets. CPCFA will designate high /ehicle Financin towards fleets that directly impact or operate in Authority (CPCFA) Program priority fleets based on implications for climate change underserved communities pollution, environmental justice, and post-COVID
economic recovery.

PG&E's EV Fleet Program offers incentives to facilitate Pacific Gas & EV Charging Statior the installation of EV charging stations for medium and Entities eligible to receive rebates for the purchase and Other Incentives for Medium heavy-duty fleets. EV charging stations with an output installation of new charging stations include schools.

Electric (PG&E) Heavy-Duty Fleets
of 50.1-149.9 kW can receive up to $25,000 in transit agencies, and disadvantaged communities. rebates "
50 https://sgc.ca.gov/programs/ahsc/
51 https://cleanmobilityoptions.org/about/#
52 https://afdc.energy.gov/laws/12858
• Stantec
66 ZEV STRATEGY AND FINAL REPORT
Type Agency Fund/Grant/Program Description Additional Notes LCFS credits are not necessarily funding to be applied
for; rather, they are offset credits that are traded
(through a broker) to reduce operating costs.

Low Carbon Fuel Once ZEVs are acquired and operating, agencies can Other N/A Creditard (LOFS collect LCFS and 'sell' them to reduce operating costs Credit prices vary. of ZEVs.

Both hydrogen and electricity used as fuels are eligible for LCFS credits.

Although they are not funds for projects, Transportation N/A Transportation Development Credits, also called "Toll Credits", satisfy Other Development Credits the federal government requirement to match federal funds. 54
53 https://ww2.arb.ca.gov/our-work/programs/low-carbon-fuel-standard/lcfs-credit-generation-opportunities 54 https://dot.ca.gov/-/media/dot-media/programs/rail-mass-transportation/documents/f0010121-toll-credit-fact-sheet.pdf 55 https://dot.ca.gov/-/media/dot-media/programs/rail-mass-transportation/documents/f0009899-2-toll-credits-fact-sheet-a11y.pdf Stantec
67 ZEV STRATEGY AND FINAL REPORT
An important source of potential funding is the TA's Low-No funding opportunity. In December 2021, the FTA released a Dear Colleague letter outlining new requirements for Low-No and Bus Facility Grant Applications. The letter details the requirement for a Zero-Emission Fleet Transition plan in response to amendments in the statutory provisions for these programs as part of the Bipartisan Infrastructure Law. The FTA Zero-Emission Fleet Transition plan includes six major elements, presented in Table 12-2. Moving forward, to qualify for these funding opportunities, a transit agency must include a transition plan with these elements. CAT can use much of the material in the ZEV Rollout Plan document to develop a ZE Fleet Transition Plan to comply with the FTA's requirements 56.

Table 12-2: FTA Zero-Emission Fleet Transition Plan Requirements Element Description
1: Long-Term Fleet Plan and Application Demonstrate a long-term fleet management plan with a strategy for how Request the applicant intends to use the current application and future acquisitions.
2: Current and Future Resources to Address the availability of current and future resources to meet costs for Meet Transition the transition and implementation
3: Policy and Legislative Impacts Consider policy and legislation impacting relevant technologies 4: Facility Evaluation and Needs for Include an evaluation of existing and future facilities and their Technology Transition relationship to the technology transition. 5: Utility Partnership Describe the partnership of the applicant with the utility or alternative fuel provider.
6: Workforce Training and Transition Examine the impact of the transition on the applicant's current workforce by identifying skill gaps, training needs, and retraining needs of the exiting workers of the applicant to operate and maintain ZEVs and related infrastructure and avoid displacement of the existing workforce 56 To view a list of winners and projects, please see https://www.transit.dot.gov/funding/grants/fy22-fta-bus-and- low-and-no-emission-grant-awards
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68 ZEV STRATEGY AND FINAL REPORT

13.0 SERVICE AND ZEV DEPLOYMENT IN DISADVANTAGED

COMMUNITIES
CARB defines Section F of the rollout plan as "Providing Service in Disadvantaged Communities" oased on disadvantaged communities as identified by CalEnviroScreen, an online mapping tool developed by the Office of Environmental Health Hazard Assessment. The tool identifies (at the census tract level) the state's most pollution-burdened and vulnerable communities based on geographic, socioeconomic, public health, and environmental hazard criteria.

ICT provisions require that transit agencies describe how they are planning to deploy ZEVs in disadvantaged communities by outlining the location of the disadvantaged community (census tract) where the ZEV will be deployed, how many ZEVs, and in what year the ZEVs will be deployed.

Figure 13-1 shows that there are many CalEnviroScreen-defined disadvantaged communities within CAT's service area. These include communities with the most pollution burden (>75%) and those within the core of Corcoran experiencing between 50% and 75% pollution burden.

Stantec
69 ZEV STRATEGY AND FINAL REPORT
Figure 13-1: CalEnviroScreen Pollution Burden Quartiles in the CAT Service Area CalEnviroScreen Disadvantaged
Communities (2021)
CalEnviroScreen pollution burden 6031001200
score percentile (Census Tract)
0% 25% 50% 75% 100%
6031001300
2 Miles
Cemetery
6107003100
6031001500
6031001402
Corcoran
6031001401
6031001601
State Prisons
6031001602
6107003200
This figure shows that all census tracts colored in red are in the top 25% for pollution burden and overall vulnerability and are designated as disadvantaged communities according to CalEnviroScreen criteria. CAT's service area encompasses at least one disadvantaged community, showing that CAT can deploy ZEVs to replace any vehicle and fulfill this requirement, improve air quality, and reduce the pollution burden in the Corcoran area.

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70 ZEV STRATEGY AND FINAL REPORT

14.0 GREENHOUSE GAS IMPACTS
One of the chief reasons for transitioning to ZEVs is to reduce pollution by removing the harmful byproducts of fossil fuel combustion from traditional combustion engines. While ZEVs eliminate all tailpipe emissions, there may still be upstream carbon emissions associated with the production of energy sources that power ZEVs. This section assesses the overall impacts of ZEV transition on harmful emissions.

Based on the ZEVDecide modeling of greenhouse gas (GHG) emissions, CAT's current fleet is estimated to emit 91 tons57 of COz in a year, inclusive of upstream emissions. 58 In contrast, the future BE fleet will emit approximately 17 tons of CO2 annually. It is important to note that although BE vehicles don't have tailpipe emissions, they have upstream emissions resulting from the carbon- intensity of the electric grid. The annual emissions for the current and BE fleet are summarized in Table 14-1and Figure 14-1.

Table 14-1: Total Annual CO2 Emissions (tons)
Base Fleet BE Fleet
Upstream emissions (ton COz/year) 21.5 17.2
Tailpipe emissions (ton COz/year) 69.9
Total Ton COz/year 91.4 17.2
57 All GHG calculations are presented in tons (not metric tons) of CO2 equivalent, which is calculated using the short-term 20-year global warming potential of CO2, methane, black carbon, and particulate matter. 58 Upstream emissions are GHG emissions related to the production of the fuel used to power vehicles, such as emissions from the production of electricity used to power vehicles (https://www.epa.gov/greenvehicles/light- duty-vehicle-emissions)
• Stantec
71 ZEV STRATEGY AND FINAL REPORT
Figure 14-1: Total Annual CO2 Emissions (tons)
100.0

90.0 80.0

70.0 50.0
60 9

10.0 0.0
Base fleet BE fleet
• Upstream emissions # Tailpipe emissions
Figure 14-2 shows the estimated annual emissions through 2045. After the full transition is complete, the BE fleet can reduce CAT's GHG footprint by approximately 74 tons annually, or 81%.

Stantec
72 ZEV STRATEGY AND FINAL REPORT
Figure 14-2: Annual CO2 Emissions, 2023-2045
200
180
160
140
120
Ton CO2/year 100
30 60
40 20
рог" 0 ого 1050. 10, i pa,
- Base Case - ZEV Case
Stantec used the annual emissions that will be displaced by the BE fleet, along with the EPA GHG equivalent calculator 59 , to visualize equivalent benefits. As presented in Figure 14-3, implementing a BE fleet will eliminate emissions equivalent to removing approximately 190,000 miles driven by a fossil fuel vehicle, diverting the use of 172 barrels of oil per year, planting 89 acres of trees, or eliminating the energy use of 9 households in a year.
59 https://www.epa.gov/energy/greenhouse-gas-equivalencies-calculator • Stantec
73 ZEV STRATEGY AND FINAL REPORT
Figure 14-3: Equivalent GHG Benefits of Implementing a BE Fleet Removing 190,292 miles driven by an
average gasoline-powered passenger vehicle
Diverting the use of 172 barrels of oil
every year
-
Planting 89 acres of trees to sequester
carbon
Eliminating the energy use of 9 homes
for one year
Stantec
74 ZEV STRATEGY AND FINAL REPORT

15.0 OTHER TRANSITION ITEMS
According to the CARB ICT regulation, transit agencies can pool resources when acquiring ZEV infrastructure if they:

Share infrastructure
Share the same MPO, transportation planning agency, or Air District • Are located within the same Air Basin
The Kings County Association of Governments (KAG) is the metropolitan planning organization (MPO) for the Kings County region, and it is the designated planning and administrative agency for transportation projects and programs in the county. CAT's service area is located within the San Joaquin Valley APCD and the San Joaquin Valley Air Basin. Table 15-1 lists the agencies that operate transit services within the same air basin. While CAT could theoretically partner with any transit agency in the region, the geographic proximity of service areas might negatively impact the feasibility of creating effective joint groups, with the exception of CAPTA.

Table 15-1: Other Transit Agencies in San Joaquin Valley Air Basin Total revenue
County Agency ZEV Choice Notes
vehicles 60
Kings CAT 6 BE
Kings KCAPTA 39 BE
Stanislaus Regional
Stanislaus Transit Authority 128 FCE
(StanTA)
While the ZEV plan focuses
on BEB technology, it also
San Joaquin Regional stipulates that FCEBs may
San Joaquin 145 BE
Transit District® be deployed depending on
tech availability.
2022 SRTP notes BEBs are
Merced Transit the likely technology
Merced 73 BE
Authority option 2, but a full ZEV study
is currently underway
60 Based on NTD 2021 data.
61 https://ww2.arb.ca.gov/sites/default/files/2020-09/SJRTD ZEV%20ROP ADA08122020.pdf 62 https://www.mcagov.org/DocumentCenter/View/3591/SRTP Draft ?bidld= Stantec
75 ZEV STRATEGY AND FINAL REPORT
County Agency Total revenue ZEV Choice
Notes
vehicles60
Madera County
• City of Madera
Madera • County of 36 total TBD ZEV planning underway.

Madera
City of Chowchilla
County of Fresno's ZEV plan
is underway and FAX will
Fresno City of Fresno (FAX) 178 deploy BEBs on paratransit County of Fresno 121 BE and FCE services, and a mix of BEBs and FCEBs for fixed-route
service.

Tulare County
• City of Tulare
Tulare • Tulare County 90 total ZEV plan currently
BE
Area Transit underway.

City of Visalia
GET plans to deploy FCEBS
Golden Empire Transit for fixed-route services and
Kem 137 BE and FCE BEBs for
District (GET Bus)
paratransit/demand-
response services.

Kern Kem County Transit 70 TBD ZEV plan current underway.

Regardless of whether a decision is made to explore formation of a formal joint ZEV group, CAT should remain in communication with other transit agencies in the region to understand how the agencies can work together to leverage resources and coordinate efforts on a regional level.

Another recommended strategy is developing a multi-operator vehicle procurement group. That is, CAT could join with any of the agencies outlined above to produce common specifications for ZEVs, thus potentially driving down the purchase costs of ZEVs by increasing the quantity of vehicles purchased. Leveraging joint procurement through the CalACT/MBTA purchasing cooperative (Cooperative) is a prudent approach, as the Cooperative offers a variety of ADA compliant vehicles like vans and cutaways. Currently, ZE options are limited. CAT and other operators may wish to encourage OEMs to develop vehicles with longer ranges and more hydrogen options, especially vehicle types like cutaways and vans.
•Stantec
76 ZEV STRATEGY AND FINAL REPORT

16.0 PHASING AND IMPLEMENTATION
Table 16-1 provides an overview of the phasing plan for CAT's ZEV rollout strategy. Note that expenses are in the year of cost incurred, while the fleet quantity columns show when vehicles are delivered, which is offset from the purchase year.

Table 16-1: ZEV Implementation Phasing Plan, 2023-2045
Year Infrastructure ZEV Fleet ZEV Fleet | Training Capital Operating | Total Procureme Adoption % Expenses Expenses Expenses
nts ($) (S) ($)
2023 (3) 15kW leve No No OEM training for 881,740 93,925 975,665 2 chargers procurement procurement technicians
(1) 60kW
charger OEM training for
staff
2024 No installation No 0% Annual refreshers 103,618 91,176 194,794 procurement
Local fire and
emergency
response
department
introduction to new
technology
2025 No installation 1 cutaway 100% OEM training 273,396 78,407 351,804 2026 No installation No No Annual refreshers - 78,468 78,468 procurement procurement
Local fire and
emergency
response
department
introduction to new
2027 No installation 1 cutaway 100% 286,414 69,264 355,678 OEM training for
staff
2028 No installation No No Annual refreshers - 69,988 69,988 procurement procurement
Local fire and
emergency
response
department
introduction to new
technology
Stantec 77

ZEV STRATEGY AND FINAL REPORT
Year Infrastructure ZEV Fleet ZEV Fleet | Training Capital Operating | Total Procureme Adoption % Expenses Expenses Expenses
($) ($) (5)
2029 (3) 15kW level No No 295,354 71,209 366,563
2 chargers procurement procurement OEM training
2030 No installation 2 cutaways 100% Annual refreshers 614,221 60,848 675,069 Local fire and
emergency
response
department
introduction to new
technology
2031 No installation No No OEM training for 62,145 62,145 procurement procurement technicians
OEM training for
staff
2032 No installation No No Annual refreshers 63,471 63,471 procurement procurement
Local fire and
emergency
response
department
introduction to new
technology
2033 No installation 64,862 64,862
procurement procurement OEM training
2034 No installation No No Annual refreshers 66,233 66,233 procurement procurement
Local fire and
emergency
response
department
introduction to new
2035 technology
No installation 1 cutaway 100% OEM training for 344,982 58,227 403,208 technicians
OEM training for
staff
2036 No installation No No Annual refreshers 59,572 59,572 procurement procurement
Local fire and
emergency
response
department
introduction to new
technology
2037 No installation - 61,052 61,052
procurement OEM training
• Stantec
78 ZEV STRATEGY AND FINAL REPORT
Year Infrastructure | ZEV Fleet ZEV Fleet Training Capital Operating Total Procureme Adoption % Expenses Expenses Expenses
($) ($)
2038 No installation No No Annual refreshers 62,556 62,556 procurement procurement
Local fire and
emergency
response
department
introduction to new
technology
2039 No installation No No OEM training for 64,133 64,133 procurement procurement technicians
OEM training for
staff
2040 No installation No Annual refreshers 65,702 65,702 No
procurement procurement
Local fire and
emergency
response
department
introduction to new
technology
2041 No installation No No OEM Training 67,337 67,337
procurement procurement 68,940 68,940
2042 No installation No Annual refreshers
procurement procurement
Local fire and
emergency
response
department
introduction to new
technology
2043 No installation No No DEM training fo - 70,594 70,594 procurement procurement technician:

OEM training for
staff
2044 No installation 1 cutaway 100% Annual refreshers 425,304 69,278 494,581 Local fire and
emergency
response
department
introduction to new
echnology
2045 No installation 2 cutaways 100% DEM Training 870,622 71,010 941,632 •stantec 79

ZEV STRATEGY AND FINAL REPORT

APPENDICES
Stantec
80 ZEV STRATEGY AND FINAL REPORT
APPENDIX A: SITE PLANS

ZEV STRATEGY AND FINAL REPORT
SEPTIN AMAZA • Stantec
Y. OMENSIONS SHOWN NEW UNDERGROUND CONDUT

NEW UNDERGROUND SERVICE CONDUIT

NEW OCTARDS TO BE STALLED AROUND AL

NEWELECTRICAL SERVE COUPLENT

CHARGING CABINET / EQUIPMENT WI

WEEVELS

LOCATION
IMAGE 8 1: FFER

VIEW OF BUS PARKING CANOPY

NEW MOANN

ELECTRICAL METER
398 150 NORTH AVENUE. CORCORAN CA 93212 EB ROLLOUT & IMPLEMENTATION PLAS

CAT BUS FACIUTY ACE ITY SITE PLAN
CE
-EXISTING CHARLINK FENCE
DATE
TRANS ORBER 9/5/23
DWG
CALE: 1'= 5 1.0
PRINTED ON 11•

ZEV STRATEGY AND FINAL REPORT
LEGEN
OWN IS CONCEPTUAL AND FOR PLANNINO PURPOSES ONLY • Stantec ..... NEW UNDEROROUNO CONDUIT
• NEW COLLARDS TO BE INSTALLED AROUND ALL NEW ELECTRK AU WANI NEW UNDERGROUND SERVICE CONDUM

ANEN CAR TO SCALE NEW ELECTRICAL SERVICE EQUIPMENT

OCATION OF EXISTING ELECTRICAL UTILITY AT THIS SITE IS UNKNOW NEW ELEC METER ANC NEW CHARDER 1II0
SIN. CANCE
OPTION 1

LASTING PARAL LUEISLAN
CAT TRANSIT CENTER 1090 OTIS AVENUE. CORCORAN. CA 93212 ZEB ROLLOUT & IMPLEMENTATION PLAN

FACILITY SITE PLAN
DATE
EXISTING PARKINO LOT IS LANC 9/20/23

ADUED WHIN DRIVE AISLE
DWG.

CALE 2.0
PRINTED ON 17

ZEV STRATEGY AND FINAL REPORT
APPENDIX B: COST ESTIMATES

ZEV STRATEGY AND FINAL REPORT
JACOBUS & YUANG, INC.

CAT BUS FACILITY

ZEB ROLLOUT &

IMPLEMENTATION PLAN
CORCORAN, CA 93212

CONCEPTUAL DESIGN

OPINION OF PROBABLE COST
JYI# C2708A
October 23, 2023
PREPARED FOR:

STANTEC
BY:

JACOBUS & YUANG. INC.
330 North Lantana Street, Suite 28, #220
Camarillo, CA 93010
TEL (213) 688-1341 or (805) 339-9434
FAX (866) 431-3256

ZEV STRATEGY AND FINAL REPORT
Prepared by. Jacobus 8 Yuang, Inc.
[PROJECT: CAT BUS FACILITY - ZEB ROLLOUT & IMPLEMENTATION PLAN JOB#: C2708A LOCATION: CORCORAN, CA DATE: 23-0ct-23
CLIENT: STANTEC REVISED:

SUBJECT: CONCEPTUAL DESIGN OPINION OF PROBABLE COST - SUMMARY DESCRIPTION EST QTY UNIT TOTAL CONST.

COST COST
(SUMMARY OF ESTIMATE

COST SUMMARY
BUS CHARGERS 7 EA 161.299.14 1.120.004
TOTAL OPINION OF PROBABLE COST W/ PRORATES + 7 EA 161,299.14 1,129.094

ESCALATON

ESCALATION INCLUDED IN THE ABOVE, IS BASED ON THE
FOLLOWING:

BASE MONTH

CONSTRUCTION START MONTH

CONSTRUCTION DURATION (MONTHS)
MID POINT OF CONSTRUCTION Nov-24
% ANNUAL ESCALATION 7.50%
ALLOWANCE FOR ESCALATION (TO MIDPOINT OF 8.27%

CONSTRUCTION)
NOTES:

GENERAL, NOTES
1 PRICES BASED ON MIN. 45 COMPETITIVE RESPONSIVE BIDS RECEIVED FROM GENERAL CONTRACTORS • COSTS IN THIS ESTIMATE INCLUDES LABOR BASED ON PREVAILING WAGE RATES PLUS MATERIAL AND EQUIPNEN COSTS COMBINED INTO ONE UNIT COST.
3 ESTIMATE IS DERIVED FROM CONCEPTUAL DESIGN DRAWINGS PREPARED BY STANTEC DATED 08/06/2023, RECEIVED 0912512023

SPECIFIC EXCLUSIONS
1 TYPICAL SOFT COSTS BEYOND REGULAR GENERAL CONTRACTOR COSTS ARE EXCLUDED

SPECIFIC INCLUSIONS
1 EQUIPMENT CHARGER PADS
2 PEDESTAL-MOUNTED PANELS PLUS METERS
3 18) - 15KW SINGLE CHARGERS
4 11) - 60KW SINGLE CHARGER

COMMUNICATIONS ROUGH-INS ALLOWANCE

ZEV STRATEGY AND FINAL REPORT
Prepared by. Jacobus & Yuang. Inc.

PROJECT: CAT BUS FACILITY - ZEB ROLLOUT & IMPLEMENTATION PLAN JOB#. C2708A LOCATION: CORCORAN, CA DATE: 23-001-23
JENT: STANTE REVISED:

JBJECT: CONCEPTUAL DESIGN OPINION OF PROBABLE COST - SUMMAF DESCRIPTION EST QTY UNIT TOTAL CONST.

COST COST

DEFINITIONS

OPINION OF COST
prodi an of once read are sure of the quants of moties prepared from mite or dram information Historical costs, information provided by contractors and suppliers, plus judgmental evaluation by the Estimator are used a appropriate as the basis for pricing.
allowances as appropriate wil be included for items of work which are not indicated on the design documents, provided thi he Estmator is made aware of them, or which in the judgement of the Estimator are required for completion of the worl JYI cannot, however, be responsible for inclusion of tems or work of which me have not been informed.

BID
An offer to enter a contract to perform work for a fixed sum, to be completed with n a limited period of time.

PECIAL NOTE - MARKET CONDITIONS
the current market conditions for construction, our experience shows the following results on competitive bids. as differential from JYI final estimates:

Number of bids

1..........
2-3....
4-5..........
8-7..........
8 or more....

Accordingly. it is extremely important to ensure that a minimum of 45 valid bids are recerved

ZEV STRATEGY AND FINAL REPORT
Prepared by: Jacobus &Yuang. Inc
PROJECT: CAT BUS FACILITY - ZEB ROLLOUT & IMPLEMENTATION PLAN JOB#. CZ708A) LOCATION: CORCORAN, CA DATE: 23-0ct-23
REVISED:

SUBJECT: CONCEPTUAL DESIGN OPINION OF PROBABLE COST - BEB CHARGERS DISPENSER QTY: 7 ITEM DESCRIPTION EST OTY UNIT TOTAL CONST.

NO. COST COST
[SUMMARY OF ESTIMATE $
20 (8) SAN EVE 2 CHARGING DISPENSERS i EA 82.451.33 494.708 201,782.00 201,762
SUBTOTAL 284,213.33 696,470
PRORATES:

GENERAL CONDITIONS / GENERAL REQUIREMENTS 15.00% 14,024.43 104,47 DESIGN / ESTIMATE CONTINGENCY 20.00% 22.884.00 160.188
SUBTOTAL 322,021.76 961,129
CONTRACTOR'S MARK-UP:

BONDS 2.00% 2,740.14 19.223
CONTRACTOR'S FEE 8.50% 8,924.71 82,473
SUBTOTAL 333,692.61 1,042,825
ESCALATION:

ESCALATION TO MIDPOINT, - SEE SUMMARY FOR 8.27% 12.324.14 86.280

ESCALATION PARAMETERS
[TOTAL OPINION OF PROBABLE COST 161.299.14] 1,129,094

ZEV STRATEGY AND FINAL REPORT
Prepared by: Jacobus &Yuang, Inc.

PROJECT: CAT BUS FACILITY - ZEB ROLLOUT & IMPLEMENTATION PLAN JOB#:

LOCATION: CORCORAN, CA DATE: 23-0ct-23
CLIENT: STANTEC REVISED:

SUBJECT: CONCEPTUAL DESIGN OPINION OF PROBABLE COST - BEB CHARGERS] DISPENSER QTY:

ITEM DESCRIPTION EST OTY UNIT TOTAL CONST.

NO. COST COST

1.0 (6) - 15KW LEVEL 2 CHARGING DISPENSERS $

SECONDARY POWER
SECONDARY FEEDER, 400A ((2) - 3ª PVC CONDUIT WI 4 #310 + 240 LF 213.70 51,288 1#3)
POC TO (E) UTILITY TRANSFORMER 1 EA 1,200.00 1,200
ALLOWANCE FOR WG PULLBOX 5,000.00 5.000
TRENCH/DUCTBANK - (2) CONDUITS 220 LF 34.72 8.333
CUT & PATCH (E) PAVEMENT 220 130.00 28,600
CUT & PATCH (E) PLANTING/IRRIGATION 20 LF 20.00 400

PANEL & METER
PANEL BOARD. 400A-480V-3PH, NEMA 3R, PEDESTAL MOUNT 27.000.00 EXTRA FOR METER 3.910.01
GROUNDING 1.20000 1,000
CONCRETE PAD 1.250
15 KW LEVEL 2 CHARGERS
15 KW MIN. LEVEL 2 CHARGER (material, tax, & freight) 42,900.00 257,400 INSTALLATION 8,435.00 38.610
15 KW FEEDER (25A), 1* PVC CONDUIT W/ 3 #10 + 1#10 19.00 3,800 GROUNDING 350.00 2,100
ALLOWANCE FOR U/G PULLBOX 1.500.00 1,500
DUCTBANK 46.30
COMM. ROUGH-INS - ALLOWANCE 2,500.00
CHARGER PAD 11000 14100
PIPE BOLLARD 11,700

CUT & PATCH (E) PAVEMENT ) LF

MISCELLANEOUS
MISC /TESTING 1 LS 18.730.00 16.730
194,708

SUBTOTAL

2.0 (1) - 60KW DC CHARGER
PANEL & METER 17,100
PANEL BOARD. 200A-480V-3PH, NEMA 3R.PEDESTAL 1 EA 17,100.00

MOUNTED
EXTRA FOR METER I EA 3,830.00 3,830
GROUNDING 1,000.00 1,000
200A FEEDER - 2 112 PVC CONDUIT WI 3 #3/0 + 1 #0 300 79.78 23,934 POC TO (E) POWER SOURCE - ASSUME LOCATED @ CAT 1 EA 1,200.00 1,200

OPS BUILDING
DUCTBANK 300 LF 46.30 13,890
CONCRETE PAD 1 EA 800.00 800
CUT & PATCH (E) PAVEMENT 300 LF 130.00 30,000
60KW DC CHARGER
SINGLE CORD CHARGER, 60 KW (materiad, tax. & freight) 1 EA 73,640.00 73.840 1 EA 11,050.00 11,050
60 KW FEEDER (100A) - 2ª PVC CONDUIT W/ 3#3 + 1 #8 10 LF 76.40 785 GROUNDING EA 350.00 350
ALLOWANCE FOR UG PULLBOX I EA 1,500.00 1,500

•

ZEV STRATEGY AND FINAL REPORT
Prepared by: Jacobus &Yuang, Inc
PROJECT: CAT BUS FACILITY - ZEB ROLLOUT & IMPLEMENTATION PLAN JOB#: C2708A ¡LOCATION: CORCORAN, CA DATE: 23-0ct-23
CLIENT: STANTEC REVISED:

SUBJECT: CONCEPTUAL DESIGN OPINION OF PROBABLE COST - BEB CHARGERS DISPENSER QTY: 7 ITEM DESCRIPTION EST QTY UNIT TOTAL CONST.

NO. N COST COST
DUCTBANK 48.30 483
COMM. ROUGH-INS - ALLOWANCE 3,500.00 3.500
CHARGER PAD 320.00 320
PIPE BOLLARD 1.200.00 2,400
CUT & PATCH (E) PLANTINGIRRIGATION 10 LF 20.00 200

MISCELLANEOUS
MISC./TESTING 1 LS 6.820.00 8.820
SUBTOTAL 201,762

City of

CORCORAN
FOUNDED 1914

A MUNICIPAL CORPORATION

MEMORANDUM STAFF REPORT
ITEM # 6-G
TO: Corcoran City Council
FROM: Kevin J. Tromborg, Community Development Director SUBJECT: Resolution No. 4060 (Letter of Convenience and Necessity) regarding Conditional Use Permit 23-04 and Planning Commission Resolution 2024-05 for a Type 47 (on site) alcohol/liquor license in conjunction with a future restaurant to be located at 1130 Van Dorsten Avenue.

DATE: July 16, 2024 MEETING DATE: July 23, 2024
Recommendation: (Voice Vote)
Consider approval of Resolution No.4060 for Conditional Use Permit 23-04 for a type 47 Alcohol License from Alcohol Beverage Control Department (ABC) to serve alcohol/liquor regarding a permitted Restaurant to be located at 1130 Van Dorsten Avenue, as recommended by the Planning Commissions Resolution 2024-05.

Discussion:

The applicant proposes to sell on-site alcoholic beverages for consumption in conjunction with a restaurant to be located at 1130 Van Dorsten Avenue, Corcoran, CA. The applicant is in the process of applying to the Department of Alcoholic Beverages Control (ABC) for an on-site sale license type 47. According to ABC, there are four (4) off sale licenses and one (1) on-site license in census tract 0014.02 adding a second on site license creates an over concentration of licenses.

In an area of over concentration, a letter of convenience and necessity is required from the City Council before the office of Alcoholic Beverages Control will approve the license.

The Planning Commission in its regular meeting on July 15, 2024, reviewed and considered all the conditions presented by the staff and approved the Planning Commission Resolution No. 2024-05, Conditional Use Permit 23-05 by a 3 to 1 Vote.

Budget Impact: None
Attachment:

1. Planning Commissions Resolution 2024-05
RESOLUTION NO. 4060

CORCORAN CITY COUNCIL

PERTAINING TO
CONDITIONAL USE PERMIT 23-05
At a meeting of the City Council of the City of Corcoran duly called and held on July 23, 2024, the Council approved the following:

Whereas, Mr. Gurmohan Sidhu, submitted an application requesting approval for a Conditional Use Permit to sell alcohol/liquor for a proposed business located at 1130 Van Dorsten Avenue; Whereas, the Planning Commission considered the staff report on July 15, 2024; and Whereas, the Alcohol Beverage Control Department (ABC) has determined that there is an over concentration of off-site and on-site licenses in the 0014-02 census tract area; and Whereas, the Planning Commission has made the following findings pursuant to the City of Corcoran Zoning Ordinance.
(A) The proposed business is to be in an existing building that is zoned for this type of business and therefore is categorically exempt under CEQA 15301 as an existing facility. (B) There is an over concentration of alcohol beverage licenses in the area as identified by the Office of Alcohol Beverage Control.
(C) That the owner or developer applied for Site Plan Review, and it was reviewed by all Department and outside agencies that may require oversight prior to the issuance of a Building (D) A letter of convenience and necessity will be required from the City Council with the approved Planning Commission CUP.
(E) That the site for the proposed use is adequate in size and shape to accommodate the said use and all yards, spaces, walls and fences, parking, loading, landscaping and other features required by this Title to adjust said use with land and use in the neighborhood. (F) That the site for the proposed use relates to streets and highways adequate in width and pavement type to carry the quantity and kind of traffic generated by the proposed use. (G) That the proposed use will have no adverse effect upon adjoining or other properties and that a Site Plan Review application be submitted for full review by Community Development Staff and other agencies as may be required.

That the proposed use is consistent with the objectives and the policies of the Corcoran General Plan, or any specific plans, area plans, or planned development approved by the HEREAS, the City Council has carefully considered recommendations from the Plannin Commission public hearing of July 15. 2024, an
IT IS THEREFORE RESOLVED that Resolution No. 4060; Conditional Use Permit 23-05 be approved with the Conditions stated in Planning Commission Resolution 2024-05 and City Council Resolution 4060.

PASSED AND ADOPTED at a regular meeting of the City Council of the City of Corcoran by the following vote:

AYES:

NOES:

ABSENT:

ABSTAIN:

PASSED AND ADOPTED on this 235d day of July 2024
Jennette Zamora Bragg
Mayor
Attested By:

Marlene Spain
City Clerk

CERTIFICATE
City of Corcoran
County of Kings }ss.

State of California
I, Marlene Spain, City Clerk of the City of Corcoran, hereby certify that this is a full, true and correct copy of Resolution No. 4060 duly passed by the City Council of the City of Corcoran at a regular meeting thereof held on the 23'd day of July 2024, by the vote as set forth therein DATED: July 23, 2024
Marlene Spain
City Clerk
•

CORCORAN CITY PLANNING COMMISSION
RESOLUTION NO. 2024-05

PERTAINING TO
CONDITIONAL USE PERMIT 23-05
At a meeting of the Planning Commission of the City of Corcoran duly called and held on, July 15, 2024, the Commission approved the following:

Vhereas, Gurmohan Sidhu, submitted an application requesting approval for a Conditional Us ermit to sell alcohol/liquor for a existing business located at 1130 Van Dorsten Avenue, Corcorar CA 93212; and
Whereas, this Commission considered the staff report on July 15, 2024; and Whereas, the Alcohol Beverage Control Department (ABC) has determined that there is an over concentration of off-site and on-site licenses in the 0014-02 census tract area; and Whereas, the Planning Commission has made the following findings pursuant to the City of Corcoran Zoning Ordinance
(A) The project is exempt under CEQA (15300.1 ministerial) and 15301 Class 1 Existing building.
(B) There is an over concentration of alcohol beverage licenses in the area as identified by the Office of Alcohol Beverage Control
(C) A letter of convenience and necessity will be required from the City Council if the Planning Commission approves the CUP
(D) That all agencies and departments that have authority or interest in the project were notified (E) That a Public Hearing notice was published in the Corcoran Journal with today's date and time regarding this proposed CUP.
(F) That the site for the proposed use is adequate in size and shape to accommodate said use and all yards, spaces, walls and fences, parking, loading, landscaping and other features required by the Corcoran Municipal Code, Ordinances, Standards or State and Federal Codes of regulations to adjust said use with land and use in the designated zone or neighborhood.
(G) That the site for the proposed use relates to streets and highways adequate in width and pavement type to carry the quantity and kind of traffic generated by the proposed use.
(H) That the proposed use will have no adverse effects upon adjoining or other properties in the vicinity. In making this determination. the Commission or Council shall consider the proposed location of improvements on the site; vehicular ingress, egress and internal Circulation, external circulation, setbacks; heights of buildings or structures; wall or fences; landscaping; outdoor lighting: signs; and any other characteristics that will affect the property or properties in the vicinity.
(1) That the proposed use is consistent with the objectives and policies of the Corcoran General Plan, or any specific plans, or planned development approved by the City. (D) That all requirements from the Kings County Fire Department be complied with. (K) That all the requirements from Kings County Environmental Health be complied with.

IT IS THEREFORE RESOLVED that Conditional Use Permit 23-05 should be approved with the Conditions stated in the Staff Report and Resolution 2024-015 AYES: Bege, trazier and Kassne -
NOES: WaTKins
ABSENT: Frey
ABSTAIN:

Adopted this 15th day of July, 2024
Planning Commission Chairman

CERTIFICATE
City of Corcoran
County of Kings
State of California }
I, Joanna Castro, Planning Commission Secretary of the City of Corcoran, hereby certify that this is a full, true, and correct copy of Resolution No.2024-05 duly passed by the Planning Commission of the City of Corcoran at a regular meeting thereof held on the 15'h day of July 2024, by the vote as set forth therein.

DATED:

Joanna Castro
Planning Commission Secretary
ATTEST:

Marlene Spain, City Clerk
City of

CORCORAN
FOUNDED 1914

A MUNICIPAL CORPORATION

STAFF REPORT
ITEM #: 6-H

MEMORANDUM
TO: City Council
FROM: Kevin J. Tromborg: Community Development Director/Transit Director DATE: July 17, 2024 MEETING DATE: July 23, 2024
SUBJECT: Resolution No. 4061 regarding approving maximum increase amount of program assistance and revising the City of Corcoran's Homebuyers program Guidelines.

Discussion:

On October 18, 2023, Community Development Staff presented to the City Council Resolution 4023 with a proposed increase of the program assistance maximum to $120,000. After council deliberation, the council voted to increase the maximum to $120,000. Because of the escalating cost of home ownership and the increasing cost of housing rehabilitation in California, The Department of Housing and Community Development in conjunction with the 2023 Homeownership Super Notice of Funding Availability (NOFA) has increase the maximum Loan amount to an eligible recipient to 40 percent of the purchase price of the property up to a maximum of $200.00. For reconstruction /rehabilitation loan the maximum will be $250,000 The City of Corcoran receives grant funding from the Federal and State government in the form of Community Development Block Grants (CDBG), Home Investment Partnerships Program (HOME), and CalHome funds. These grants are used for our First Time Buyers Program (FTB) and our Home Rehabilitation Program.

Budget Impact:

Cost to the City regarding HOME and CalHome funds is drawn down from the 2019 HOME grant and the 2023 CalHome grant administrative cost.

Attachments:

Resolution No. 4061
RESOLUTION NO. 4061

RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CORCORAN

APPROVING REVISIONS TO THE FTHB, HOME PARTNERSHIP PROGRAM AND

CALHOME GUIDELINES REGARDING MAXIMUM ASSISTANCE INCRESE WHEREAS, the California Department of Housing and Community Development and the United States Department of Housing and Urban Development have developed guidelines for the HOME and CalHome partnership Program First Time Home Buyers (FTHB); and WHEREAS, The Corcoran City Council approved the HOME, FTHB and Rehab guidelines on October 18, 2023; and
WHEREAS, housing, land and construction cost have dramatically increased in the past year; and
WHEREAS, the need for larger financial assistance is required to qualified applicants for the City's Fist Time Buyers program; and
WHEREAS, The City's current maximum for assistance in conjunction with the HOME Investment Partnership is $120,000; and
WHEREAS, The Department of Housing and Community Development have raised the maximum for FTHB to $200,00 and Rehabilitation to $250,000 WHEREAS, The City has a contracted Partnership with Self Help Enterprise who advised the City of the need for a higher assistance maximum amount.

NOW, THEREFORE, BE IT RESOLVED that the City Council does hereby approve an increase to the HOME, CalHome FTHB Program to a maximum assistance funding to $200,000 for FTHB and $250,000 For Housing Rehabilitation.

The foregoing Resolution 4061 was approved and adopted at a regular meeting of the City Council of the City of Corcoran held on the 23" day of July 2024, by the following vote:

AYES:

ABSTAIN:

NOES:

ABSENT:

APPROVED:

Jeanette Zamora Bragg
ATTEST:

Marlene Spain, City Clerk
CalHome Technical Assistance for Shared Housing Programs) is $100,000. If applying for more than one activity, the minimum application amount for those activities is $600,000.

The maximum application amount for a project (a Homeownership Development Project Loan with or without Technical Assistance for Self-Help Housing Projects) is $10 million.

The maximum application amount for one or more programs is $5 million. If applying only for Technical Assistance for Self-Help Housing Projects, the maximum application amount is $500,000. If applying only for CalHome Technical Assistance for Shared Housing Programs, the maximum application amount is $300,000.

2. Minimum and maximum per-unit funding limits
A. CalHome and Serna Grant Activities
For the purposes of this Super NOFA, the minimum and maximum amount of funding to individual Borrowers will be:
i. Mortgage Assistance, including for Mortgage Assistance provided as a part of a Homeownership Development Project Loan
The maximum Loan amount by an award recipient to an eligible Borrower will be 40 percent of the Borrower's purchase price for the property, up to a maximum of $200,000. The minimum Loan to a Borrower will be not less than $1,000.
ii. Owner-Occupied Rehabilitation Assistance
The maximum Loan amount by an award recipient to an eligible Borrower will be $200,000 unless the home is in need of reconstruction. If the home is in need of reconstruction, the maximum Loan amount will be $250,000.

The maximum Loan amount for addition or full reconstruction of an ADU will be $250,000. The maximum Loan amount for replacement of a manufactured home not on a permanent foundation in the case where it has been determined by the Recipient it is infeasible to rehabilitate the home will be $150,000. The minimum Loan to a Borrower will be not less than $1,000.
ili. CalHome ADU/JADU Assistance
The maximum Loan amount by an award recipient to an eligible Borrower for ADU/JADU construction will be $250,000. The minimum Loan to a Borrower will be not less than $1,000.
iv. Serna Acquisition of Manufactured Housing
Department of Housing and Community Development -9-
Homeownership Super NOFA. Round 1
City of

CORCORAN
FOUNDED 1914

A MUNICIPAL CORPORATION-

MATTERS FOR MAYOR AND COUNCIL
ITEM #:7

MEMORANDUM
MEETING DATE: July 23, 2024
TO: Corcoran City Council
FROM: Greg Gatzka, City Manager
SUBJECT: Matters for Mayor and Council
7-A. Upcoming Events/Meetings
• August 9, 2024 (Friday) Farmers' and Artisans' Market-5:30-8:30 pm Christmas Tree Park
• August 13, 2024 (Tuesday) Council Meeting- 5:30 p.m., City Council Chambers August 19, 2024 (Monday) Planning Commission Meeting- 5:30 p.m., City Council Chambers
• August 27, 2024 (Tuesday) Council Meeting- 5:30 p.m., City Council Chambers 7-B. City Manager's Report
7-C. Council Comments/Staff Referral Items - This is the time for council members to comment on matters of interest.
7-D. Committee Reports

1. Kings Waste and Recycling Agency (KWRA)

2. Kings County Association of Governments (KAG)

3. Kings Community Action Organization
City Offices
832 Whitley Avenue * Corcoran, CA 93212 * Phone 559.992.2151 * www.cityofcorcoran.ca.gov Update 07/16/24
1914

COUNCIL REQUESTS OR REFERRRAL ITEMS
PENDING FURTHER ACTION or RESOLUTION BY STAFF

DATE REQUEST STATUS DEPARTMENT

RESPONSIBLE
Dept/Division
Vacant and blighted commercial properties. Council Presented to City Manager 09/26/23 directed staff to begin preparing an abatement ordinance. Council 7/23/2024
09/26/23 Expansion of diagonal car parking along Whitley Ave. In progress Public Works/Community
Development
09/26/23 Council directed Staff to begin preparing a public In progress Community nuisance ordinance. Development/Police
Department
11/14/23 Traffic safety and emergency access. 'xplorin City Manager ptior
Being City Manager/
3/26/24 Housing Authority - Streets researched Cry Aloney