Council Sustainability Committee
January 8, 2024

Monday, January 8, 2024
5:00 PM

CITY OF HAYWARD
Hayward City Hall
777 B Street
Hayward, CA 94541
www.Hayward-CA.gov
Hybrid/Conference Room 2A
Council Sustainability Committee
Agenda

January 8, 2024Council Sustainability Committee Agenda
NOTICE: The Council Sustainability Committee will hold a hybrid meeting in Conference Room 2A and virtually via Zoom
How to submit written Public Comment:

Send an email to [email protected] by 1:00 p.m. the day of the meeting. Please identify the Agenda Item Number in the subject line of your email. Emails will be compiled into one file, distributed to the Council Sustainability Committee and City staff, and published on the City's Meeting and Agenda Center under Documents Received After Published Agenda.

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CALL TO ORDER

ROLL CALL
PUBLIC COMMENTS:

REPORTS/ACTION ITEMS
Approval of Meeting Minutes from the Council Sustainability Committee (CSC) Meeting Held on November 13, 2023
MIN 24-002

1. Attachments: Attachment I MInutes from 11/13/23
Proposed PG&E Transmission Line Over Highway 92:

Discussion and Recommendation to Council
ACT 24-003

2. Attachments: Attachment I Staff Report

January 8, 2024Council Sustainability Committee Agenda
City Fleet Electrification & Electric Vehicle Charging - Discussion and Direction to Staff
ACT 24-0023.

Attachments: Attachment I Staff Report
Attachment II City of Hayward Fleet Electrification Assessment Compliance with Stormwater Trash Reduction Requirements - Information and Discussion
RPT 24-0014.

Attachments: Attachment I Staff Report

FUTURE AGENDA ITEMS
Proposed 2024 Agenda Planning Calendar: Review and
Comment
ACT 24-0015.

Attachments: Attachment I Staff Report

COMMITTEE MEMBER/STAFF ANNOUNCEMENTS AND REFERRALS

ADJOURNMENT
Next Regular Meeting: Monday, March 11, 2024

CITY OF HAYWARD
Hayward City Hall
777 B Street
Hayward, CA 94541
www.Hayward-CA.gov
File #: MIN 24-002
DATE: January 8, 2024
TO: Council Sustainability Committee
FROM: Director of Public Works

SUBJECT
Approval of Meeting Minutes from the Council Sustainability Committee (CSC) Meeting Held on November 13, 2023

RECOMMENDATION
That the CSC reviews and approves the November 13, 2023 meeting minutes.

ATTACHMENTS
Attachment I Council Sustainability Meeting Minutes from November 13, 2023 CITY OF HAYWARD Printed on 1/5/2024Page 1 of 1
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CITY COUNCIL SUSTAINABILITY COMMITTEE MEETING
Hybrid Meeting
November 13, 2023
5:00 p.m.

MEETING MINUTES
CALL TO ORDER: Meeting called to order at 5:00 p.m. by Council Member Julie Roche.

ROLL CALL:

Members:

Present
▪ Julie Roche, City Council Member/CSC Chair
▪ Angela Andrews, City Council Member
▪ Francisco Zermeño, City Council Member
Staff:
▪ Alex Ameri, Director of Public Works
▪ Dustin Claussen, Assistant City Manager
▪ Makenna Colucci, Sustainability & Climate Action Fellow ▪ Nicole Grucky, Senior Sustainability Specialist
▪ Linda Ko, Senior Secretary (Meeting Recorder)
▪ Erik Pearson, Environmental Services Manager
▪ Elise Pierce, Recycling Outreach Fellow
▪ Leigha Schmidt, Principal Planner

PUBLIC COMMENTS
There were no public comments.

1. Approval of Minutes of the Council Sustainability Committee (CSC) Meeting Held on September 11, 2023
The item was moved by Council Member Zermeño, seconded by Council Member Andrews, and approved unanimously.

2. Proposed General Plan Amendments: Climate Action Plan, Hazards Element, and Environmental Justice Element – Discussion and Recommendation to Council Leigha Schmidt, Principal Planner, reported on the Hazards Element update and a new Environmental Justice Element of the Hayward 2040 General Plan. Erik Pearson, Environmental Services Manager; Nicole Grucky, Senior Sustainability Specialist; and Makenna Colucci, Sustainability & Climate Action Fellow, presented on the updated Climate Action Plan.

Public Comments
There were no public comments.

Committee Comments

Council Member Andrews asked staff to reach out to two residents who had expressed concerns about the use of funds for the Urban Forest Management Plan for software to further explain to them the need for the software in order to develop the plan itself. Council Member Andrews also asked staff to look into the state guidelines for synthetic turf and also the reasons why some jurisdictions are banning it.

Council Member Zermeño expressed his interest in banning synthetic turf and asked staff to look into other municipalities that had banned artificial turf and their protocols to implement the ban.

Council Member Roche stated she was interested in banning synthetic turf for residential properties but was concerned about the cost factor for maintaining natural grass for larger public parks. For the Hazards Element, Council Member Roche suggested looking at shade infrastructure such as awnings and sail cloth structures where trees may not be suitable.

Ms. Schmidt said that Planning staff would suggest the idea to developers. Council Member Roche proposed partnering with the Hayward Unified School District and the Hayward Area Recreation and Park District to use compost as well as help distribute it to the community.

The Committee voted unanimously to recommend to Council to approve the proposed amendments to the General Plan.

FUTURE AGENDA ITEMS:

3. Proposed 2024 Agenda Planning Calendar: Review and Comment Mr. Pearson shared the proposed 2024 agenda planning calendar with the Committee.

Public Comments
There were no public comments.

Committee Comments
Council Members requested reports on the following topics as future agenda items:
artificial turf, tree planting, water, water system resiliency, and trash can requirements for new development.

COMMITTEE MEMBER/STAFF ANNOUNCEMENTS AND REFERRALS:

There were no Committee Member or staff announcements and referrals.

ADJOURNMENT: 6:16 p.m.

MEETINGS
Attendance Present
11/13/23
Meeting
Present
to Date This
Year
Excused
to Date This
Year
Absent
to Date This
Year
Julie Roche ✓ 5 0 0
Angela Andrews ✓ 5 0 0
Francisco Zermeño ✓ 4 0 0

CITY OF HAYWARD
Hayward City Hall
777 B Street
Hayward, CA 94541
www.Hayward-CA.gov
File #: ACT 24-003
DATE: January 8, 2024
TO: Council Sustainability Committee
FROM: Director of Public Works

SUBJECT
Proposed PG&E Transmission Line Over Highway 92: Discussion and Recommendation to Council

RECOMMENDATION
That the Council Sustainability Committee (CSC) reviews this report and provides a recommendation to Council to approve agreements with PG&E and Caltrans.

SUMMARY
PG&E has proposed a new electrical transmission line that would cross Highway 92 to serve a new data center located on Clawiter Road. The crossing is part of a large industrial project that was approved by the Planning Commission in 2021. The proposed alignment of the transmission line has been modified and would require the removal of several additional mature trees. PG&E is offering mitigation funds to Caltrans, however, by law, Caltrans cannot enter into agreements with private entities. Therefore, Caltrans has requested that the City serve as an intermediary and enter into an agreement with PG&E to accept the funds and an agreement with Caltrans to transfer the funds to Caltrans for tree mitigation.

Staff is seeking the Committee’s direction to negotiate the necessary agreements, which would be presented to the full Council for approval.

ATTACHMENTS
Attachment I Staff Report
CITY OF HAYWARD Printed on 1/5/2024Page 1 of 1
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DATE: January 8, 2024

TO: Council Sustainability Committee

FROM: Director of Public Works

SUBJECT: Proposed PG&E Transmission Line Over Highway 92: Discussion and Recommendation to Council

RECOMMENDATION

That the Council Sustainability Committee (CSC) reviews this report and provides a recommendation to Council to approve agreements with PG&E and Caltrans.

SUMMARY

PG&E has proposed a new electrical transmission line that would cross Highway 92 to serve a new data center located on Clawiter Road. The crossing is part of a large industrial project that was approved by the Planning Commission in 2021. The proposed alignment of the transmission line has been modified and would require the removal of several additional mature trees. PG&E is offering mitigation funds to Caltrans, however, by law, Caltrans cannot enter into agreements with private entities. Therefore, Caltrans has requested that the City serve as an intermediary and enter into an agreement with PG&E to accept the funds and an agreement with Caltrans to transfer the funds to Caltrans for tree mitigation. Staff is seeking the Committee’s direction to negotiate the necessary agreements, which would be presented to the full Council for approval.

BACKGROUND

The Hines project was approved by the Planning Commission on February 11, 20211. The project consists of four industrial buildings, including a three-story data center, on an approximately 26-acre site located at 25800 Clawiter Road. The site is also adjacent to the California State Route 92 (SR92) highway. See Figure 1 below.

1 https://hayward.legistar.com/LegislationDetail.aspx?ID=4791223&GUID=52B31733-BC4B-4D91-A106-1853583C544E&Options=&Search=

Figure 1. Site Plan

The three-story data center, approximately 279,000 square feet, is shown as Building 4 in Figure 1. The project, which is nearing completion, includes a transformer yard at the east end of the site that will serve the data center and new high voltage transmission lines connecting to an off-site PG&E substation across SR92.

DISCUSSION

The developer of the data center is working with PG&E to connect the on-site data center transformer yard to PG&E’s substation located on Arden Road. PG&E has submitted encroachment permits to the City and Caltrans seeking permission to work within the street and highway rights of way to construct the required 230kV transmission towers and line as shown below in Figure 2.

Figure 2. Proposed Route for new 230kV Transmission Towers and Line

Due to minimum clearances required for the proposed transmission line, the segment shown above in orange would require the removal of several mature trees. PG&E has offered to provide mitigation funds for alternative landscaping. Caltrans is prohibited from entering into an agreement with a private entity such as PG&E. The parties have requested that the City help facilitate the tree and landscaping mitigation by entering into agreements with PG&E and Caltrans.

SR92 is designated as a scenic highway in the Alameda County Scenic Route Element of the Alameda County General Plan. The Scenic Route Element, last updated in 1994, also prohibits the installation of new billboards along designated routes, including Highway 92. This section of SR92 is also designated as a Classified Landscaped Freeway (CLF). CLF is a section of freeway with ornamental vegetation planting that meets the criteria established by the California Code of Regulations, Outdoor Advertising Regulations, Title 4, Division 6. This designation is used by Caltrans for the control and regulation of outdoor advertising displays.

Landscaped Freeways are sections of freeway that have been landscaped within the State right-of-way and are generally in urban areas. To qualify for classification, planting must be:
- Within State Right of Way
- Minimum 1000 feet long and contiguous (no gaps greater than 200 feet) - Ornamental
- On at least one side of the freeway
- Require reasonable maintenance

The PG&E mitigation funds would be used to prepare a landscape design plan that will likely include new shrubs below the transmission line to replace the existing trees. The landscape design plan may also include tree planting in nearby areas where they would not conflict with the overhead transmission line. The new landscaping should allow Caltrans to maintain SR92’s CLF designation.

FISCAL IMPACT

The proposed PG&E transmission line will have no impact on the City’s General Fund. The City staff coordination efforts will be provided by existing budgeted staff positions.

ECONOMIC IMPACT

The proposed PG&E transmission line is needed to allow for the operation of the data center, which was previously approved by the City. The project will not have a significant impact on the local economy.

STRATEGIC ROADMAP

This agenda item does not relate to any Strategic Priorities or projects in the Strategic Roadmap.

SUSTAINABILITY FEATURES

The proposed landscape mitigation to be completed as part of the transmission line installation will seek to minimize the loss of existing trees and vegetation. Mitigation work will be required to establish new landscaping of equal value as required to maintain the Classified Landscaped Freeway designation of State Route 92, and will be designed to maintain its scenic qualities.

PUBLIC CONTACT

No public contact was made for this agenda item.

NEXT STEPS

Upon direction from the Committee, staff will negotiate agreements with Caltrans and PG&E and then seek authorization from the full Council to execute the agreements.

Prepared by: Erik Pearson, Environmental Services Manager

Recommended by: Alex Ameri, Director of Public Works

Approved by:
___________________________________________
Kelly McAdoo, City Manager

CITY OF HAYWARD
Hayward City Hall
777 B Street
Hayward, CA 94541
www.Hayward-CA.gov
File #: ACT 24-002
DATE: January 8, 2024
TO: Council Sustainability Committee
FROM: Director of Public Works

SUBJECT
City Fleet Electrification & Electric Vehicle Charging - Discussion and Direction to Staff

RECOMMENDATION
That the Council Sustainability Committee (CSC) reviews and comments on this report.

SUMMARY
This report presents a summary of a recently completed study analyzing the costs and charging infrastructure needed to electrify the City’s fleet, including all non-emergency light, medium, and heavy- duty vehicles. The report shows that the costs to acquire electric vehicles are much higher than those for vehicles with internal combustion engines - even when following the City’s standard 15-year replacement timeframe. This report also addresses the charging infrastructure needed for the City’s fleet as well as recommended charging infrastructure for use by City employees. Transitioning to a fleet of electric vehicles, including the required charging infrastructure, will require significant City resources.

The City currently spends approximately $3.2M on its non-emergency fleet, including new vehicle purchases and the operation and maintenance of existing vehicles. Transitioning to electric vehicles is estimated to cost approximately $5.5M per year.

ATTACHMENTS
Attachment I Staff Report
Attachment II Hayward Fleet Electrification Assessment CITY OF HAYWARD Printed on 1/5/2024Page 1 of 1
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DATE: January 8, 2024
TO: Council Sustainability Committee
FROM: Director of Public Works
Director of Maintenance Services
SUBJECT: City Fleet Electrification & Electric Vehicle Charging – Discussion and Direction to Staff

RECOMMENDATION
That the Council Sustainability Committee (CSC) reviews and comments on this report.

SUMMARY
This report presents a summary of a recently completed study analyzing the costs and charging infrastructure needed to electrify the City’s fleet, including all non-emergency light, medium and heavy-duty vehicles. The report shows that the costs to acquire electric vehicles are much higher than those for vehicles with internal combustion engines – even when following the City’s standard 15-year replacement timeframe. This report also addresses the charging infrastructure needed for the City’s fleet as well as recommended charging infrastructure for use by City employees. Transitioning to a fleet of electric vehicles, including the required charging infrastructure, will require significant City resources. The City currently spends approximately $3.2M on its non-emergency fleet, including new vehicle purchases and the operation and maintenance of existing vehicles. Transitioning to electric vehicles is estimated to cost approximately $5.5M per year.

BACKGROUND
In June 2020, Council adopted ambitious goals to reduce greenhouse gas (GHG) emissions 55% below 2005 levels by 2030 and to work with the community to develop a plan that may result in the reduction of community-based GHG emissions to achieve carbon neutrality by 2045. Of Hayward’s total GHG emissions, the transportation sector accounts for close to 65%. While active transportation (walking, biking, etc.), ridesharing, public transit, and other strategies will be important to achieving needed reductions in Hayward’s transportation emissions, the electrification of cars and trucks will also be a key part of reducing overall emissions.

In 2020, Council adopted, as part of its Strategic Roadmap, a goal of transitioning 15% of the City’s fleet to EV or hybrid models by June 2023. As of December 2023, the City fleet

had 16% EV or Hybrid vehicles (60 out of 367). An additional 8 hybrid vehicles are currently on order. Once received, the percentage will increase to 18%.

Advanced Clean Fleet Regulations – In October 2022, the California Air Resources Board (CARB) adopted new rules for medium- and heavy-duty vehicles. The regulations require that, effective January 1, 2024, at least 50 percent of annual vehicle purchases must be zero-emission vehicles (ZEV) and beginning January 1, 2027, 100 percent must be ZEV.

Emergency vehicles are exempt from the rules. In addition, exemptions may be approved by CARB if a required ZEV is not available to purchase in the same configuration as a vehicle needing to be replaced. Starting in 2025, CARB will maintain a ZEV Purchase Exemption List1 with common vehicle body configurations that are not available. The list would allow fleet owners to purchase new internal combustion engine (ICE) vehicles without applying for an exemption in advance.

DISCUSSION

Staff worked with Ava Community Energy2 and their consultants to prepare the City of Hayward Fleet Electrification Assessment (see Attachment II). The report, prepared by a consultant team led by Frontier Energy with support from Ava Community Energy, analyzed the impacts of electrifying the City’s fleet of 240 light-, medium- and heavy-duty vehicles located at various City facilities. The report includes the following sections:

 10-year cost summary
 Charging equipment for fleet vehicles
 Charging equipment for employees
 Fleet Transition Planner
 Advanced Clean Fleet (ACF) Compliance
 Fuel/Maintenance Cost Savings
 Greenhouse Gas Emission Reduction Benefits.

The report presents the cost of electrification (“EV Transition”) compared to current costs (“Baseline”). The analysis shows that, over the next 10 years, transitioning of the City’s municipal fleet to electric vehicles would increase the City’s net costs by about $22.5M. This includes a decrease in operating expenses by approximately $3M when compared to the Baseline scenario over a ten-year period. These costs include the charging equipment needed to support the new fleet of EVs. More detail regarding these costs is provided in Table 1 below.

1 https://ww2.arb.ca.gov/resources/fact-sheets/advanced-clean-fleets-regulation-exemptions-and-extensions-overview 2 In October 2023, East Bay Community Energy became Ava Community Energy.

Table 1. 10-Year Summary of Costs (2024 – 2034)

Baseline EV Transition
Cost Cost $ Above Baseline
Vehicle Capital Expenditures $22,185,934 $39,365,958 $17,180,024 Vehicle Operational Expenditures $2,070,319 $1,279,137 -$791,182 Insurance $1,408,555 $3,477,358 $2,068,803
Registration $894,784 $1,483,173 $588,389
Fuel Costs $5,478,678 $3,227,646 -$2,251,032
Fleet Chargers Capital Expenditures $4,848,700 $4,848,700 Fleet Charger Operational Expenditures $898,390 $898,390 Total $32,038,270 $54,580,362 $22,542,092

It is important to note that the electrification costs in this report are preliminary estimates.

After construction-level documents are prepared for charger installations are, it is possible that costs will change if additional infrastructure upgrades (transformers, electrical panels, etc.) are found to be necessary. Operational costs, including fuel, electricity and maintenance, are also estimates. The costs of procuring electric vehicles are based on market conditions as of the fall of 2023. The attached report is a 10-year plan. It assumes that the City continues its practice of replacing most of its non-emergency vehicles every 15 years. Therefore, depending on vehicle availability, the complete transition to an all-electric fleet is expected to take at least 15 years.

Compliance with CARB’s Advanced Clean Fleet Regulations will be very expensive. In addition to the high cost of EVs that are currently available, charging equipment will be expensive and may take a long time to install. New transformers can take many months to receive and coordination with PG&E can also result in significant delays. Staff cannot purchase new electric cars and trucks until the charging infrastructure is installed. Staff is seeking direction from the CSC to pursue implementation of the recommendations in the attached report.

Charging Equipment for Fleet Vehicles – The report recommends 146 Level 2 chargers and 6 direct current fast chargers (DCFC). While some infrastructure, such as service and transformer upgrades would need to be installed in the near term, chargers would be installed in phases as electric vehicles area added to the fleet. All recommended chargers would be dual-port chargers so they would provide charging for 304 fleet vehicles Preliminary analysis shows that several facilities would need electrical upgrades (transformers, switchgear, etc.). These improvements are likely to require long lead times to procure the necessary equipment and schedule installations with PG&E. Table 2 below lists the number of chargers recommended for each location as well as the need for electrical upgrades.

Table 2. Recommended Fleet Chargers by Location

Location
Existing
Chargers
Number of
chargers3
recommended
Electrical Upgrades Needed?
L2 Fast L2 Fast
Airport 2 3
Yes. May be completed along other
electrical upgrades planned for the
Airport.

Animal Shelter 3 No
City Hall Garage 23 2 Yes. electrical service upgrade and new service panel
Corp Yard 68 2
Yes, new pad-mounted utility
transformer; new switchboard; and
service panels
Facilities & Landscape
Maintenance 1 4 No
Fire Station 1 3 No
Fire Station 2 2 Yes, new service panel
Fire Station 6 3 1 No
Fire Station 7 1 Likely no, but further analysis needed.

Fire Station 9 1 No
Police Dept 18 2 Yes, new step-down transformer and
sub-panel
North District Police 4 Yes, new step-down transformer and sub-panel
Utilities Center 2 8 No
Water Pollution
Control Facility 2 6 No (New Admin building will provide new infrastructure.)
Weekes Library 1 No
Total 7 0 146 6

The cost to install the chargers is estimated to be approximately $4.8 million and the cost to operate the chargers is estimated to be approximately $90,000 per year.

Installing solar photovoltaic (PV) systems along with the chargers, would reduce operational costs and provide covered parking opportunities for the City’s fleet which would protect the vehicles and improve comfort for staff. Staff is also working with Ava Community Energy to explore the possibility of adding solar and battery storage to improve resiliency to grid outages. Even with solar and batteries, staff may need to upgrade existing diesel generators to keep fleet vehicles charged during an extended grid outage.

EV Procurement – The cost of procuring EVs over the next ten years is projected to be $39.4M compared to $22.2M if the City were to only purchase internal combustion engine

3 Types of EV chargers:
 Level 1 – 15-20 Amps, providing a driving distance of 3-4 miles/hour of charge.  Level 2 – 40 Amps, providing a driving distance of 25-30 miles/hour of charge.  Direct Current Fast Charger (DCFC) – 80 – 400 Amps, providing a driving distance of 125-1,000 miles/hour of charge.

vehicles. However, because most vehicles are replaced every 15 years, full electrification of the City’s fleet is expected to take approximately 15 years. As noted above, the ACF requires, effective January 1, 2024, at least 50 percent of medium- and heavy-duty purchases must be zero-emission vehicles (ZEV) and beginning January 1, 2027, 100 percent must be ZEV. The consultant team prepared an ACF compliance tool to help plan medium- and heavy-duty vehicle purchases to ensure compliance with the ACF CARB rule and to ensure enough chargers are installed and operational before the delivery of EVs.

Current costs for electric vehicles are much higher than comparable vehicles with internal combustion engines (ICE). The difference in cost for medium and heavy-duty (MD/HD) vehicles is even more significant. For example, the cost of an ICE street sweeper is approximately $375,000, whereas an EV street sweeper is approximately $850,000.

Production of MD/HD EV trucks continues to be slow-paced. Chassis manufacturers have focused on hauler-type chassis like flatbeds, grain and car haulers and buses. Many of the City’s MD/HD trucks require power take-off (PTO) to enable dump bodies, hydro-excavator, sewer vacuum trucks, grapple buckets and cranes. None of the traditional major manufacturers are producing a chassis that supports this type of service-body in full EV models as of 2023. It is vital that the City acquire trucks and chassis that are ZNE/EV from reputable manufacturers that will support service needs and parts over the full 15-year life- cycle of the vehicle. Staff recommends procurement solely from reputable manufacturers that have a long history of quality chassis production and service/parts support.

Fuel/Maintenance Cost Savings – A significant benefit of transitioning to electric vehicles is the reduced fuel and maintenance costs. Maintenance costs for EVs are estimated to be 50% of the equivalent ICE vehicle maintenance cost. While Low Carbon Fuel Standard (LCFS) credits can reduce charging costs, the costs to fuel an electrified fleet would still be lower than a conventionally powered fleet, even without LCFS credits. Over the next 10 years, if the recommended EVs are purchased and charging equipment installed, total savings on maintenance and fuel is expected to be approximately $3M.

Charging Equipment for City Employees – While transitioning the City’s fleet to zero emission or electric vehicles is required by state regulations, Council has also expressed interest in providing EV charging for employees. Such an amenity may help to attract and retain employees and may also help to incentivize employees to purchase EVs. Staff is recommending the installation of 145 dual-port Level 2 chargers. This would provide 290 parking spaces for charging vehicles. Not all employees will drive EVs to work and those who do, may not need to charge at work every day. Also, with a number of employees working remotely on a given day, there will be additional opportunities for employees to share chargers.

Table 3. Proposed EV Chargers for Employees

Location # of
Employees
# of
Employees on
Largest Shift
Existing
# of Level 2
Chargers
Recommended
# of Level 2
Chargers
Airport 11 11 2 3
Animal Shelter 19 16 5
City Hall Parking Structure* 293 271 68
Corp Yard 69 69 1 17
Fire Station 1 21 7 5
Fire Station 2 15 5 4
Fire Station 3 9 3 2
Fire Station 4 9 3 2
Fire Station 5 9 3 2
Fire Station 6 9 3 4 2
Fire Station 7 21 7 5
Fire Station 8 9 3 2
Fire Station 9 9 3 2
Landscape & Facilities 27 27 1 7
Police Department – Main** 259 77 0
Police Department - North 10 10 3
Utilities Center 29 29 7
Water Pollution Control Facility 26 20 2 7
Weekes Library 6 6 2
Totals 860 496 10 145
* Employee count for City Hall parking structure includes City Hall and main Library staff. ** Given the uncertainty of the long term use of the Police Department building, staff proposes a small number of chargers to be shared among fleet and employee vehicles.

While the costs for chargers for employees can be considered separately from the chargers for fleet vehicles, they need to be considered collectively prior to preparing detailed construction plans. The electrical infrastructure at each site will be sized to handle all the chargers at a given location. The cost to install the chargers for employees is estimated to be approximately $3.5 million and the cost to operate the chargers is estimated to be approximately $78,000 per year.

Staff recommends that employees pay some amount to help offset electricity costs.

Determining the actual cost of electricity may require additional metering infrastructure, so staff recommends developing a nominal time-based fee for employees. In a survey of other public agencies, staff found that most require their employees to pay for charging, however most do not have rates that cover the full cost. For agencies that do provide free charging, they only have a small number of chargers.

FISCAL IMPACT

As noted above, over the next ten years, transitioning the City’s fleet to electric vehicles is estimated to increase overall fleet costs by approximately $22.5M. This cost includes vehicles, charging infrastructure and operations. While fuel and maintenance costs are expected to decrease by approximately $3M, registration and insurance costs will increase so that overall operating costs will increase approximately $500K when compared to the Baseline scenario over the next 10 years. It is important to note that these costs are only for the first 10 years of the planned transition to electric vehicles. Fleet vehicles are replaced every 15 years, so the complete transition will take at least 15 years. The current Capital Improvement Program includes $489,000 per year for FY24 through FY 26 for charging infrastructure to be funded by the federal Infrastructure Act. The operating budget currently includes approximately $2.2M per year for non-emergency vehicle replacements. The transition to only purchasing electric vehicles will require approximately $4M per year.

In addition to the cost to install fleet EV charging infrastructure, providing charging equipment for City employees would cost approximately $3.5M. The annual cost to operate the employee chargers would be approximately $78,000 and may be offset by rates paid by employees.

The Federal Infrastructure Bill has resulted in the creation of a new Joint Office of Energy and Transportation to support the deployment of $7.5 billion to build out a national electric vehicle charging network, with a focus on filling gaps in rural, disadvantaged, and hard-to- reach locations. Most grant funding opportunities have been for public-facing charging facilities, but staff is anticipating that new grant programs may support fleet infrastructure.

Staff and our legislative advocacy partners will monitor Funding Announcements for these new grant programs.

Light-duty EVs may be eligible for a Qualified Plug-in Electric Drive Motor Vehicle Credit of up to $7,500. The credit, available under Section 30D of the Internal Revenue Code, was modified with the passage of the Inflation Reduction Act. Guidance from the IRS indicates that the City should be able to benefit from the tax credit even though it doesn’t have federal tax liability.

Ava Community Energy has indicated the agency may be able to provide the capital needed to purchase, install and operate the charging infrastructure for the City’s fleet vehicles. In this scenario, the City would pay Ava an annual service fee over the years of operation, so Ava can recoup its investment. Staff is currently exploring this potential partnership opportunity.

ECONOMIC IMPACT

Electrification of the City’s fleet and providing EV charging for City employees are not expected to significantly impact the Hayward economy.

STRATEGIC ROADMAP
This agenda item relates to the Strategic Priority of Combat Climate Crisis and Champion Environmental Justice. This item specifically relates to the following Projects:

Reduce Greenhouse Gases and Dependency on Fossil Fuels
Project C1: Implement Year 1 Programs from the adopted GHG Roadmap (Climate Action Plan)
Project C3: Present a plan on EV charging for city facilities to CIC (for fleet and employee commuters)
The draft Climate Action Plan, tentatively scheduled for Council consideration on January 23, 2024, includes the following actions:

T 7.1 Establish and adopt Zero-emission Fleet Conversion and Purchase Policy that requires new, and replacement municipal fleet vehicle purchases are EVs or ZEVs. The policy will also include a schedule for replacement of fleet vehicles to meet a 100% carbon neutral fleet by 2040.

T 7.2 Conduct feasibility and cost assessment to determine the number of EV/ZEV chargers and funds needed to support the fleet transition to 50% EV/ZEV by 2030. Expand EV/ZEV charging infrastructure for city fleet and employees in alignment with feasibility study.

T 7.4 Evaluate credit generation opportunities within the Low Carbon Fuel Standard (LCFS) program for ZEV/EV fueling and charging stations for the municipal fleet to offset cost of infrastructure development needed to support transition.

SUSTAINABILITY FEATURES
Electrification of the City’s fleet and vehicles throughout the community is necessary to meet the City’s long-term greenhouse gas (GHG) emissions reduction goals. According to the fleet electrification assessment, it is estimated that the City can reduce its GHG emissions by approximately 45% (from 16,040 to 8,857 metric tons of carbon dioxide equivalent ) over the next 10 years by converting the City’s fleet to all electric vehicles.

PUBLIC CONTACT
No public contact was made for this agenda item.

NEXT STEPS
Upon direction from the Committee, staff will present a report to Council, which could include a request to allow staff to continue to work with Ava Community Energy to explore the possibility of a “charging-as-a-service” arrangement or a request to pursue an RFP to prepare construction-level plans for charger installations. Finally, staff will seek Council support for EV purchases in the FY25 operating budget to be approved in the spring of 2024.

Prepared by: Erik Pearson, Environmental Services Manager Justin Temores, Fleet Maintenance Manager
Allen Koscinski, Facilities and Building Maintenance Manager Rodney Affonso, JR., Deputy Director of Maintenance Services Recommended by: Alex Ameri, Director of Public Works
Todd Rullman, Director of Maintenance Services
Approved by:
_____________________________________
Kelly McAdoo, City Manager

City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 1 City of Hayward Fleet Electrification Assessment
Fleet electrification offers local governments economic benefits that include lower lifecycle costs and reduced risk of fuel price volatility when compared to internal combustion engine (ICE) vehicles. Deployment of electric vehicles (EV) in municipal fleets also benefits the local population through the use of clean electricity as fuel, which helps reduce criteria air pollutants and greenhouse gas (GHG) emissions.

To assist local government partners in overcoming barriers to municipal fleet electrification, Ava Community Energy (Ava) commissioned a consultant team to develop a plan on behalf of the City of Hayward (City) that evaluates the short- and long-term cost savings associated with the transition to EVs, determines impacts and benefits to the City, and outlines steps to efficiently and cost-effectively integrate EVs and charging infrastructure at municipal facilities.

The purpose of this assessment was to evaluate the current municipal fleet composition and make recommendations for transitioning from ICE vehicles to EVs by 2033 to the extent feasible. Commitment to fleet electrification will help move the city closer to achieving its climate mitigation goals while leading by example in the community. Click here for more information on EV technology and currently available models.

This assessment was created using data provided by the City and supplemental information gathered during subsequent meetings and interviews. The objective of this analysis is to evaluate the current municipal fleet composition and make recommendations about transitioning from light-duty ICE vehicles to EVs by 2033 to the extent feasible. This analysis should align closely with the City’s climate commitments and goals. Click here to view the Hayward Climate Action Plan. Our recommendations address 2024-2026 procurement cycles in detail and 2027-2033 procurement cycles more generally to ensure fiscally responsible procurement and deployment of EVs as well as proposed charging infrastructure.

ATTACHMENT II
City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 2 Analysis Overview
The team analyzed the impacts of electrifying the City’s fleet of 240 light-, medium- and heavy- duty vehicles domiciled in various locations and adding chargers for employee’s use. The team recommends the deployment of Level 2 (L2) electric vehicle supply equipment (EVSE), Direct Current slow (DC slow) chargers, and Direct Current Fast Chargers (DCFC). Two transition scenarios are presented along with the baseline scenario:
• Baseline Scenario: Business as usual case where the city would continue using ICE vehicles.
• Dedicated Transition Scenario: The City would purchase EVs and install EVSE (L2, DC slow and DCFCs) so that each EV has its own charging plug and parking space (except for employee chargers).

Our analysis shows that transition of the City’s municipal fleet to electric vehicles would cost the city about $25M and increase operating expenses by $1.3M when compared to the Baseline scenario over a ten-year period. This transition should also reduce GHG emissions by 7,183 MTCO2e over the same period. The cost reductions in the transition scenarios are driven by vehicle incentives, Low Carbon Fuel Standard (LCFS) credits, fuel cost savings and lower maintenance costs.

City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 3

Charging Infrastructure Recommendations
In the Dedicated Transition scenario, we are recommending the City install six dual-port 150 kW DCFC in addition to the 109 dual-port L2s, and 37 DC slow chargers. This will provide 255 dedicated slots for charging vehicles using shared L2s and DC (slow) chargers.

For employee charging, we are recommending the City install 145 dual-port L2s. This will provide 290 shared slots for charging vehicles using shared L2s.

Two vehicles may be charged simultaneously at the DCFCs. We are assuming “take home” vehicles would be charged at home or at an available charger during operating hours.

The Transition of the City’s fleet to EVs will cost the City about $5.3M which will provide 94% more charging capacity than is needed to power the EV fleet. The EVSE Utilization rate is estimated by dividing the total daily kWh demand of the fleet by the total time available for charging at the peak charging rate. EVSE will only charge at peak rates when the vehicle’s onboard charger will allow it and when the battery is fully discharged, so this metric should be viewed as a rough estimate of unused charging capacity. The visualization below includes maps of proposed EVSE installations along with their associated capital and operating costs.

City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 4

Charging Employees for EVSE usage
The table below is a sampling of how other state agencies in California are managing their employee’s usage of agency owned EVSE.

Alameda County makes paid public charging a priority on their website, but it does not list free employee charging as an employee incentive like it does with free carpool parking and free shuttle service.

City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 5

Detailed EVSE Assumptions

OVERVIEW
The estimated planning level project (capital) costs to install chargers at the City’s fleet facilities include many items in addition to the EV chargers themselves which represent a small fraction of the total project costs for most charger installations. The full project costs include hard costs such as the purchase and installation of EVSE, associated materials, and ancillary equipment along with site restoration as well as soft costs such as project design and permitting, utility fees and contingencies.

The entire motorized fleet, including medium- and heavy-duty (M/HD) vehicles were included in this analysis. The light-duty (LD) vehicles were evaluated in the previous study conducted in 2022.

The charger recommendations for each domicile location are detailed in the section below. The summaries for each location will also document what has changed in the recommendations from the previous LD study, and what additional constraints and considerations could be required for the M/HD charging infrastructure.

All recommended Level 2 (L2) and DC Fast chargers (DCFC) would be dual-port unless otherwise specified; low output L2 chargers rated at 6.6 kW; medium output L2 chargers rated at 12 kW; single-port low output DC slow chargers rated at 12.8 kW; high output DCFC rated at 150 kW.

Site visits were conducted in 2022 for the LD analysis. The recommendations and assumptions are based on those findings, as-built drawings, and discussions with city staff.

FLEET CHARGING RECOMMENDATIONS SUMMARY
Fleet vehicle assignments, existing and proposed EV chargers, and information on electrical service are summarized below for each fleet domicile location. Fleet charger analysis for the five fire stations in this summary does not account for fire engines. Police pursuit vehicles have City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 6

also been excluded from this analysis. The Corp Yard, Facilities Maintenance, Animal Control, Landscape Maintenance, and Utilities Center are all adjacent to each other and form a campus- like location. For the purpose of this analysis as well as for operational convenience by each City department, these sites have been divided into individual facilities to clearly represent how many chargers and associated infrastructure are required for the vehicles assigned to each of the five sub-locations.

Airport at 20301 Skywest Drive: A total of five fleet vehicles are domiciled at this location, four of which are light duty and one of which is medium duty. Fleet vehicles park on the north end of the property in a gated area. There is one existing dual-port L2 which is for public charging and will not be considered for fleet charging. The Dedicated scenario would require three low output L2s. The main electrical room is located on the southwest end of the building. Field verification was not done at the airport, but based on discussions with city staff, the existing electrical service does not have available capacity for the proposed chargers for either scenario.

Therefore, an electrical upgrade is recommended including a new step down transformer to accommodate the proposed electrical demand. Installation would require surface mounted and/or trenched conduit from the main electrical room to wall-mounted or pedestal-mounted chargers adjacent to the fleet parking stalls.

Animal Control at 16 Barnes Court: A total of four light-duty fleet vehicles are domiciled at this location, one is light duty and three are medium duty. The Dedicated scenario requires one low and two medium output L2 chargers. The fleet vehicles park adjacent to the southeast end of the property. The main electrical room with an 800A switchboard is on the southeast end of the property as well. Based on review of as-built drawings and field verification, panel “LP” in the main electrical room has spare capacity for the proposed chargers. Additional electricity upgrades are not required. The chargers could be installed along the wall to the east of the electrical room. Installation would involve surfaced mounted conduit feeding power from the main electrical room to the exterior of the building. Additional surface mounted conduit could feed power to wall-mounted chargers adjacent to the fleet parking stalls.

City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 7

City Hall Parking Garage at 871 B Street: A total of 45 LD vehicles are domiciled at this location.

There are 10 existing L2s on the ground floor of the garage which are currently used for public charging and are not considered for fleet charging. Fleet vehicles park on the third floor, which is restricted by a gate for employee and fleet access only. The Dedicated scenario would require 22 low output L2s, one medium output L2, and two supplemental DCFC.

The main electrical room is located on the northwest end of the building, with equipment in an enclosed room and on the exterior of the building. As-built drawings were not provided for this location but based on the proposed electrical demand and field verification, an electrical service upgrade would be required to meet the projected electrical load from fleet EV charging.

Further coordination with PG&E would be required to confirm the existing capacity and determine the size of the service upgrade. Installation would include a new service panel with surface mounted conduit feeding power from the first-floor electrical room vertically to the third-floor fleet parking stalls. Surface mounted conduit would carry power to wall-mounted chargers adjacent to the fleet parking stalls.

Corp Yard at 24505 Soto Road: There are 104 fleet vehicles domiciled at this location consisting of 21 LD and 83 M/HD vehicles. The Dedicated scenario would require 11 low output L2s, 26 medium output L2s, 31 single-port low output DC chargers, and two high output DCFCs.

Fleet vehicles park to the east and south of the main building in marked outdoor stalls. Based on review of as-built drawings, field verification, and discussion with City staff, electrical upgrades are recommended to meet the additional proposed electrical demand. A new pad- mounted utility transformer could be installed south of the main Corp Yard building to feed a new switchboard and service panels. Conduit would need to be trenched from the new panels to pedestal-mounted chargers installed in the paved fleet parking areas.

Facilities Maintenance at 16 Barnes Court: Five LD vehicles are domiciled at this location. The Facilities Maintenance fleet shares the same warehouse building as Animal Control and Landscape Maintenance, with the facilities vehicles parking near the northwest end of the warehouse.

City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 8

There is one existing L2 mounted on the exterior of the east side of the building, which is used for employee charging and will not be considered for fleet charging. The Dedicated scenario would require three low output L2s.

The nearest electrical room is southeast of the fleet parking, and the newest panel “HDP1” is located on the west end property mounted on the wall, in the same warehouse room as the fleet vehicles. No as-builts were provided for this location but based on field verification, panels “HDP1” and “LDC” have spare circuit breakers that could accommodate the electrical demand.

Note that the proposed chargers for the Landscape Maintenance fleet could also be fed from the same power source, and the existing electrical capacity should be enough to meet electrical demands for both domiciles. Installation would include surface mounted conduit from the existing panel carrying power to wall-mounted chargers near the fleet vehicles.

Fire Station 1 at 22690 Main Street: One LD vehicle and four M/HD vehicles are domiciled at this facility. There is one existing wall-mounted L2 on the northeast exterior of the main building. The following charger recommendations are in addition to the one existing charger.

The Dedicated scenario requires one low output L2, and two medium output L2s.

The vehicles park in a gated parking area on the northeast end of the property. The main electrical room is at the south end of the property with an 800A main switchboard. Based on review of as-built drawings and field visits, existing electrical capacity is sufficient to meet charging demand. Panels “A”, “EA”, “EC”, and “ED” have spare breakers and available capacity to service the fleet chargers. Surface mounted conduit could be installed from the main electrical room to the exterior of the building on the eastside. Conduit would then need to be trenched to feed the pedestal mounted chargers in the landscaped area adjacent to the parking stalls.

Fire Station 2 at 360 West Harder Road: Three medium-duty fleet vehicles are domiciled at this location. The vehicles park in a gated area on the south end of the property in unmarked parking areas. The Dedicated scenario requires two medium output L2s. The main 400A switchboard is located outside in this area, adjacent to the east side of the main building, with City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 9

spare 25A and 100A breakers. As-built drawings were not provided for this location, but based on field review, a new service panel for the fleet chargers is recommended to be installed on the east or south walls of the building. Installation would involve surface-mounted or trenched conduit from the service panel (dependent on its location) carrying the power to pedestal mounted chargers installed in pavement adjacent to fleet vehicles.

Fire Station 6 at 1535 West Winton Avenue: Only one heavy-duty vehicle is domiciled at this location, so only one low output DC charger is needed. A field visit was not conducted at this site as it was still under construction during the time of this analysis. Based on reviews of as- built drawings provided, existing electrical capacity is available for fleet charging needs. Panels “LP-B1A”, “LP-B1B” and “LPH-B1A” could be used to feed the proposed charger. Installation would involve surface mounted conduit carrying power to the exterior of the property, with conduit trenched in pavement carrying power to a pedestal mounted charger adjacent to the fleet parking.

Fire Station 7 at 28595 Hayward Boulevard: Two medium-duty vehicles are domiciled at this location, so just one medium output L2 is needed. Fleet vehicles park on the east side of the property in a gated area.

There is a 600A switchboard outside on the northeast end of the site. An additional 600A distribution switchboard is located in the electrical room on the north end of the main building.

As-built drawings were not provided for this location, but based on field review, existing electrical capacity is likely sufficient for the proposed charger. Panel “LC”, mounted in the interior of the main building, has spare circuit breakers potentially available for charging, but further analysis is recommended to confirm electrical capacity. Additionally, the distribution switchboard in the main electrical room has a spare 225A circuit breaker that could be used for a new service panel for fleet charging. Surface mounted conduit could be installed from the existing panel to the exterior of the building, and conduit would be trenched in the pavement to feed pedestal mounted chargers installed by the parking stalls.

City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 10

Fire Station 9 at 24912 Second Street: Only one medium-duty fleet vehicle is domiciled at this location, which is parked in a gated area on the north end of the property. Only one medium output L2 is needed. A 400A main switchboard is in a covered outdoor area on the northwest corner of the property, adjacent to the living quarters. No as-built drawings were provided for this location, but based on field review, existing electrical capacity is sufficient for the proposed electrical demand. Panels “REA” and “A” have spare breakers which could be used to feed the proposed L2. Installation would require surface mounted conduit and trenched-in-pavement conduit carrying power from the existing panel to the pedestal-mounted charger installed near the east fence, south of the Fire Station building.

Landscape Maintenance at 16 Barnes Court: Two LD vehicles are domiciled at this location.

Fleet vehicles park in the northwest corner of the property adjacent to the Facilities Maintenance fleet. The Dedicated scenario requires just one low output L2. As previously noted in the Facilities Maintenance section, the same panels “HDP1” and “LDC” could be used to power the chargers for the Landscape Maintenance fleet. Construction would involve surface mounted conduit from the existing panel carrying power to wall-mounted chargers near the fleet vehicles.

Library at 27300 Patrick Avenue: Only one medium-duty fleet vehicle is domiciled at this location, parked in a public parking lot north of the library building. The Dedicated scenario would require one low output L2. The main electrical room with 600A main switchboard is located on the southwest corner of the building. No as-built drawings were provided for this site, however it was confirmed during the site visit that the existing electrical capacity should be sufficient for electrical demand from fleet EV charging. Panels “B” and “C” have spare breakers which could be used for the L2 charger. Surface mounted conduit could be installed from the existing panel to the north end of the building, and conduit can be trenched through the landscaping to a pedestal mounted charger adjacent to a parking stall.

Hayward Police Department at 300 West Winton Avenue: A total of 35 fleet vehicles are domiciled at this location, with 28 LD vehicles and seven M/HD vehicles. Fleet vehicles are City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 11

parked in a gated area south of the main building in marked parking stalls. The Dedicated scenario requires 14 low output L2s, three medium output L2s, one low output DC charger, and two supplemental high output DCFCs.

The main electrical room with a 2500A switchboard is at the south end of the main building, adjacent to the fleet parking area. Based on the site visit, most electrical panels seem to be at capacity and additional electrical upgrades are recommended to meet the proposed electrical demand. A new step down transformer and sub-panel could be installed in the electrical room.

Surface mounted conduit would be installed to bring power to the exterior of the building, and trench-in-pavement conduit could be installed to power pedestal mounted chargers installed on raised curb or asphalt adjacent to the parking stalls.

Hayward Police Department Northern District at 22701 Main Street: A total of eight LD police fleet vehicles are domiciled at this location which has 4 existing L1s. These fleet vehicles park in an outdoor lot south of the main building that is also used by employees for parking. The following charger recommendations are in addition to the existing L1s. The Dedicated scenario requires four low output L2s. No as-built drawings were provided for this location, but based on field review, electrical upgrades are recommended. An exterior 200A main switchboard supplies the building, and existing panels inside the main building do not have spare capacity. A new step down transformer and service panel could be installed at the southeast side of the building. Surface mounted conduit could be installed to feed the wall-mounted chargers on the east exterior side of the building. Additional chargers could be installed in the landscape areas to the south, adjacent to the parking stalls, which would require trenched conduit.

Utilities Center at 24499 Soto Road: Nine LD vehicles are domiciled at this location. These park in an outdoor gated parking lot to the south of the building, and the lot is also used for employee parking. There are two existing L2s adjacent to the parking area. The Dedicated scenario requires five low output L2s.

The electrical room with 800A main switchboard is in the northeast end of the main building.

No as-built drawings were provided for this location, but based on the site visit, there is existing City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 12

electrical capacity for the proposed charging demand. Panels “EP” and “LP1” have spare circuit breakers which should be sufficient for the proposed EV chargers. Construction would require surface mounted conduit carrying power from the main electrical room out to the exterior of the building. Conduit trenched in pavement will carry power to pedestal-mounted chargers adjacent to the parking stalls, installed in landscape or in pavement.

Water Pollution Control Facility at 3700 Enterprise Avenue: A total of 12 vehicles are domiciled at this location, with five LD vehicles and seven M/HD vehicles. There are two existing dual-port L2s which are for employee charging and will not be considered for fleet charging. Fleet vehicles are parked throughout the property and are not assigned to specific parking stalls. City staff at this facility indicated that they are flexible with the charging locations for the electrified fleet. The Dedicated scenario requires three low output L2s, two medium output L2s, and four low output DC chargers.

The main electrical building is on the northeast corner of the property. No as-builts were provided for this location, but from the field visit and discussions with city staff, the existing electrical capacity should be sufficient to meet the proposed charging demand. Additionally, there is a new administration building being designed for this domicile that will modify the current parking area on the east end of the property. New service panels will be installed for this administration building that can be an option for use for the fleet chargers. New junction boxes and conduit pathways will also be installed from the 12kV substation, which could be utilized for the proposed EVSE. Further coordination is needed as the plans for the administration building are developed. Construction would require surface mounted conduit carrying power from service panels or the electrical room to the exterior of the building.

Conduit trenched in pavement would feed pedestal mounted chargers installed on raised curbs adjacent to parking stalls. Coordination is needed to confirm fleet parking locations.

City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 13

PLANNING LEVEL COST ESTIMATES
Each of these categories of project capital costs are explained and listed below.

The following tables summarize the six cost categories that are considered in the cost estimates, including needed EVSE quantities by charger type and their purchase costs, material costs, civil/site restoration, contracting/design, permitting, and utility upgrade costs.

City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 14

Dedicated Transition Scenario

City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 15

HARD COSTS:

1. EV Chargers
This includes:
• Level 1 EV chargers (120V receptacles)
• Level 2 EV chargers (ChargePoint CT4000 or equivalent) • Power cords and cable management for Level 1 or 2 chargers • DC Fast Chargers (150 kW Blink/BTC/ABB or equivalent) • Gateway Module/ Load Management Devices
Note: this excludes costs for warranties because the standard warranty that vendor offers is part of the cost estimate tool.

2. Materials/Equipment
This includes costs of purchasing and installing materials typically required for fleet EV charging projects (other than the EV chargers themselves) including the following items:
• Wiring (Note 50 feet of conduit, wiring assumed per Level 1 and 100 feet per Level 2 and DC Fast charger)
• Conduit Systems (underground and/or surface-mounted)
• Trenching and/or directional drilling
• Pull Boxes (installed in the ground and/or surface mounted) • Aerial wire spans
• Footings for installation of EV charger pedestals and electrical service panels • Bollards
• Wheel stops
• Step Down transformers
• Electrical service panels including sub panels
• Circuit breakers
City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 16

• Signage
• Striping for parking stalls

3. Site restoration
Site restoration covers the costs to install Civil/Landscaping improvements to restore the site following excavation and other construction activities including:
• Minor restoration for civil infrastructure such as roadway and/or sidewalk repaving • Minor curb and gutter restoration
• Minor surface water (drainage infrastructure) restoration • Minor landscaping restoration such as replanting
SOFT COSTS:

4. Contracting/Design
An estimated 20% mark-up has been applied to the total project costs to include:
• Engineering design fees
• Contractor profits

5. Permitting
Each local authority with jurisdiction mandates electrical permits for installation of EV chargers:
• Electrical permit fees charged by local jurisdictions, typically $5k per site plus $1k for labor and contingency.

6. Utility fees
This consists of fees charged by the electrical utility (Ava) to bring additional power to the fleet charging depot to power the EV chargers, including:

City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 17

• Electrical upgrade design
• Transformer replacement/new utility transformer

7. Contingencies
A 20% mark-up has been applied to the project costs for each cost category (categories #1, #2, #3, #5, and #6 including contracting/design) consistent with public agency capital project budgeting.

SUMMARY
The Dedicated Transition scenario offers a more convenient solution and reduces the risk of EVs becoming discharged, and can possibly eliminate the need for active fleet charging management that would be necessary to ensure all vehicles remain adequately charged during operating hours.

The EVSE costs per EV at the Airport, Library, and Fire Stations #6 and #9 are high. These costs could be eliminated if EVs domiciled there charge at another facility.

City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 18

Electric Vehicle Transition Planner
Recognizing that there are many ways to achieve full fleet electrification, a Transition Planner (see visualization below) will allow the City to consider many different approaches to achieving this goal. For example, the City may prioritize the replacement of the oldest vehicles first, or it may decide to replace vehicles by facility, based on availability of EVSE. Use the Transition Planner visualization below to explore ways to adjust costs and timelines to fit anticipated budgets. The average replacement year can be used to track the average time vehicles remain in service beyond their planned useful life.

City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 19 Electric Vehicle Procurements
Many light-duty EVs in the market today could meet the City’s needs and are reasonably priced.

However, it might take five or more years for Class 3 – 8 EVs to reach sticker price and range parity with their conventionally-fueled equivalents.

The City might also consider replacing some of its medium duty vehicles with light-duty vehicles (e.g., Ford F-250 replaced with a Ford F-150) where increased towing and hauling capacity is not needed. The Ford F-150 Lightning loses around 50% of its range when towing equipment, but this might still be acceptable performance for some of the City’s duty cycles.

For M/HD vehicles that haul or tow short distances, there are a number of EV options available now. Some vehicle types are better suited to electrification than others. For example, bucket trucks, yard tractors, buses and panel vans typically have duty cycles where an EV alternative is suitable. Other vehicle types are much more difficult to electrify, such as dump trucks, vacuum trucks and rodders, which require significant amounts of energy to operate. Battery electric refuse trucks and sweepers are available now, though their range and performance is still rather limited.

Ancillary LED lighting and cabin air conditioning/heating do not require much energy, particularly if high efficiency heat pumps are used. However, cabin heating using resistance heating does draw significant amounts of power. One advantage of EVs is that they can provide power to equipment, lifts and lights without needing an engine to be idling.

Electric vehicles typically recharge where they park. For light-duty EVs, L2 charging adds 10-20 miles of range per hour and can recharge a battery in 6-12 hours. Larger vehicles have bigger batteries and need either more time to charge (8-to-12 hours) or to be charged at a DCFC.

No EV replacements have been included in the 10-year analysis period. Frontier expects the City will instead prioritize replacement of ICE vehicles before replacing EVs in order to more effectively meet it’s climate action and sustainability goals. No vehicle battery replacements are City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 20 anticipated, since any loss in a vehicle’s battery capacity is not likely to affect its usability given the relatively short distances most vehicles travel each day.

The visualization below provides more details on the electric vehicle capital costs considered in this assessment. Adjust the slider lever to show the marginal increase in cost each year for EV acquisitions for either Transition scenario, as compared to the Baseline scenario. The timeframe scale can be adjusted to view a single year or up to the full ten (10) years covered in this analysis. The net increase in cost for the timeframe being considered is shown in the box labeled “Transition minus Baseline.”

City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 21

ACF Compliance Tool
Inflation Reduction Act
The Advanced Clean Fleet (ACF) Compliance tool can be used to help plan medium- and heavy- duty vehicle purchases to ensure compliance with the ACF CARB rule and to ensure enough chargers are installed and operational before the delivery of EVs. The Pass/Fail table automatically updates to indicate whether or not the replacement vehicles above comply with either the Procurement Pathway or the Milestone Pathway.

How to use this tool:

1. Click on the green or red bars to select a replacement vehicle from the dropdown list.

2. Move the green or red bars left or right to line up with the desired replacement year.

3. To add/remove a vehicle from the table calculations, check/uncheck the box on the far left.

4. To expand/contract the existing vehicle table, click on the |-> symbol at the top.

5. To filter the dropdown list by vehicle class, select the toggle at the top “Filter by Class”.

6. To search on any field, use the search bar at the top next to the icon.

7. To open the tool in a new tab, click on the new tab icon in the upper right corner.

8. To save a configuration, click on the icon in the upper right to “Export Current Configuration”. This action will download an excel spreadsheet to your computer. Send this file to [email protected] so it can be uploaded into this webpage. Once this is completed, your new configuration will be saved as the new starting state (but not until then).

City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 22

Inflation Reduction Act
Light-duty EVs may be eligible for a Qualified Plug-in Electric Drive Motor Vehicle Credit of up to $7,500. The credit, available under Section 30D of the Internal Revenue Code, was modified with the passage of the Inflation Reduction Act. Guidance from the IRS indicates that the City should be able to benefit from the tax credit even though it doesn’t have federal tax liability.

City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 23

Fuel/Maintenance Cost Savings
A significant benefit of transitioning to electric vehicles is the reduced fuel and maintenance costs. In the visualization below, the green bars represent the total fuel costs of the transition fleet (gasoline, diesel & electricity), which is significantly less than the fuel costs in the Baseline scenario (gasoline & diesel), as indicated by the black bars.

Maintenance costs for EVs were estimated to be 50% of the equivalent ICE vehicle cost by Consumer Reports.

The costs to fuel an electrified fleet would still be lower than a conventionally powered fleet, even without LCFS credits. Fuel cost savings are based on the transition of the City’s existing conventional fleet to electric vehicles.

City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 24

Greenhouse Gas Emission Reductions
Over this study’s 10-year evaluation period, we estimate that the City can reduce its GHG emissions by 7,183 metric tons of carbon dioxide equivalents (MT CO2e) by converting the City’s fleet to all electric vehicles. The visualization below shows GHG emission reductions on an annual basis, as the current fleet is replaced with EVs following the City’s normal replacement schedule. Any delays in EV acquisitions will slow the progress of GHG reductions during this period. The time frame can be adjusted using the slider lever to set the view to anywhere between one and ten years and/or to individual facilities to see the GHG emissions at that level.

City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 25

GHG Analysis Approach
Full Fuel Cycle Approach
• GHG emissions are calculated using “carbon intensity” (CI) values for fuels as defined in the LCFS program.
• The CI represents all GHG emissions associated with the production, transport, distribution, and end use of the fuel.

Emissions (MT) = Fuel Volume x CI x Energy Density / 1,000,000

Carbon Intensity Assumptions
• Gasoline – 99.44 gCO2e/MJ (per CARB LCFS)
• Electricity – 0.00 gCO2e/MJ (assumed for Ava’s Renewable 100 mix of renewable electricity generation)

City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 26

Energy Densities
• Gasoline – 115.83 MJ per gallon
• Electricity – 3.6 MJ per kWh
Greenhouse Gas Emissions Projections
• GHG emissions and energy consumption metrics for light duty fleets are calculated based on projected fuel/electricity use under the Baseline and Transition scenarios.

Values are shown for the cumulative analysis period as well as each calendar year.

Activity and emissions are calculated on a vehicle-by-vehicle basis for each calendar year.

GHG Emissions Factors
• GHG emissions reflect well-to-wheels emissions using the LCFS program methodology.

Gasoline, diesel, and CNG values use current LCFS program “lookup table” values for these fuels. Their values are not assumed to decline over the analysis period. • Electricity supplied by PV systems or under Ava Community Energy’s Renewable 100 zero carbon electricity program is assumed to have a zero carbon intensity.

Relation to GHG Protocol Framework
• GHG Protocol refers to Scopes 1 & 2 emissions (see figure above). Scope 1 covers direct equipment and facility emissions and is essentially equivalent to “Tank-to-Wheels” emissions. EVs have no Scope 1 emissions, while all combustion vehicles have Scope 1 emissions.
• Emissions from production of electricity used to charge EVs falls into Scope 2. For electricity produced by wind and solar generation, Scope 2 emissions are zero. • GHG Protocol does not clearly address GHG emissions associated with fuel feedstock production, refining, etc and is not included in our analysis.

City of Hayward Fleet Assessment – December 2023 Click here for webpage and data visualizations 27 Conclusion
The transition of the City’s motor vehicle fleet will require the purchase of EVs to replace conventional ICE vehicles and the installation of EVSE and related infrastructure to support the transition. L2 and DC charging infrastructure installations are recommended at various locations to offer dedicated charging spaces for EVs. The transition of the City’s fleet to EVs is expected to cost the City approximately $25M as compared to the Baseline scenario, and also cost the City $1.3M in additional operational expenses over the next 10 years. The City’s EV fleet transition is estimated to provide GHG emission reductions of 7,183 MTCO2e over a ten-year period.

For more information about this report, please contact:

Thomas Paddon, Frontier Energy – [email protected] Zac Thompson, Ava Community Energy –– [email protected] In Partnership with

CITY OF HAYWARD
Hayward City Hall
777 B Street
Hayward, CA 94541
www.Hayward-CA.gov
File #: RPT 24-001
DATE: January 8, 2024
TO: Council Sustainability Committee
FROM: Director of Public Works

SUBJECT
Compliance with Stormwater Trash Reduction Requirements - Information and Discussion

RECOMMENDATION
That the Committee reviews this report and comments on this report.

SUMMARY
This report provides a summary of the City’s implementation and compliance with the Trash Reduction mandate in the Municipal Regional Permit (MRP) 3.0. Chapter C.10 of the MRP includes the requirement to reduce all trash from entering waterways from the City’s storm drain system by July 1, 2025. This report presents an update of the City’s effort to comply with C.10 and to address all future actions for final C.10 compliance.

The City is currently 97.7% compliant with C.10 requirements and staff is confident that 100% compliance will be achieved by the July 1, 2025 deadline. Full compliance will be possible with a final full trash capture device installation planned for the spring of 2024 and a robust inspection program for non- compliant private properties with direct discharge to the City’s storm drain system.

ATTACHMENTS
Attachment I Staff Report
CITY OF HAYWARD Printed on 1/5/2024Page 1 of 1
powered by Legistar™

DATE: January 8, 2024
TO: Council Sustainability Committee
FROM: Director of Public Works
SUBJECT: Compliance with Stormwater Trash Reduction Requirements – Information and Discussion

RECOMMENDATION
That the Committee reviews this report and comments on this report.

SUMMARY
This report provides a summary of the City’s implementation and compliance with the Trash Reduction mandate in the Municipal Regional Permit (MRP) 3.0. Chapter C.10 of the MRP includes the requirement to reduce all trash from entering waterways from the City’s storm drain system by July 1, 2025. This report presents an update of the City’s effort to comply with C.10 and to address all future actions for final C.10 compliance.

The City is currently 97.7% compliant with C.10 requirements and staff is confident that 100% compliance will be achieved by the July 1, 2025 deadline. Full compliance will be possible with a final full trash capture device installation planned for the spring of 2024 and a robust inspection program for non-compliant private properties with direct discharge to the City’s storm drain system.

BACKGROUND
The National Pollution Discharge Elimination System (NPDES) program was established in 1972 by the Federal Clean Water Act (CWA). The NPDES program was amended in 1986 to regulate stormwater runoff and established a permitting structure for municipal discharge to the waters of the state. From 1990 to 2009 each municipality in the Bay Area was regulated under countywide stormwater permits with individual requirements specific to each county.

On October 14, 2009, the first regional stormwater permit, the Municipal Regional Permit (MRP), was adopted by the San Francisco Bay Regional Water Quality Control Board (Water Board). The MRP regulated municipalities within the counties of Alameda, Contra Costa, Santa Clara, San Mateo as well as the cities of Fairfield, Suisun, and Vallejo and the Vallejo Sanitation and Flood Control District. Municipalities and local agencies included in the MRP are referred to as ‘Permittees’.

The first MRP, adopted on October 14, 2009, was adopted as a five-year permit and administratively extended through December 2015. The permit was revised and MRP 2.0 was adopted on November 19, 2015, and became effective on January 1, 2016. MRP 2.0 was to expire on June 30, 2021, but was extended through July 1, 2022. MRP 3.0 was adopted on July 1, 2022. This report focuses on Provision C.10 of the MRP which mandates trash reduction within the City’s storm drain system.

Staff has presented the MRP’s stormwater regulations to the Council Sustainability Committee (CSC) for input on regulatory changes, requirements, and specifically trash reduction implementation. Staff’s last report to the CSC on the MRP was on January 11, 20211 and provided a summary of proposed changes to the MRP 2.0 at that time and the CSC requested to be kept abreast of the permit renewal process. On January 10, 20222, staff reported to the CSC on the requirements in the MRP 2.0 to regulate properties that discharge stormwater directly to the City’s storm drain system, the recommended approach to address the requirements, and proposed amendments to the City’s Stormwater Management and Urban Runoff Control ordinance (Chapter 11, Article 5 of the Municipal Code).

On March 14, 20223, staff provided an update on the draft MRP 3.0 and on March 13, 20234, staff presented the amended Stormwater Management and Urban Runoff Control ordinance to enable enforcement of trash requirements on private properties to comply with MRP 3.0. The CSC voted unanimously to recommend adoption of the ordinance and on April 11, 20235, Council adopted the amended ordinance.

DISCUSSION
The mandate for trash reduction in the MRP 3.0 is 100% removal of trash from the Permittee’s stormwater system by July 1, 2025. In addition, the MRP 3.0 specifies that private properties that are directly plumbed to the City’s stormwater pipes and bypass the City’s storm drain inlets are also required to meet the trash reduction requirements either through full trash capture or another equivalent method. These methods require a trash assessment verification to prove credit for trash reduction and require additional resources, both staff and equipment, to complete.

Staff has been working toward compliance with Section C.10 of the MRP and has taken several steps to achieve 100% trash reduction to eliminate trash from impacting the City’s storm drain system and the San Francisco Bay. In 2012, the City installed its first continuous deflective system (CDS) unit on Tennyson at Tyrrell Avenue as well as 80 small trash capture devices in storm drain inlets.
1 https://hayward.legistar.com/LegislationDetail.aspx?ID=4747799&GUID=B38B37E9-09C5-47B9-881D-B3FD7450E9BF&Options=&Search= 2 https://hayward.legistar.com/LegislationDetail.aspx?ID=5374350&GUID=DDFCFD4C-97BB-45B3-80A0- D93A23E07F9E&Options=&Search=
3 https://hayward.legistar.com/LegislationDetail.aspx?ID=5523059&GUID=7112B7B8-AC21-4EC5-9289-D35DC0FCDE01&Options=&Search= 4 https://hayward.legistar.com/LegislationDetail.aspx?ID=6058171&GUID=CF24A795-A3B2-418F-A4FD-0C97B2C40222&Options=&Search= 5 https://hayward.legistar.com/LegislationDetail.aspx?ID=6124946&GUID=265D462B-7AAA-4BFA-87FD- AF3B6BA89FD1&Options=&Search=

EPA Grant – In 2016, the City was awarded a competitive grant from the Environmental Protection Agency’s (EPA) Water Quality Improvement Fund in the amount of $800,000 to reduce trash from its storm drain system. The project included the installation of two CDS devices to filter trash from stormwater and to implement an outreach program to 1st-12th grade students within the Hayward Unified School District as well as charter and private schools within the City’s jurisdiction. The outreach portion of the project was a newly developed trash reduction educational program where students learned about the impacts of trash on waterways and wildlife by attending field trips, conducting scientific experiments, and understanding trash reduction in their own City by witnessing a CDS unit installation within their City’s stormwater infrastructure.

In 2017, the first CDS unit funded by the EPA grant was installed on Patrick Avenue and treats 160 acres of residential and commercial areas, including high and medium trash generating zones on Hayward’s trash map (see Figure 1). In 2016 through 2019 the educational outreach program was implemented and all programs for the 1st-12th grade were completed. Over 1,200 students from 10 schools participated in the program. More than 100 students participated in the high school program at the time the CDS unit was installed and witnessed the installation in the field as part of the trash reduction education. The City produced a video6 showcasing the event. The final CDS unit project was installed on Cotter Way, a residential street off Foothill Boulevard, with a drainage area of 138 acres. The Cotter Way device was installed in October 2022, in time to complete the EPA grant project by its due date of October 31, 2022.

The EPA grant also funded many small trash capture devices throughout the City and four large connector pipe screens to filter trash in two natural creek locations. Both creek locations are tributaries of the Sulphur Creek Watershed and the screens filter over 700 acres of land before the tributaries combine to discharge to the San Francisco Bay. The City installed 359 small devices over the course of several months and achieved an additional 23.7% trash reduction in most of the remaining areas not already treated. The remaining large areas will be treated by two large trash capture projects to be funded through a cooperative agreement with Caltrans.

Cooperative Agreement with Caltrans - The City was one of the first municipalities to enter into an agreement with Caltrans to install large trash capture devices to treat both City and Caltrans acreage. In 2021 the City finalized agreements to formalize a collaboration with Caltrans for trash capture. The City originally had three locations planned for CDS installations that would result in a significant reduction in trash. The available funds from Caltrans limited the budget, so two CDS unit locations were agreed upon (Arf Avenue and Tennyson Street).

The Tennyson device was completed in the fall of 2023 and the Arf Avenue location is expected to be completed in 2024. Approximately 831 acres will be treated by these two projects with a reduction of approximately 19%.
6 https://www.hayward-ca.gov/your-government/departments/utilities-environmental-services/youth-trash-capture-and-watershed- education-project

Small Devices – In addition to the large infrastructure funded by the EPA grant and Caltrans, the City has installed 629 small devices within high and medium trash generating areas of the City since 2012. The small devices, installed in storm drain inlets, are cleaned twice per year and are inspected frequently for clogging and damage.

In total, the City currently treats 4,219 acres with large and small devices, the large connector pipe screens, and 25 privately owned CDS devices. Table 1 summarizes the City’s total areas treated by full trash capture devices and Figure 1 illustrates the full trash capture device treated areas to date.

Table 1: Summary of Existing and Planned Full Trash Capture Areas Full Trash Capture Device Total Number of
Devices
Area Treated (Acres)
Connector Pipe Screens 629 2,386
Channel Screens 4 939
Hydrodynamic Separators (Public) 5 871
Hydrodynamic Separators (Private) 25 23
Totals: 615 4,219
Arf Avenue Hydrodynamic Separator
(Public) (install 2024)
1 400

Figure 1. Existing Areas Treated by Full Trash Capture Devices Please see Figure 2 illustrating the areas to be treated by the two Caltrans projects.

KEY
Current full trash capture
areas
High trash generating area
Medium trash generating
area
Low trash generating area

Figure 2. Areas to be Treated by Caltrans-Funded Full Trash Capture Devices Private Land Drainage Areas – MRP 3.0 requires that private properties that are directly plumbed to the City’s stormwater pipes and bypass the City’s storm drain inlets must also meet the trash reduction requirements either through full trash capture or another equivalent method. The City has devoted considerable resources to determine and verify all direct discharge (those private properties that bypass the City’s storm drain inlets) private properties. During 2021 – 2023 staff completed a survey with field verification to locate all private land drainage area (PLDA) properties. The City has a total of 196 PLDAs for which staff completed trash assessments. Of the total, 69 have a trash assessment of medium or higher trash generation. These properties will be inspected over the next year and trash reduction methods will be discussed with each property owner.

The stormwater ordinance was amended in April 2023 to enable staff to require full trash capture for PLDA properties. Full trash capture devices will only be required if, after multiple KEY
Arf Avenue
Tennyson Road
Current full trash capture
areas

inspections and discussions with property owners, other methods such as manual litter collection do not yield satisfactory results. The results of the direct discharge survey will be mapped using GIS and trash assessment data will be available through the GIS program as research for City staff to manage these PLDA properties in the next fiscal year and beyond. As full trash capture devices are installed for properties with ongoing trash generation concerns, the need for inspections will decrease. All properties required to install full trash capture devices will be required to submit annual maintenance reports and staff will visit the properties as needed.

Future Plans for Compliance - Staff expects to achieve 100% compliance with C.10 requirements with full trash capture (the remaining Caltrans project at Arf Avenue) and a new enhanced inspection program using trash assessments and enforcement of direct discharge properties and other untreated areas.

ECONOMIC IMPACT
Compliance with MRP Provision C.10 will result in costs to some Hayward businesses as compliance with trash reduction will result in increased monitoring, trash pickup, and possibly installation of full trash capture facilities as determined through stormwater inspection and follow up for compliance. The cost of installing a full trash capture device will depend on the shape and size of the storm drain inlets, number of inlets, and size of drainage area. The cost of a single device can range from a few hundred to thousands of dollars.

FISCAL IMPACT
Stormwater compliance and activities do not impact the General Fund. The City’s compliance with the MRP is managed by Water Pollution Source Control (WPSC) staff within the Public Works and Utilities Department. Implementing MRP Provisions with increased field duties, oversight, and administrator analysis and reporting, has increased the workload for WPSC staff. Funding for MRP-related activities is currently provided from the City’s stormwater enterprise fund, which is funded by property tax revenue. However, expenditures have been and are expected to increase every year. Staff is challenged with finding innovative tools and other resources to comply with the MRP but will continue to participate in the Alameda Countywide Clean Water Program and their committees to receive regional support for these efforts. Staff’s efforts to secure EPA grant funds ($800,000), used-oil grant state funds ($10,000-$30,000 renewed yearly), and Caltrans funds ($3 million) for trash capture device installation and maintenance have significantly reduced the City’s cost of MRP compliance.

STRATEGIC ROADMAP
This agenda item relates to the Strategic Priority of Improve Infrastructure but does not directly relate to the implementation of any identified projects.

SUSTAINABILITY FEATURES
Preventing pollution from entering the storm drain system will benefit Haywards’s aquatic ecosystems and the health of the San Francisco Bay and will help to create a clean and green community for Hayward residents and businesses.

PUBLIC CONTACT
A letter regarding the new municipal stormwater ordinance addition for full trash capture requirements was mailed to all property owners in Hayward as an insert in water bills in Fall of 2022 prior to Council approving the ordinance language.

NEXT STEPS
Staff plans to report to the CSC prior to the July 1, 2025 mandate due date to update the Committee on final compliance with C.10.

Prepared by: Elisa Wilfong, Water Pollution Control Administrator Erik Pearson, Environmental Services Manager
Recommended by: Alex Ameri, Director of Public Works
Approved by:
_________________________________________
Kelly McAdoo, City Manager

CITY OF HAYWARD
Hayward City Hall
777 B Street
Hayward, CA 94541
www.Hayward-CA.gov
File #: ACT 24-001
DATE: January 8, 2024
TO: Council Sustainability Committee
FROM: Director of Public Works

SUBJECT
Proposed 2024 Agenda Planning Calendar: Review and Comment

RECOMMENDATION
That the Council Sustainability Committee (CSC) reviews and comments on this report.

SUMMARY
The proposed 2024 agenda planning calendar contains planned agenda topics for the Committee meetings for the CIC’s consideration. This agenda item is included in every Council Infrastructure Committee agenda and reflects any modifications to the planning calendar, including additions, rescheduled items, and/or cancelled items.

ATTACHMENTS
Attachment I Staff Report
CITY OF HAYWARD Printed on 1/5/2024Page 1 of 1
powered by Legistar™

DATE: January 8, 2024
TO: Council Sustainability Committee
FROM: Director of Public Works
SUBJECT: Proposed 2024 Agenda Planning Calendar: Review and Comment

RECOMMENDATION
That the Council Sustainability Committee (CSC) reviews and comments on this report.

SUMMARY
The proposed 2024 agenda planning calendar contains planned agenda topics for the CSC meetings for the Committee’s consideration. This agenda item is included in every CSC agenda and reflects any modifications to the planning calendar, including additions, rescheduled items, and/or cancelled items.

DISCUSSION
For the Committee’s consideration, staff suggests the following tentative agenda topics for 2024.

Underlined – Staff recommends item to be added to Approved Agenda Planning Calendar.

March 11, 2024
Compost Hub at Hayward Community Garden – Information and Discussion 2022 Greenhouse Gas Emissions Inventory – Information and Discussion May 13, 2024
Possible Regulation of Artificial Turf – Discussion and Direction to Staff Expanding Litter Collection Efforts in Hayward – Discussion and Direction to Staff Existing Building Electrification Roadmap – Information and Discussion July 8, 2024

Tree Canopy Coverage Assessment – Discussion and Direction to Staff Ava Community Energy Update: Local Programs and Customer Bill Savings - Information and Discussion

Unscheduled Items
Pilot Program for Reusable Dishware
Energy Resilient Public Facility Program - Discussion and Recommendation to Council Regulation of Disposable Food Service Ware Reduction and Reuse – Outreach Results Shade Structure Requirements for New Development
Litter Receptacle Requirements for New Development

NEXT STEPS

Upon direction from the Committee, staff will revise the above list as necessary and schedule items accordingly for upcoming meetings.

Prepared by: Erik Pearson, Environmental Services Manager

Recommended by: Alex Ameri, Director of Public Works

Approved by:
_____________________________________
Kelly McAdoo, City Manager