TO: HONORABLE MAYOR FROM: Kerrie Romanow
AND CITY COUNCIL Chris Burton
SUBJECT: SEE BELOW DATE: March 6, 2023
Approved Date
3/16/23
SUBJECT: REACH CODE ORDINANCE UPDATE FOR ELECTRIC VEHICLE
INFRASTRUCTURE IN NEW MULTIFAMILY DEVELOPMENTS
RECOMMENDATION
(a) Adopt findings related to local modifications of the state codes based upon local geographical, topographical, and climatic conditions.
(b) Approve an Ordinance of the City of San José Amending Parts 2 and 3 of Chapter 24.10 of Title 24 (Technical Codes) of the San José Municipal Code as a Reach Code to Increase Requirements Related to Electric Vehicle Charging Stations
SUMMARY AND OUTCOME
The City’s current reach code for new multifamily development, in place since 2020, requires developments to be 70 percent electric vehicle (EV) capable (providing wiring infrastructure but no outlet), have 20 percent EV charging outlets, meet 10 percent charging station requirements, and have no direct billing standards for parking spaces. In 2022, City Council directed staff to analyze the marginal cost per-unit of increasing EV infrastructure in new multifamily developments to 95 percent EV ready (charging outlet) and five percent EV service equipment (charging station) and then to return with a proposed reach code update. The proposed reach code would ensure EV charging access for a maximum number of multifamily households, which do not have full access to EV charging outlets or charging equipment under the City’s current reach code, and include direct billing requirements, achieved through direct wiring to unit electrical panels so that residents can monitor and manage their EV charging to reduce costs.
In December 2022, staff presented the marginal cost analysis and stakeholder engagement results to the Transportation and Environment Council Committee. The Committee requested staff bring the reach code ordinance update back to City Council by the end of March 2023. Staff received public support and input on the marginal-cost analysis and on the proposed reach code update presented through public webinars in November 2022 and February 2023, respectively. If the EV infrastructure recommendation is approved by City Council, the new EV infrastructure requirements under the City’s reach code for new multifamily developments are expected to be effective in July 2023.
COUNCIL AGENDA: 3/28/23
FILE: 23-436
ITEM: 6.1
HONORABLE MAYOR AND CITY COUNCIL
March 6, 2023
Subject: Reach Code Update for Electric Vehicle Infrastructure for New Multifamily Developments
BACKGROUND
The effects of climate change are devastating and increasing. To set out an aggressive pathway to reduce San José’s greenhouse gas emissions, City Council approved the Climate Smart San José Plan in 2018 followed by the Pathway to Carbon Neutrality by 2030 in 2022. Buildings, transportation, and our power source are the City’s key focus areas for greenhouse gas emissions reductions.
Every three years, the state updates its Technical Codes, including California Building Energy Efficiency Standards (Part 6, Energy Standards) and the California Green Building Standards Code (Part 11, CALGreen). Local jurisdictions may adopt building “reach codes” to require development projects to exceed minimum state standards based upon geographical, topographical, or local climatic conditions. In 2019, City Council adopted a building reach code that included increased EV charging infrastructure requirements for all new building types and readopted that existing reach code in 2022, as is required every three-year building code cycle to ensure continued application. As defined in the City’s existing reach code: an EV Capable space has all the electric wiring necessary to install charging access in the future; an EV Ready (charging outlet) space is equipped with a charging outlet; and EV service equipment (charging station) space is equipped with a charging station. The EV charging infrastructure can be designed to provide increasingly fast charging, going from level 1 (120V/20 amp) to level 2 (240V/20-40 amp), and finally Direct Current fast charging (480V-100 amp). The City’s current reach code requires the following for new multifamily developments: 70 percent EV capable, 20 percent charging outlet, and 10 percent charging station, with no direct billing standards.
In 2020, Governor Gavin Newsom issued Executive Order N-79-20, which bans the sale of gas- powered passenger vehicles by 2030. To meet this goal, the California Air Resources Board adopted Resolution 22-12 which calls for immediate local action to provide the charging infrastructure necessary to meet the growing demand for EV ownership. In San José, EV ownership has been on a steady incline since 2015.
1 However, multifamily residents often lack
access to onsite EV charging, which hinders EV uptake.
In April 2022, City Council directed staff to analyze the marginal cost per-unit of expanding EV infrastructure in new multifamily developments with parking to 95 percent charging outlets and five percent charging stations. This proposal differs from the City’s current standards in that it eliminates EV capable spaces, which provide wiring but no charging outlet, and provides 100 percent charging access. The marginal costs analysis concluded that expanding EV charging infrastructure is cost-comparable to the City’s current reach code. At the December 2022 Transportation and Environment Council Committee meeting, staff presented the cost analysis findings and was instructed to return to City Council in March 2023 with an updated reach code ordinance.
1Mobility: Electric Vehicles. City of San Jose (2022): https://www.sanjoseca.gov/your-government/departments- offices/environmental-services/climate-smart-san-jos/climate-smart-data-dashboard/mobility-electric-vehicles
HONORABLE MAYOR AND CITY COUNCIL
March 6, 2023
Subject: Reach Code Update for Electric Vehicle Infrastructure for New Multifamily Developments
ANALYSIS
Based on City Council direction, staff research, and public engagement (see Public Outreach section for details), staff evaluated an EV reach code update for new multifamily developments with the following goals in mind: 1) keep construction costs as close to the City’s existing EV reach code as possible, 2) provide as much EV charging access to each multifamily household as possible, and 3) allow multifamily residents to manage their own EV charging costs (e.g., through choice of electric rate and access to usage and direct charges).
Peninsula Clean Energy, the community choice aggregation program serving San Mateo County, completed a study for multifamily developments which found that low-power charging can meet the vast majority of EV drivers’ needs, especially if these drivers are charging their cars overnight.
2 Requiring more low-power charging outlets also helps to decrease the overall cost to developers.
Staff evaluated three different EV reach code update options, each with different power and direct billing requirements:
1. Option 1 - Mixed-Power and Direct Billing: This option enables direct billing by assigning an EV-specific meter to a dwelling unit, and a mix of low-power level 2 and standard level 2 charging outlets for 94 percent of parking spaces while exceeding the minimum CalGreen 2022 charging station requirement by requiring six percent charging station infrastructure with a lower cost charging equipment option (i.e., load-managed dual-port).
2. Option 2 – High-Power and Direct Billing: This option enables direct billing by assigning an EV-specific meter to a dwelling unit, and standard level 2 charging outlets for 95 percent of parking spaces while meeting the five percent minimum requirement for charging stations under the CalGreen 2022 standards.
3. Option 3 – HighPower and No Direct Billing: This option does not provide direct billing to a unit’s electrical panel but provides standard level 2 charging outlets for 95 percent of parking spaces while meeting the five percent minimum requirement for charging stations under the CalGreen 2022 standards
Racial Equity Impact Analysis
The Mixed-Power and Direct Billing reach code option provides two essential benefits to multifamily residents: 1) equitable access to charging infrastructure, with each household having access to at least one parking space with EV charging capability, and 2) equitable access to the most affordable electricity, through direct wiring requirements that allow residents to manage their electricity rate and EV charging costs. Together, these also benefit the most energy- burdened communities in San José. In a 2020 study on energy burden, the American Council for an Energy-Efficient Economy found that low-income multifamily renters experience the highest
2 Commute & Multifamily EV Charging Level Needs Analysis. Peninsula Clean Energy:
https://www.peninsulacleanenergy.com/wp-content/uploads/2021/09/Determining-the-Appropriate-Level-of-Power- Sharing-for-EV-Charging-in-Multifamily-Properties-1.pdf
HONORABLE MAYOR AND CITY COUNCIL
March 6, 2023
Subject: Reach Code Update for Electric Vehicle Infrastructure for New Multifamily Developments
median energy burden in San José.3 This means renters in these households are spending more than six percent of their monthly income on energy expenses. These households are impacted monthly, as they are forced to make decisions between paying their utility bill or going without electricity in order to meet other necessities. The direct billing requirement, achieved through direct wiring to a dwelling unit’s panel, will empower all multifamily households to access the most affordable electricity to charge their EVs. Over the lifespan of their EVs, these same households can expect to save $6,000-$10,000 by choosing an electric vehicle over its gas- powered counterpart.4
For the Mixed-Power and Direct Billing reach code option, common space parking not tied directly to a residential unit would be required to have EV charging stations at each parking stall or equal to the number of residential units, whichever is less. This will ensure that multifamily residents have as much access to EV charging even if there are fewer parking spaces than number of units and provide access to charging information and costs for transparency to the user.
EV Reach Code Recommendation
Based on the cost analysis and internal department and public input, staff recommends City Council adopt Option 1 – Mixed-Power and Direct Billing, requiring the following parking space standards for new multifamily developments:
• Eighty-four percent EV level 2 low power (20 amp) charging outlets – providing direct EV charging access with maximized low power level 2 to reduce construction cost. • Ten percent EV level 2 (40 amp) charging outlets – providing direct EV charging access but minimized EV ready level 2 as much as possible to reduce cost. • Six percent dual port charging stations with network and load management capabilities – lowest cost CalGreen requires at least five percent to be charging equipment minimum required to be a reach code.
• Common area parking shall be provided with level 2 (40 amp) charging stations for 100 percent of units or 100 percent of parking spaces, whichever is less.
The City estimates that its current EV reach code for new multifamily developments costs approximately $252,731, which amounts to about 0.4 percent of the total construction costs for EV infrastructure alone. Compared to the City’s current reach code, the Mixed-Power and Direct Billing option is estimated to cost developers approximately $332,016, which represents about
0.53 percent of construction costs for EV infrastructure alone, for a standard multifamily development. The Mixed-Power and Direct Billing option ensures that residents have full EV charging access and direct billing through direct wiring to unit electrical panels so that residents can monitor and manage their EV charging to reduce costs. See Attachment - EV Reach Code Cost Analysis, for the full detailed cost analysis.
3 How High Are Household Energy Burdens? An Assessment of National and Metropolitan Energy Burdens Across the U.S. ACEEE (2020): https://www.aceee.org/research-report/u2006 4 EVs Offer Big Savings Over Traditional Gas-Powered Cars. Consumer Reports (2022):
https://www.consumerreports.org/hybrids-evs/evs-offer-big-savings-over-traditional-gas-powered-cars/
HONORABLE MAYOR AND CITY COUNCIL
March 6, 2023
Subject: Reach Code Update for Electric Vehicle Infrastructure for New Multifamily Developments
This option balances the City’s goals to keep construction costs down while providing residents with maximized EV charging access and ability to manage their own EV charging costs. As EV adoption grows locally and more gas-powered vehicles are retired, all neighborhoods - especially those that are the most pollution-burdened - will benefit from cleaner, healthier air.
Policy Alternatives
Alternative #1: High-Power and Direct Billing
Pros: This alternative would require that 95 percent of parking spaces provide EV level 2 (40 amp) charging outlets and the remaining five percent of parking spaces be equipped with charging stations, single-port (40 amp), providing 100 percent high-power charging access to multifamily residents and direct billing by assigning an EV-specific meter to a dwelling unit, which allows residents to access electric utility time-of-use rates to charge their vehicles during times when electricity is more affordable and/or electricity is from more carbon-free sources.
Cons: Under this alternative, a developer could expect to spend $378,999, about 0.6 percent more, when compared to the City’s current reach code, for a 100-unit multifamily development with charging infrastructure for each parking space with direct billing – which is about 0.6 percent of construction costs for EV infrastructure alone.
Reason for not recommending: Requiring all high-power charging can lead to overnight demand spikes that will be carbon-intensive and expensive in the short term.
Alternative #2: High-Power and No Direct Billing
Pros: This alternative would require that 95 percent of parking spaces provide EV level 2 (40 amp) charging outlets and the remaining five percent of parking spaces be equipped with charging stations, single-port (40 amp), providing 100 percent charging access to multifamily residents.
Cons: Under this alternative, a developer could expect to spend $302,327, about 0.2 percent more, when compared to the City’s current reach code, for a 100-unit multifamily development with charging infrastructure for each parking space – which is about 0.48 percent of construction costs for EV infrastructure alone. Additionally, this scenario does not include direct billing requirements, so residents would not be able to access electric utility time-of-use-rates nor have visibility into their charging costs.
Reason for not recommending: This option is a cost increase but does not include direct wiring and does not allow residents to access electric utility time-of-use rates to charge their vehicles during times when electricity is more affordable and/or electricity is from more carbon-free sources.
Alternative #3: Do Not Update the 2022 EV Reach Code
Pros: This alternative would continue to apply the City’s existing reach code requiring 70 percent EV capable parking spaces, 20 percent EV level 2 (40 amp) parking spaces equipped with charging outlets, and the remaining 10 percent of parking spaces equipped with charging stations, dual port, with automatic load management capabilities. It is the least expensive option – estimated at $252,731 or about 0.4 percent of construction costs
HONORABLE MAYOR AND CITY COUNCIL
March 6, 2023
Subject: Reach Code Update for Electric Vehicle Infrastructure for New Multifamily Developments
for a new 100-unit multifamily housing development with EV charging infrastructure at each parking space.
Cons: Only provides 30 percent charging access, not all multifamily households will have the opportunity to charge EVs onsite.
Reason for not recommending: Does not help meet future demand for charging infrastructure due to the expected increase in EV ownership due to State legislation and City goals.
Climate Smart San José Analysis
Updating the City’s EV infrastructure reach code requirements helps to advance two goals under Climate Smart San José, by facilitating:
• the reduction of energy or water use consumption, or increases the demand for renewable energy, and
• the choice of mobility choices other than single-occupancy, gas-powered vehicles.
EVALUATION AND FOLLOW-UP
Staff will continue to provide progress updates to the Transportation and Environment Committee and City Council on Climate Smart San José activities on a semi-annual basis.
COORDINATION
This memorandum has been coordinated with the City Attorney's Office, City Manager’s Budget Office, Department of Transportation, and Community Energy Department.
PUBLIC OUTREACH
This memorandum will be posted on the City’s Council Agenda website for the March 28, 2023 City Council meeting.
Outreach was undertaken for this item in addition to the agenda posting described above. These outreach efforts are described below.
Public Outreach Feedback
In November 2022, staff held three public webinars to share its marginal-cost analysis for potential EV reach code options that met the 95 percent EV charging outlets and five percent charging station requirements, as directed by the City Council. In February 2023, following the direction from the Transportation and Environment Council Committee in December 2022, staff held an additional three public webinars to present updated reach code policy options that meet City Council’s requirements for 95 percent EV charging outlets and five percent charging stations, but differ in their approach (e.g., including direct wiring requirements, offering various
HONORABLE MAYOR AND CITY COUNCIL
March 6, 2023
Subject: Reach Code Update for Electric Vehicle Infrastructure for New Multifamily Developments
mixes of low-power and standard-power level 2 EV charging infrastructure) and cost, to allow participants to provide feedback.
Staff shared webinar invitations with over 1300 email contacts covering a variety of stakeholder groups, including business associations, affordable housing developers, local nonprofits, community-based organizations, environmental organizations, residents, and developers. Staff promoted the webinars on social media and the Climate Smart San José webpage. Staff also notified Councilmembers about the webinars via email and encouraged them to share with their constituents.
Based on input received during the public webinars, there is general public support to update the EV reach code for new multifamily developments to level 2 charging outlets with direct billing because it provides residents with equitable access to quicker EV charging infrastructure while allowing residents to access the most affordable electricity to charge their vehicles.
COMMISSION RECOMMENDATION AND INPUT
No commission recommendation or input is associated with this action.
CEQA
Categorically Exempt: (File No. PP19-067) CEQA Guidelines Section 15308, Actions by Regulatory Agencies for the Protection of the Environment because it is an action taken by a regulatory agency, as authorized by state or local ordinance, to assure the maintenance, restoration, enhancement, or protection of the environment where the regulatory process involves procedures for protection of the environment. Those procedures involve implementing electric vehicle infrastructure for multifamily developments with the overall intent of environmental protection to address climate change. There are no construction activities or relaxation of standards that would allow environmental degradation that are part of the adoption of this ordinance.
PUBLIC SUBSIDY REPORTING
This item does not include a public subsidy as defined in section 53083 or 53083.1 of the California Government Code or the City’s Open Government Resolution.
HONORABLE MAYOR AND CITY COUNCIL
March 6, 2023
Subject: Reach Code Update for Electric Vehicle Infrastructure for New Multifamily Developments
/s/ /s/
CHRIS BURTON KERRIE ROMANOW
Director, Planning, Building, and Code Enforcement Director, Environmental Services
For questions, please contact Julie Benabente, Deputy Director, at [email protected].
ATTACHMENT – EV Charging Infrastructure Installation: Minimum Project Cost Analysis EV Charging Infrastructure Installation: Minimum Project Cost Analysis
METHODOLOGY
Analysis Objective:
Support policy adoption by estimating costs for various EV charging installation space types: ALMS:
A. Circuit sharing (2) Level 2 EV Capable (240V, 40A each when circuit eventually installed) Capable of 20A each w ALMS B. Conduit sharing (2) Level 1 EV Ready outlets (120V, 20A each). None C. Conduit sharing (2) Level 2 Low Power EV Ready outlets (240V, 20A each). None D. Conduit sharing (2) Level 2 EV Ready outlets (240V, 40A each). Excludes panel ALMS. None E. Circuit sharing (2) Level 2 EV Charging Stations (240V, 40A each) 20A when two vehicles
charging
F. Conduit sharing (2) Networked Level 2 EV Charging Station (240V, 40A each) Capable via networking G. (1) Networked Level 2 EV Charging Station (240V, 80A each) Capable via networking Notes:
(1) This is a bottom-up theoretical model, not using actual construction cost data. Costs are based on RSMeans, vendor websites, PG&E information, and an interview with one local electrician with experience in multifamily buildings. (2) The cost model does not include:
a. CALeVIP incentive amounts, due to varying project costs, locations, and applications. Incentive amounts are located here:
https://calevip.org/faq/what-are-incentive-amounts-charger-9 b. Real estate costs, including electrical rooms, underground transformers, or impacts of the number of parking spaces, are excluded. These are real, potentially large, costs but can vary widely depending on the size and function of the building. Higher capacity systems will require more real estate.
c. Detailed cost models for Direct Billing costs
d. A sliding payment scale for developer payment of utility-side electrical costs (3) Load Management strategies via networked or 'dumb' chargers are only assumed. Panel, receptacle, or other load management technologies have not been compared.
(4) The analysis assumes that the EVSE installations are located close to a panel (150'), and EVSEs are mounted to a wall. Stations installed for adjacent parking stalls will be mounted in the middle of the two stalls. Main and distribution panel costs are assumed to be negligible. Subpanel costs for Direct Billing-related strategies have been estimated.
ATTACHMENT
1 (5) The analysis uses Clipper Creek HCS D40 Dual Charging Stations and Enel X JuiceBox as the proxies for L2 circuit sharing configuration. The cost listed in the 'Assumptions' table on Tab 'Cost Analysis' can be changed to reflect the preferred EVSE. The HCS D40 unit reflects the 'floor' cost for EVSE, but project costs can be $2500-$4000 more per port depending on EVSE vendor and ALMS strategy.
(6) The analysis uses outdoor-rated outlets intended to conform to NEC and local permitting requirements.
(7) 2022 CALGreen requirements are a percentage of parking spaces provided, not a percentage of dwelling units. Conversely, the reach code requirements are a percentage of dwelling units - with a goal to ensure EV charging access to 100% of dwellings.
Because San Jose has no parking minimum requirements, this analysis assumes 100 dwellings are provided with 1 parking space each. If a developer provides greater than 1 parking space per dwelling, the costs associated with 2022 CALGreen will increase while the others will remain the same.
Definitions:
ALMS = Automatic Load Management System, which reduces charging rates when more vehicles are plugged in "Dumb" ALMS = non-networked charger that reduces charging rates without any external communications, only depending on the number of chargers connected.
"Networked" ALMS = charger that exchanges data with other chargers, vehicles, or control system Direct Billing = Resident is able to pay directly for the kWh used for at-home vehicle charging. See sheet "Costs - Upstream of Panel" rows 17-20 for more detail on various options.
EV Capable = panel capacity, conduit
EV Ready = panel capacity, conduit, wiring, breaker, receptacle EV Charging Station = panel capacity, conduit, wiring, breaker, charger
ATTACHMENT
2 RESULTS
Input Variables
% of units (1
space/unit) cost
% of units (1
space/unit) cost
L2 EV Capable 240V/40A 0 $2,362 10% $23,623 70% $165,358 L1 EV Ready 120V/20A 2.4 $2,061 $0 $0
L2 EV Ready - LPL2 240V/20A 4.8 $2,352 $0 $0
L2 EV Ready 240V/40A 9.6 $2,806 25% $70,139 20% $56,111 L2 EVCS - dumb ALMS, dual port 240V/40A 4.8 $3,114 $0 10% $31,136 L2 EVCS - networked ALMS, dual port 240V/40A 4.8 $4,935 $0 $0 L2 EVCS - networked ALMS, single port 240V/40A 9.6 $7,135 5% $35,673 $0 Totals - Breaker and Downstream 40% $129,434 100% $252,604 Cost
Percent of construction
Cost
Percent of construction
Developer
Developer and Utility
Port Type Cost per
Port
San Jose 2019 Reach2022 CALGreenMax Volts
/ Amps
per Port
minimum
kVA
Yes Yes
None None
288
$0
240
$0
$61,350
0.21% 0.40%
$129,561 $252,731
$61,350
0.30% 0.50%
Direct Billing Approach
$190,911 $314,081
kVA
Rule 29 Applicable?
Utility Cost - Transformer + Feeder (Rate-Based)
Developer Cost - Transformer + Feeder
Developer Cost - Direct Billing + Metering $127 $127
% of units (1
space/unit) cost
% of units (1
space/unit) cost
% of units (1
space/unit) cost
$0 $0 $0
$0 $0 $0
$0 $0 84% $197,551
95% $266,527 95% $266,527 10% $28,056
$0 $0 $0
$0 $0 6% $29,611
5% $35,673 5% $35,673 $0
100% $302,200 100% $302,200 100% $255,218
2: High Power + Direct Billing
Dedicated EV Meter per DU
960
Yes
$114,360
$0
$76,799
$378,999
0.60%
$493,359
0.78%
3: Mixed Power + Direct Billing1: High Power - No Direct None Dedicated EV Meter per DU
960
$0
528
$0
$114,360 $91,940
Yes Yes
0.67%
0.48% 0.53%
$302,327 $332,016
$127 $76,799
$423,956
0.66%
$416,687
Total Parking Spaces 100
Cost of Construction $/ft2 $420
ft2 per dwelling, including common areas 1500
Building size ft2 150,000
Construction cost $62,925,000
ATTACHMENT
3 Analysis - San Jose 2019 Reach has a 0.40% of construction cost to developer. Ideally, costs to developer are maintained near this level. Policy that increases power (such as higher power receptacles) and/or infrastructure (such as infrastructure needed to enable direct billing) increases cost. This may change based on potential automatic load managmenet strategies, which, due to high complexity and wide ranging costs, are not captured in this study.
A. Option 1 represents the model supported by Dept of Transportation; Option 2: Represents Option 2 with direct billing; Option 3 represents a mix of power with a slighly higher EVCS rate to enable ALMS and with the inclusion of Direct Billing at minimum cost.
B. Option 1 is the lowest cost option at 0.48% of construction cost. Option 2 and Option 3 increase cost due primarily due to direct billing. Option 2 introduces Direct Billing at a cost increase of 0.12% to the developer compared to Option 1 due to the increase in infrastructure. Option 3 Reduces cost from Option 2 because it provides lower charging speeds, albeit enough to provide at least 130 miles for an overnight charge.
0.21%
0.40%
$0
$100,000
$200,000
$300,000
$400,000
$500,000
$600,000
2022 CALGreen San Jose 2019 Reach
0.42%+ Cost to Developer
0.48%
0.60%
0.53%
1: High Power - No Direct
Billing
2: High Power + Direct
Billing
3: Mixed Power + Direct
Billing
EV Infrastructure Costs in San Jose - Conceptual Estimates Utility Cost - Transformer + Feeder (Rate-Based)
Developer Cost - Transformer + Feeder
Developer Cost - Direct Billing + Metering
L2 EV Capable
L1 EV Ready
L2 EV Ready - LPL2
L2 EV Ready
L2 EVCS - dumb ALMS, dual port
L2 EVCS - networked ALMS, dual port
L2 EVCS - networked ALMS, single port
EV Infrastructure Costs in San Jose – Conceptual Estimates
ATTACHMENT
4 COSTS – BREAKER & DOWNSTREAM
Assumptions
Component Unit Measure Cost
Electrical Materials & EVSE
Level 1
Breaker (15A)1 1 6.50$
Wire (12 AWG)2 ft 1.50$
3/4" Conduit 3 ft 20.00$
Outlet4 1 20.00$
Cover5 1 35.00$
Level 2
Breaker (40A)6 1 16.00$
Breaker (80A)7 1 43.00$
Wire (8 AWG)8 ft 2.30$
Wire (3 AWG)9 ft 5.20$
1-1/4" Conduit 10 ft 27.00$
1-1/2" Conduit 11 ft 30.00$
Outlet12 1 42.00$
Dual Port, Dumb EVSE 13 1 1,500.00$
Single Port, Networked, EVSE 14 1 1,400.00$
Dual Port, Networked, EVSE 15 1 5,600.00$
Junction Box 12 1 35.00$
Low Power Level 2
Breaker (20A)17 1 16.00$
Wire (10 AWG)18 ft 1.75$
1" Conduit 19 ft 23.00$
Outlet20 1 12.00$
Labor, Permitting, & Other Soft Costs
Labor21 hours 175.00$
Permit22 1 -$
Networking23 month/unit 500.00$
Contractor Fee24 % 10%
CALeVIP Incentive25 1 ?
ATTACHMENT
5 Building BOM from RSMeans, HomeDepot, Clipper Creek, Enel X, and estimates Electrical Materials & EVSE Electrical Materials & EVSE Electrical Materials & EVSE Electrical Mat erials & EVSE Component # of Units Cost Component # of Units Cost Component # of Units Cost Component # of Units Cost -$ Breaker 2 13.00$ Breaker 2 32.00$ Breaker 2 32.00$ -$ Wire 300 450.00$ Wire 300 525.00$ Wire 300 690.00$ Conduit 150 4,050.00$ Conduit 150 3,000.00$ Conduit 150 3,450.00$ Conduit 150 4,050.00$ Junction Box 2 70.00$ Outlet 2 40.00$ Outlet 2 24.00$ Outlet 2 84.00$ - Cover 2 70.00$ Cover 2 70.00$ Cover 2 70.00$ Subtotal 4,120.00$ Subtotal 3,573.00$ Subtotal 4,101.00$ Subtotal 4,926.00$ Labor, Permitting, & Other Soft Costs Labor, Permitting, & Other Soft Costs Labor, Permitting, & Other Soft Costs Labor, Permitting, & Other Soft Costs Component # of Units Cost Component # of Units Cost Component # of Units Cost Component # of Units Cost Labor - J-Box 1 175.00$ Labor - Breaker, outlets, 1 175.00$ Labor - Breaker, outlets, covers 1 175.00$ Labor - Brea ker, outlets, covers 1 175.00$ -$ -$ -$ -$ -$ -$ -$ -$ S
ubtotal 175.00$ Subtotal 175.00$ Subtotal 175.00$ Subtotal 175.00$ Materials & Labor Total 4,295.00$ Materials & Labor Total 3,748.00$ Materials & Labor Total 4,276.00$ Materials & Labor Total 5,101.00$ Contractor Fee 429.50$ Contractor Fee 374.80$ Contractor Fee 427.60$ Contractor Fee 510.10$ Total 4,724.50$ Total 4,122.80$ Total 4,703.60$ Total 5,611.10$ cost per port 2,362$ cost per port 2,061$ cost per port 2,352$ cost per port 2,806$ 2x Level 2 EV Capable - Conduit for 240V/40A, Load Managed 2x Level 2 EV Ready - Wire is 240V/40A, Conduit handles 2 circuits 2x Level 2 Low Power EV Ready - Wire is 240V/20A, Conduit handles 2 circuits2x Level 1 EV Ready - Wire is 120V/20A, Conduit handles 2 circuits Electrical Materials & EVSE Electrical Materials & EVSE Electrical Materials & EVSE Component # of Units Cost Component # of Units Cost Component # of Units Cost Breaker 1 16.00$ Breaker 1 43.00$ Breaker 1 16.00$ Wire 150 345.00$ Wire 150 780.00$ Wire 150 345.00$ Conduit 150 3,450.00$ Conduit 150 4,500.00$ Conduit 150 4,050.00$ EVSE 1 1,500.00$ EVSE 2 2,800.00$ EVSE 1 1,400.00$ -$ -$ -$
Subtotal 5,311.00$ Subtotal 8,123.00$ Subtotal 5,811.00$ Labor, Permitting, & Other Soft Costs Labor, Permitting, & Other Soft Costs Labor, Permitting, & Other Soft Costs Component # of Units Cost Component # of Units Cost Component # of Units Cost Labor - Breaker, EVSE 2 350.00$ Labor - Breaker, EVSE 2 350.00$ Labor - Breaker, outlets, covers 1 175.00$ -$ Networking (2-yr) 500.00$ Networking (2-yr) 500.00$ -$ -$ -$
Subtotal 350.00$ Subtotal 850.00$ Subtotal 675.00$ Materials & Labor Total 5,661.00$ Materials & Labor Total 8,973.00$ Materials & Labor Total 6,486.00$ Contractor Fee 566.10$ Contractor Fee 897.30$ Contractor Fee 648.60$ Total 6,227.10$ Total 9,870.30$ Total 7,134.60$ cost per port 3,114$ cost per port 4,935$ cost per port 7,135$ 2x Level 2 EVCS - Wire is 240V/80A, Conduit handles 1 circuit.
Networked EVCS
1x Level 2 EVCS - Wire is 240V/40A, Conduit handle 1 circuit. Networked EVCS
/ ,
Dumb EVSE can meet EV Ready + ALMS rather than EV Ready + outlet or panel-level load mgmt
Level 1 References Level 2 References Low Power Level 2 References Labor, Permitting Soft Cost References 1 https://www.homedepot.com/p/Square-D-Homeli 6 https://www.homedepot.com/p/Square-D-Homelin 17 https://www.homedepot.com/p/GE-Q-Line-20-Am 21 Estimate, can be refined 2 RSMeans Online, San Jose CA, THHN #12 Solid, Sta 7 https://www.homedepot.com/p/Siemens-80-Amp- 18 RSMeans Online, San Jose CA, THHN #10 Strande 22 Estimated permit cost; set at $0 because it assumes a permit needed at NC anyway 3 RSMeans Online, San Jose CA, 3/4" EMT Aluminum 8 RSMeans Online, San Jose CA, THHN #8 Stranded, S 19 RSMeans Online, San Jose CA, 1" EMT Aluminum, 23 Networking fees to account for variances across site types, data and networking packages, etc. Not necessary for 'dumb' load managing charger selected. 4 https://www.homedepot.com/p/Square-D-X-Serie 9 RSMeans Online, San Jose CA, THHN #3 Stranded, S 20 https://www.homedepot.com/p/Leviton-20-Amp- 24 Contractor estimated based on prior experience 5 https://www.homedepot.com/p/TAYMAC-N3R-In- 10 RSMeans Online, San Jose CA, 1-1/4" EMT Aluminum, Standard Union, $27/linear foot, Q2 2022. Includes installation, ov 25 https://calevip.org/faq/what-are-incentive-amounts-charger-9 11 RSMeans Online, San Jose CA, 1-1/2" EMT Aluminum, Standard Union, $29.55/linear foot, Q2 2022. Includes installation, overhead, and profit 12 https://www.homedepot.com/p/Midwest-Electric-Products-50-Amp-Temporary-RV-Power-Outlet-U054P/100193650 13 https://store.clippercreek.com/dual-ev-charging-station?search=hcs-d 14 https://evcharging.enelx.com/store/commercial/juicebox-pro-32-commercial 15 https://www.bulbs.com/product/SC7P-FULL1-P
16 https://www.homedepot.com/p/8-in-x-8-in-x-4-in-Junction-Box-R5133712/202043419
ATTACHMENT
6 COSTS – UPSTREAM OF PANEL
2022 CALGreen San Jose 2019 Reach
kVA 288 240
Transformer a
nd Feeder Cost $61,350 $61,350
Direct Billing Approach None None
Developer Direct Billing Cost, incld
meter $1 $1
1: High Power - No Direct Billing 2: High Power + Direct Billing 3: Mixed Power + Direct Billing 960 960 528
$114,360 $114,360 $91,940
None Dedicated EV Meter per DU Dedicated EV Meter per DU $1 $768 $768
kVA PG&E Unit Cost
RSMeans Online, San Jose CA, Liquid-Filled
Transformer, Standard Union, Q2 2022. Includes
installation, overhead, and profit
3-phase Amps Feeder Cost Transformer and Feeder Service 150 44,070$ 21,000$ 416 4,120$ 48,190$ 300 53,110$
26,000$ 833 8,240$ 61,350$ 750 65,540$ 62,000$ 2,082 26,400$ 91,940$ 1000 81,360$ 77,000$ 2,776 33,000$ 114,360$ 1500 110,740$ 94,500$ 4,164 52,800$ 163,540$ 113% Inflation Adjustment, from April 2021 to Q4 2022
Option Direct Billing Approach Description Notes Cost/Dwelling Rule 29 Applicable Annual Min Meter Fees / Dwelling A
None
0 Yes $1.27 Review the meter fee. This is
going to be a big meter.
B Long Circuits from DU Panel to EV 750 No $0.00
C EV Subpanel at Garage 750 No $0.00
D Dedicated EV Meter per DU 750 Yes $17.99
- Entire feeder bank is on one (1) EV meter.
- Developer may install networked chargers to comply with USDA rule - Running wiring from each unit’s electrical panel to the unit’s parking space.
Not discussed in depth but Farhad’s estimates that this is about $500- $1000/dwelling as well (example 100-units in a 5-story building) - Eligible for EV2A rate
- Run wiring from meter to subpanel with one feed to the EV Ready 20a receptacle. Entails additional costs for individual subpanels & breakers. $500- $1000/dwelling for materials and labor (mostly labor)
'- No clear best practice for metering.
- May require additional room in the room/area housing the individual unit electrical meters for 12" x 8" subpanel, 20A + 100A breaker - Eligible for EV2A Rate
- Install a second meter per unit dedicated for that unit’s EV charging.
Requires paying for second meter service. $500-$1000/dwelling for materials and labor (mostly materials).
- Circuits from the EV meter go straight to the EV charger - Includes utility 2nd meter surcharges
- Leverages Rule 29
- Eligible for EV-B Rate. Single PG&E account with 2 meters.
ATTACHMENT
7 Amps Gauge Cost (RSMeans Online, San Jose CA, THH 4 wires, 100 ft from utility to elec rm 420 600 kcmil 1,030$ 4,120$ 545 1000 kcmil 1,650$ 6,600$ https://www.usawire-cable.com/pdfs/nec%20ampacities.pdf
ATTACHMENT
8 https://www.pge.com/tariffs/assets/pdf/tariffbook/ELEC_SCHEDS_EV%20(Sch).pdf
0.35$
0.05$
ATTACHMENT
9